SSP 616 Audi 1.2l and 1.4l TFSI Series EA211 [PDF]

Zitiervorschau

616

Audi Vorsprung durch Technik

Self Study Programme 616 For internal use only

Audi 1.2l and 1.4l TFSI Series EA211 engines

All rights reserved. Technical specifications are subject to change. Copyright AUDI AG I/VK-35 [email protected] AUDI AG D-85045 Ingolstadt Technical status 01/13 Printed in Germany A12.5S01.00.20

Audi Service Training

The development aims for the new TFSI engine series were clearly outlined: the small 1.2 or 1.4-litre petrol engine was to be more fuel-efficient, lighter, more compactly dimensioned and offer cross-platform versatility. As well as all that, it had to be futureproof in terms of alternative fuels and new technologies. The results: • CO2 emissions up to 20 g per km lower • Nearly a whole litre fuel saving per 100 km • Weight reduced by as much as 30 % • Installed length up to 18 % shorter • Modified fitted position The EA211 engine series represents a new Audi petrol engine family comprising four-cylinder units specially developed for vehicles using the cross-platform modular component set (MQB).

Compared with its predecessor (EA111), the EA211 series is an entirely new design. Only the cylinder spacing of 82 mm has been retained. Because the fitted position of the engines is set at an inclination of 12 degrees, the drive train, drive shafts and gearbox length can be standardised. That reduces the number of engine and gearbox variants within the Group's MQB system by nearly 90 %. A particular technical highlight is the selective cylinder shut-down feature on the 103 kW 1.4l version. It enables two of the four cylinders to be shut down when the situation allows, without the driver noticing any effect. The cylinder shut-down feature reduces the fuel consumption over the NEDC by 0.4 l/100 km (8 g CO2/km). Especially at moderate speeds in urban traffic, as well as on country roads, savings of between 10 and 20 % are even possible. A new benchmark in this class of engine.

1.2l TFSI engine

e-media This SSP contains a QR code which you can use to access additional interactive content, see "Information on QR codes" on page 50.

616_015

Learning objectives of this self-study programme In this self-study programme you will learn about the technology of Audi 1.2l and 1.4l TFSI engines. When you have worked through this Self Study Programme, you will be able to answer the following questions:

2

• • • •

How are the engines constructed? How is the engine's cooling system constructed? How do the engine's air intake and turbocharger systems work? How does the selective cylinder shut-down system on the 1.4l TFSI engine (103 kW version) work?

Contents Introduction Brief technical description __________________________________________________________________________________________________________________________________ 4 Versions _______________________________________________________________________________________________________________________________________________________ 5 Specifications _________________________________________________________________________________________________________________________________________________ 6

Engine mechanicals Cylinder block _ _______________________________________________________________________________________________________________________________________________ 8 Crankshaft drive system and valve gear _ __________________________________________________________________________________________________________________ 9 Belt-drive timing gear ______________________________________________________________________________________________________________________________________ 10 Auxiliary unit drive system _________________________________________________________________________________________________________________________________ 11 Crankcase venting system __________________________________________________________________________________________________________________________________ 12 Activated charcoal filter system ___________________________________________________________________________________________________________________________ 15 Cylinder head ________________________________________________________________________________________________________________________________________________ 16

Oil supply Oil circulation system _______________________________________________________________________________________________________________________________________ 18 Regulated oil pump _________________________________________________________________________________________________________________________________________ 19 Duocentric oil pump ________________________________________________________________________________________________________________________________________ 20 Sump _________________________________________________________________________________________________________________________________________________________ 21 Oil cleaning and cooling ____________________________________________________________________________________________________________________________________ 22

Cooling system Introduction _________________________________________________________________________________________________________________________________________________ 23 System overview ____________________________________________________________________________________________________________________________________________ 24 Thermostat __________________________________________________________________________________________________________________________________________________ 25 Coolant pump _______________________________________________________________________________________________________________________________________________ 25 Cylinder head cooling ______________________________________________________________________________________________________________________________________ 26 Intercooler ___________________________________________________________________________________________________________________________________________________ 27

Air intake and turbocharger systems Overview _____________________________________________________________________________________________________________________________________________________ 29 Turbocharger ________________________________________________________________________________________________________________________________________________ 30

Cylinder on demand (cylinder shut-down system) Introduction _________________________________________________________________________________________________________________________________________________ 32 Cam adjustment actuators _________________________________________________________________________________________________________________________________ 34 Function ______________________________________________________________________________________________________________________________________________________ 35 Deployment conditions for 2-cylinder mode _____________________________________________________________________________________________________________ 37 Shut-down and reactivation sequence _ __________________________________________________________________________________________________________________ 38 Function diagram (Audi A3 ’13) ___________________________________________________________________________________________________________________________ 40

Fuel system Overview _____________________________________________________________________________________________________________________________________________________ 41

Exhaust system Overview _____________________________________________________________________________________________________________________________________________________ 42 Catalytic converter __________________________________________________________________________________________________________________________________________ 43

Engine management system Sensors and actuators on 1.4l TFSI (103 kW) ___________________________________________________________________________________________________________ 44 Engine speed sensor G28 _ _________________________________________________________________________________________________________________________________ 46

Appendix Special tools and workshop equipment ___________________________________________________________________________________________________________________ 48 Scope of maintenance jobs _________________________________________________________________________________________________________________________________ 50 Information on QR codes __________________________________________________________________________________________________________________________________ 50 Self Study Programmes ____________________________________________________________________________________________________________________________________ 51 The self-study programme provides information on the fundamentals of the design and function of new vehicle models, new automotive components or new technologies. The self-study programme is not a repair manual! Figures are given for explanatory purposes only and refer to the data valid at the time of preparation of the SSP. It is essential that you refer to the latest technical literature when carrying out maintenance and repair jobs.

Note

Reference

3

Introduction Brief technical description • Four-cylinder in-line engine

• Mixture conditioning with fully electronic direct injection and electronic accelerator

• Four valves per cylinder, double overhead camshafts (DOHC) • FSI petrol direct injection • Cast aluminium cylinder block • Turbocharger with indirect intercooler • Intercooler integrated in intake manifold (air/coolant heat exchanger)

• Cylinder management/cylinder shut-down system on one version of the 1.4l TFSI engine • Emission control system with ceramic underfloor catalytic converter and converter heating function using two-stage injection (homogeneity split) • Energy recovery system in overrunning mode • Start-stop system (model and market-dependent)

• Belt-drive timing gear

1.4l TFSI engine (103 kW)

616_014 4

Versions The EA211 engine series is used on various Audi models with different capacities. The engines have different features depending on the vehicle model and the market in which it is sold.

The table below details the variants, versions and adaptations. Other technical data is listed on the following pages.

Engine

1.2l TFSI

1.4l TFSI

Vehicle use

Audi A3 '13

Audi A3 '13

Audi A1, A3 '13

Engine code

CJZA

CMBA

CPTA

Power output in kW (hp)

77 (105)

90 (122)

103 (140)

Torque in Nm

175

200

250

Exhaust emission standards

• EU 5 plus • EU 2 ddk

• EU 5 plus

• EU 5 plus

Gear

• 0AJ • 0CW • 0AH

• 0CW • 0AJ

• A1: 02Q, 0CW, • A3 '13: 02S

Fuel injection

FSI

FSI

FSI

Turbocharged

yes

yes

yes

Cylinder on demand

no

no

yes

Weight reduction measures 126 kg.

1.4l 90kW TFSI (EA111)

616_056

Turbocharger -2.5 kg

Timing gear -0.6 kg

104 kg. Connecting rod -0.6 kg

Crankshaft -2.2 kg

-22 kg. Aluminium cylinder block -16 kg

Thanks to an ultra-light cylinder block made of die-cast aluminium, the new petrol engines are especially light at 112 and 114 kilogrammes respectively – the 1.4l TFSI has shed an impressive 22 kg compared with its cast-iron predecessor in the EA111 series. The lightweight design extends right down to the minutest details: the crankshaft is 20 % lighter while the conrods have been slimmed down by as much as 25 %. The crank-pins are hollow and even the aluminium pistons with their now flat crown have been optimised for weight. The cylinder shut-down components weigh a mere three kilos.

1.4l 90kW TFSI (EA211)

5

Specifications 1.2l TFSI engine Torque/power curve Engine code CJZA   Power output in kW   Torque in Nm

Engine speed [rpm] 616_036

Engine code

CJZA

Type

Four-cylinder in-line engine

Capacity in cm

1197

Power output in kW (hp) at rpm

77 (105) at 4500 - 5500

Torque in Nm at rpm

175 at 1400 - 4000

Number of valves per cylinder

4

Firing order

1–3–4–2

Bore in mm

71,0

Stroke in mm

75,6

Compression ratio

10,5 : 1

Engine management system

Bosch MED 17.5.21

Fuel

Premium unleaded 95 RON

Exhaust emission standards

• EU 5 plus • EU 2 ddk

Vehicle use

A3 '13

3

6

1.4l TFSI engines Torque/power curve Engine code CMBA

Engine code CPTA

  Power output in kW

  Power output in kW

  Torque in Nm

  Torque in Nm

Engine speed [rpm]

Engine speed [rpm] 616_037

Engine code

616_038

CMBA

CPTA

Four-cylinder in-line engine

Four-cylinder in-line engine

Capacity in cm

1395

1395

Power output in kW (hp) at rpm

90 (122) at 5000 - 6000

103 (140) at 4500 - 6000

Torque in Nm at rpm

200 at 1400 - 4000

250 at 1500 - 3500

Number of valves per cylinder

4

4

Firing order

1–3–4–2

1–3–4–2

Bore in mm

74,5

74,5

Stroke in mm

80

80

Compression ratio

10 : 1

10 : 1

Engine management system

Bosch MED 17.5.21

Bosch MED 17.5.21

Fuel

Premium unleaded 95 RON

Premium unleaded 95 RON

Exhaust emission standards

• EU 5 plus

• EU 5 plus

Vehicle use

A3 '13

A1, A3 '13

Type 3

7

Engine mechanicals Cylinder block The cylinder block is made of die-cast aluminium and is an opendeck design. The advantages and disadvantages of an open-deck design are: • Easier to manufacture from the point of view of casting technology as no sand core required (more economical) • More efficient cooling of the upper, hotter part of the cylinders compared with a closed-deck design • Less rigid design compared with a closed deck is counteracted by the use of metal cylinder head gaskets on modern engines

• Minimal deformation of the cylinder liner when the cylinder head and cylinder block are bolted together • The slight cylinder liner deformation is easily accommodated by the piston rings and the oil consumption is lower The channels for pressurised oil supply and return and for crankcase venting are cast integral with the crankcase. That reduces the number of additional components and the manufacturing complexity. Cast-iron cylinder liners The cast-iron cylinder liners are individually cast inside the cylinder block. Their outer surface is very rough, which increases the surface area and improves heat transfer to the cylinder block. Furthermore, it forms a very good positively interlocking fit with the cylinder block.

Knock sensor G61

Aluminium cylinder block with open-deck design

Main crankshaft bearings

Oil baffle plate

Sump top section

Oil level/temperature sensor G266

Sump bottom section

616_006 8

Crankshaft drive system and valve gear The crankshaft drive gear has been designed with small moving masses and low friction in mind. The conrods and pistons are extensively optimised for light weight. Together with the small main and big-end bearings the engine weight and internal friction have thus been further reduced. The lightweight crankshaft with its five main bearings and four counterweights reduces the internal crankshaft forces and, therefore, the stress on the main bearings.

The valve gear comprises two camshafts that operate the valves via roller-lever cam followers. One version of the 1.4l TFSI engine has a cylinder shut-down feature for which there are special sliding cam sleeves and positioners on the camshafts, see "Cylinder on demand (cylinder shut-down system)" on page 32.

Crankshaft drive and valve gear on 1.4l TFSI engine without cylinder shut-down feature

Camshafts

Valves operated by roller-lever cam followers

Aluminium pistons with valve recesses

Lightweight trapezoidal connecting rod

Lightweight crankshaft with four counterweights

616_019

Pistons and conrods The pistons are made of die-cast aluminium. To reduce the thermal stresses, oil injectors spray engine oil onto the piston crown from underneath. The conrods are forged and have cracked big ends and lightweight shafts. The small end does not have a pressurised oil supply and is trapezoid in profile. The crank-pins are hollow and even the aluminium pistons with their now flat crown have been optimised for weight.

616_039

!

Note The crankshaft must not be removed. For more information, refer to the latest service documentation.

9

Belt-drive timing gear (E.g. 90 kW 1.4l TFSI) The crankshafts are driven by a toothed timing belt. It is tensioned by an automatic tensioning roller that simultaneously helps to guide the timing belt by means of raised flanges. When removing and refitting components of the timing gear, the tensioning roller has to be levered back with the aid of special tools T10499 (12-point ring spanner) and T10500.

Inlet camshaft sprocket with vane adjuster and adjustment range of 50° CR Exhaust camshaft sprocket

A guide pulley on the tension side and the ctc crankshaft sprocket make sure the timing gear runs smoothly and quietly. Because of the lower belt forces, the force of the tensioner can be reduced. That results in lower friction and mechanical stresses on the timing gear as a whole. The lower vibration levels make for smoother and quieter running. A timing belt with a wear-resistant polytetrafluoroethylene (Teflon) coating is used. Due to its high-quality material specifications, the timing belt has a very long service life.

Tensioner pulley

Guide pulley

Oil pump drive sprocket (1.4l TFSI only)

ctc camshaft drive sprocket

Oil pump drive gear Different oil pumps are used depending on the engine variant. On the 1.4l TFSI engines the oil pump is driven by a maintenancefree toothed chain, see illustration. No chain tensioner is fitted in this case. The crankshaft sprocket is permanently attached to the crankshaft and cannot be removed. For more information on the regulated oil pump see page 19 The 1.2l version of the engine has a duocentric oil pump that runs directly off the crankshaft without using a chain drive system, see "Duocentric oil pump" on page 20.

616_020

Toothed drive chain for oil pump (1.4l TFSI only) Oil pump sprocket (1.4l TFSI only)

Reference For more information on "ctc – crankshaft torsionals cancellation" refer to Self-study Programme 332 "Audi A3 Sportback".

10

Timing belt cover (E.g. 103 kW 1.4l TFSI) Plastic cover with injection-moulded seal

The timing belt is protected from dust and dirt by a threepiece timing belt cover. This extends the life of the timing belt. The centre section of the cover (aluminium) is a very solid design. It serves simultaneously as an engine mounting. If a repair operation only requires the timing belt to be removed, e.g. "Removing and refitting camshaft housing", the engine mounting can be left in place. There is sufficient space to tension the timing belt.

Aluminium-silicon cover (engine mounting)

Plastic cover with injection-moulded seal 616_032

Auxiliary unit drive system A poly-V belt running off the crankshaft pulley drives the alternator and, if fitted, the air conditioning compressor. An automatic tensioner ensures the belt is correctly tensioned.

So that the engine occupies as little space as possible, auxiliary units such as coolant pump, air conditioning compressor and alternator are bolted directly onto the engine and sump without additional brackets.

On vehicles without air conditioning compressor, the belt only drives the alternator. The poly V-belt (Optibelt) is flexible and stretchable. Due to its design and the low levels of mechanical stress, a tensioning roller is not required.

Crankshaft pulley

Belt tensioner

Alternator pulley

A/C compressor pulley (if fitted)

616_018 11

Crankcase venting system The crankcase venting system runs internally, i.e. the cleaned blow-by gases flow through channels in the cylinder block to the intake pipe upstream of the turbocharger or into the intake manifold downstream of the turbocharger.

The oil vapours are removed in the oil separator. It is made of plastic and is bolted onto the cylinder block.

In-feed of blow-by gases on intake side of turbocharger (at high engine speeds)

Blow-by feed-in pipe

Non-return valve on turbocharger

Turbocharger

Oil separator The gases flow from the crankcase into the oil separator. There, the large droplets of oil are separated out first by means of baffle plates and swirl channels in the coarse separator. Then the fine droplets are removed by large baffle plates in the fine separator.

Separation chamber outlet Inlet

Coarse oil separator Connecting pipe to intake manifold module with calibrated diameter. The calibration limits the flow volume. As a result the pressure regulating valve can be dispensed with.

Oil separator housing cover Fine oil separator

Oil returns

Oil return from oil separator to sump below oil level Separation chamber in crankcase 12

Non-return valves The non-return valves control recirculation of the cleaned blow-by gases for combustion according to the pressure conditions in the aspiration system. If there is negative pressure in the intake manifold at idling or higher engine speeds, the vacuum effect opens the valve in the intake manifold module and closes the valve on the intake side of the turbocharger.

In-feed point with non-return valve on intake side of turbocharger

If there is positive pressure in the intake manifold when the turbocharger is working, that pressure closes the valve in the intake manifold module. At the same time, the valve on the intake side of the turbocharger is opened by the pressure differential present. That means that the pressure on the intake side of the turbocharger is lower than the pressure inside the crankcase.

In-feed point for fuel vapour from ACF system

Internal routing of blow-by gases through channels in the cylinder block and cylinder head

In-feed point for blow-by gases downstream of turbocharger on intake manifold module (at low engine speeds)

Throttle valve

In-feed point downstream of turbocharger on intake manifold module

Intake manifold

Non-return valve Oil separator module on cylinder block

Blow-by feed-in pipe

616_017 13

Crankcase venting system The non-return valve is part of the crankcase venting system. It allows fresh air to circulate through the engine in order to carry moisture (condensation and fuel constituents) away from the inside of the engine and the sump. If there is sufficient negative pressure inside the engine, fresh air is passed from the clean side of the air filter into the engine and is subsequently fed back into the cylinders together with the blow-by gas via the crankcase venting system.

To achieve that, the non-return valve must open at the slightest degree of depression inside the engine and conversely prevent contamination of the air filter element by oil mist. The routing of the hose may vary depending on the engine variant. The non-return valve in the cylinder head cover prevents the oil or unfiltered blow-by gas getting into the air filter.

Hose connection on air filter box

Non-return valve

616_042

14

Activated charcoal filter system The ACF system is basically the same as the usual design used on turbocharged petrol engines. On the Audi A3 '13, the ACF canister in which the fuel vapour is stored is located on the fuel filler neck on the rear right of the vehicle. The fuel vapour is fed into the intake air at two different points, depending on the engine speed. The activated charcoal filter solenoid valve 1, N80, opens the way for feeding in the fuel vapour and is controlled by the engine management ECU.

At idling speed and at low to medium engine loads, fuel vapour is fed into the intake manifold, i.e. downstream of the throttle valve, due to the depression in the intake system. In the phase during which the system is under turbocharger boost pressure, the fuel vapour is fed into the system upstream of the turbocharger. Fuel vapour delivery is controlled by two non-return valves. Their function is identical to that of the non-return valves in the crankcase venting system.

From activated charcoal filter

Fuel vapour feed-in point into crankcase breather pipe

Activated charcoal filter on fuel tank

In-feed point with non-return valve on intake side of turbocharger To intake manifold

Electrical connection

Activated charcoal canister solenoid valve 1 N80

1

In-feed into intake manifold downstream of throttle valve

2

Valve unit with: 1

Non-return valve for in-feed into intake side of turbocharger when there is positive pressure in the intake manifold

2

Non-return valve for in-feed into intake manifold when there is negative pressure in the intake manifold

616_043

15

Cylinder head Technical features • • • •

Aluminium cylinder head with twin composite camshafts Four valves per cylinder Modular-design cylinder-head cover Variable inlet camshaft timing on all models, adjustment range 50 °CR, lockable in retarded position • Variable exhaust camshaft timing on 1.4l engine (103 kW) only, adjustment range 40 °CR, lockable in advanced position • Cylinder shut-down feature (model dependent), see "Cylinder on demand (cylinder shut-down system)" on page 32

• Central positioning of spark-plugs (at centre of valve constellation) • High-pressure fuel pump driven by inlet camshaft (four-lobe cams) • Integral exhaust manifold • Cross-flow cooling, see "Cylinder head cooling" on page 26

Modular-design cylinder-head cover

Hall-effect sensor 2 G163

Hall-effect sensor G40

Camshaft timing adjustment valve 1 N205

The cylinder head cover is made of die-cast aluminium and forms a single, inseparable unit with the two camshafts. That means that the four-bearing camshafts cannot be removed. To reduce friction, the first bearing of each camshaft, which is subject to the greatest loads from the belt-drive timing gear, is a deep groove ball bearing. The cylinder head cover also accommodates the following components: • Camshaft timing adjustment valve 1 N205 • Exhaust camshaft timing adjustment valve 1 N318 (model-dependent) • Hall-effect sensor G40 • Hall-effect sensor 2 G163 (model-dependent) • Crankcase venting system non-return valve, see "Crankcase venting system" on page 14 Crankcase venting system non-return valve

Exhaust camshaft timing adjustment valve 1 N318 616_040

Integral exhaust manifold In the integral exhaust manifold, the four exhaust ports are routed inside the cylinder head to a central flange. The catalytic converter is mounted directly on that flange. As well as offering fuel-efficiency and thermal advantages, see "Cylinder head cooling" on page 26, this design solution saves around 2 kg in weight compared with a conventional exhaust manifold.

Key to illustration on page 17 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 16

Cylinder head cover Camshaft timing adjustment valve 1 N205 Exhaust camshaft timing adjustment valve 1 N318 Intake cam adjuster for cylinder 2 N583 Intake cam adjuster for cylinder 3 N591 Exhaust cam adjuster for cylinder 2 N587 Exhaust cam adjuster for cylinder 3 N595 Hall-effect sensor G40 Hall-effect sensor 2 G163 Camshaft cover Deep-groove ball bearing Sliding cam sleeve Exhaust camshaft Coolant pump drive sprocket Roller-lever cam follower with support Valve spring retainer

616_034

17 18 19 20 21 22 23 24 25 26 27 28 29 30 31

Valve stem oil seal Valve collets Valve spring Camshaft bearing cap Cylinder head cover gasket (metal gasket) Cylinder head Cylinder head gasket Fuel rail Fuel pressure sensor G247 Fuel injector for cylinder 1 – 4 N30 – N33 Oil pressure switch F1 Inlet valve Inlet camshaft Fuel pressure regulating valve N276 High-pressure fuel pump

Layout on 1.4l TFSI (103 kW) with cylinder shut-down feature 1

3

2

6 4

7 8

5

9

10

11 12

13

30

14

31

11

15

16 17 18 19 29

20 28

27 21

26

25

24

22

23

616_021 17

Oil supply Oil circulation system The oil system supplies all bearings, the piston cooling jets, the variable valve timing system, the valve gear and the turbocharger with sufficient oil for lubrication.

Oil pressure switch F1

Different oil pumps are used depending on the engine variant. Piston cooling jets spray oil onto the underside of the pistons to cool them.

Oil supply to turbocharger

Camshaft oil gallery

Connections for engine oil cooler

Main oil gallery

Regulated oil pump (1.4l TFSI only)

Oil filter on upper section of sump

Sump top section with equipment mounting bracket Sump bottom section with Oil level/temperature sensor G266

616_002 18

Regulated oil pump (1.4l TFSI engines) A regulated oil pump is used on the 1.4l TFSI engines. Compared with other regulated oil pumps, this design is distinguished by a sophisticated control concept that enables even more efficient operation.

Overview

Cover

Cold start valve

Pump driven gear (axially variable)

Drive shaft with pump driving gear

Compression spring of adjuster unit Control spring

Control piston

Oil strainer

Pump casing

Intake manifold 616_003

Design

Regulating piston

Pump driving gear Delivered oil

In terms of its basic design, the oil pump is a spur-gear pump. A particular feature of it is that one of the pump gears is axially variable (pump driven gear). By varying the axial position of the gear, the delivery rate and pressure in the oil circulation system can be influenced in a controlled manner. Control of the oil supply for operating the regulating piston is performed by the oil pressure regulating valve N428, see illustration on page 20.

Pump driven gear (axially variable) Intake from sump

616_022

Reference More information on the regulated oil pump can be found in Self-study Programme 436 "Modifications to 4-cylinder TFSI Engine with Chain-drive Timing Gear". 19

Oil pressure control valve N428 (1.4l TFSI engines only) The oil pressure control valve N428 is responsible for supplying the oil pressure for the regulating piston of the regulated oil pump. It is located on the rear of the cylinder block ("hot side" of the engine) and is operated by the engine management ECU. In the lower engine speed band the oil pressure regulating valve N428, which is connected to the power supply (Terminal 15), is connected to earth by the engine management control unit. That switches the oil pump to its lower pressure setting.

The lower pump pressure is selected according to engine load, engine speed, oil temperature and other operating parameters. In that setting, the power required to drive the oil pump is reduced, thereby lowering fuel consumption. In the higher engine speed band or under high engine loads (acceleration at full power), the oil pressure regulating valve N428 is disconnected from the earth connection by the engine management control unit J623. That switches the oil pump to its higher pressure setting. In both pressure settings, the pump delivery is varied by means of the adjuster unit to suit variations in the engine's oil requirement based on engine speed.

Oil channel in cylinder block Drive shaft

Adjuster unit

Oil pressure regulating valve N428

Regulating piston To oil filter 616_046

Duocentric oil pump (1.2l TFSI engine) On the 1.2l TFSI engine, a constant-pressure oil pump is used and takes the form of a duocentric pump. It is mounted on the timinggear end of the engine as a space-saving crankshaft-driven oil pump. That means that the inner rotor is mounted directly on the front end of the crankshaft journal. The regulated delivery of this pump provides a virtually constant oil pressure at anything above idling speed.

The oil pressure of roughly 3.5 bar is maintained by a pressure regulating valve that is fitted in the oil pump housing. This ensures that sufficient oil pressure is always available in the engine regardless of how much dirt is in the oil filter. That prevents the oil pressure rising too sharply when starting the engine, for example, and damaging the gaskets.

Outer rotor

Inner rotor

Bolt-on housing cover

Pressure-regulating valve 616_045

Reference More information on how a duocentric pump works can be found in Self-study Programme 432 "Audi 1.4l TFSI Engine".

20

Sump Oil baffle plate

1.2l TFSI engine On the sump there is a mounting for the air conditioning compressor. The oil filter is mounted directly on the sump, which is a cast aluminium design. A diaphragm valve in the oil filter prevents the oil running out of the filter when the engine is not running. Underneath the crankshaft there is an oil baffle plate which divides the crankshaft drive gear from the sump. In the sump itself are the oil level/temperature sensor G266 and the oil drain plug.

Sump

Oil level/temperature sensor G266

Mount for A/C compressor

Oil filter cartridge 616_010

Oil baffle plate

1.4l TFSI engine The oil filter is mounted on the top part of the sump, which is a cast aluminium design. Bolted onto it is the bottom part of the sump, which is made of sheet steel. On the top part of the sump there is a mounting for the air conditioning compressor. A diaphragm valve in the oil filter prevents the oil running out of the filter when the engine is not running. Underneath the crankshaft there is an oil baffle plate which divides the crankshaft drive gear from the sump. In the bottom part of the sump are the oil level/temperature sensor G266 and the oil drain plug.

Sump top section

Mount for A/C compressor

Oil filter cartridge

Oil level/temperature sensor G266 Sump bottom section 616_011 21

Oil cleaning and cooling On all engine variants in the EA211 series, the oil is cleaned by a cartridge filter. However, its position varies from model to model, see "Sump" on page 21.

After passing through the engine oil cooler, the oil flows into the main oil gallery and on to other lubrication points in the engine, see "Oil circulation system" on page 18.

To cool the engine oil, it is pumped through the engine oil cooler by the oil pump. The engine oil cooler is mounted directly on the cylinder block underneath the intake manifold. It is in the form of an oil/coolant heat exchanger and, therefore, incorporated in the engine's coolant circulation system, see "Cooling system" on page 23.

The illustration below shows an example of the oil circulation system in the lower part of a 1.4l engine (90 kW).

Coolant return

Coolant flow

Oil flow to cylinder head

Oil pressure switch F22

Main oil gallery

Piston cooling jets

Main bearing

Riser pipe from oil filter to oil cooler

Sump top section with oil baffle plate

Engine oil cooler (oil/coolant heat exchanger)

Regulated oil pump (1.4l TFSI only)

Oil level/temperature sensor G266

Oil filter cartridge

Sump bottom section 616_033 22

Cooling system Introduction The cooling system has been entirely redesigned from scratch. For example, the coolant pump and its drive mechanism have been moved to the flywheel end of the engine. Fundamentally, the system is a twin-circuit cooling system which enables different coolant temperatures to be achieved in the cylinder head and the cylinder block. In the cylinder head, the cross-flow cooling system (from inlet side to exhaust side) achieves more even temperature distribution.

Cross-flow cooling in cylinder head with cooling of integral exhaust manifold

In addition, the coolant channels in the cylinder head have been sufficiently generously dimensioned to be able to adequately cool the integral exhaust manifold. Mounted directly on the cylinder head is the thermostat housing and integral coolant pump. The coolant pump is driven by a toothed belt running off the exhaust camshaft.

Coolant pump driven by exhaust camshaft

Thermostat-tocylinder-head gasket

Connections to heater matrix

Thermostat

Coolant-pump-tothermostat gasket

Flow to radiator

Return from radiator Coolant connections for oil cooler

Cylinder block coolant jacket open at top (open-deck design)

616_024

Reference More information on how the twin-circuit cooling system works can be found in Self-study Programme 432 "Audi 1.4l TFSI Engine". 23

System overview 1 3

2

4 5 6 7 8 11

10

9

12 2

2 14

13

15

16

17 18 19 616_005

Key: 1 2 3 4 5 6 7 8 9 10

Coolant expansion tank Non-return valve Heater matrix Turbocharger Transmission oil cooler (ATF heat exchanger) Coolant temperature sensor G62 Thermostat 1 Coolant pump Thermostat 2 Engine oil cooler

11 12 13 14 15 16 17 18 19

Intercooler integrated in intake manifold Auxiliary heater Circulation pump V55 Flow restrictor Continued coolant circulation pump V51 Intercooler coolant radiator Radiator fan V7 Radiator outlet coolant temperature sensor G83 Radiator

Cooled coolant Heated coolant ATF

Reference The basic method of operation of the twin-thermostat cooling system is described in Self-study Programme 432 "Audi 1.4l TFSI Engine". 24

Thermostat

To heater matrix Thermostat 2 for cylinder block

The thermostat is integrated in the thermostat housing, which is mounted directly on the cylinder head. Inside the thermostat housing there are two thermostats for the twin-circuit cooling system.

Thermostat 1 Opens upwards of 87 °C and allows coolant to flow from the radiator to the coolant pump.

Thermostat 2 Opens upwards of 103 °C and allows heated coolant to flow from the cylinder block to the radiator.The entire coolant circulation system is open.

From heater matrix

Return from radiator

Thermostat 1 for cylinder head 616_047

Flow to radiator

Coolant pump The coolant pump is integrated in the thermostat housing. The complete module is bolted onto the cylinder head. It is sealed off from the coolant channels by EPDM (ethylene propylene diene monomer) rubber gaskets. One gasket sits between the coolant pump housing and the cylinder head, and the other between the coolant pump and the thermostat housing, see Figure 616_024 on page 23.

The coolant pump is driven by a separate toothed drive belt running off the exhaust camshaft. That belt-drive system is on the flywheel end of the engine and is maintenance free. However, it does have to be replaced if the coolant pump is replaced.

Coolant pump belt drive system

Drive belt cover

Thermostat 2 for cylinder block

Exhaust camshaft Thermostat housing

Coolant temperature sensor G62

Coolant pump housing Coolant pump

!

616_031

Note Before removing and when tensioning the coolant pump drive belt, always refer to the instructions in the Workshop Manual. Only a correctly tensioned drive belt will ensure the coolant pump functions correctly.

25

Cylinder head cooling In the cross-flow cylinder head, the coolant flows from the inlet side around the combustion chambers to the exhaust side. There it splits into two areas, above and below the exhaust manifold. It flows through multiple channels, absorbing heat as it does so. From the cylinder head it flows into the thermostat housing where it mixes with the rest of the coolant. This design has a number of advantages: • The coolant is heated by the exhaust while the engine is warming up. The engine reaches normal operating temperature more quickly. That reduces fuel consumption and the vehicle interior can be heated sooner.

• Because of the smaller exhaust surface area before it reaches the catalytic converter, the exhaust loses little heat when the engine is warming up and the catalytic converter heats up to its normal operating temperature more quickly despite the cooling effect of the coolant. • When the engine is under maximum load, the coolant is cooled to a greater degree and the engine can be run fuel and emission-efficiently at lambda = 1 over a wider band. That lowers fuel consumption at full power by as much as 20 % compared with turbocharged engines with external exhaust manifolds. In this case the components are protected by the cooling effect with an over-rich mixture.

Coolant jacket and integral exhaust manifold To protect the engine and especially the cylinder head against overheating, the coolant temperature sensor G62 has been placed at the hottest point in the coolant flow, close to the exhaust manifold, see Figure 616_031 on page 25.

Inlet side

Main coolant jacket

Connection for coolant temperature sensor G62

Upper coolant chamber Lower coolant chamber Exhaust port with flange connecting to turbocharger

Exhaust side

616_023

26

Intercooler After the intake air has passed through the turbocharger, it is very hot. It is heated up to temperatures as high as 200 °C, mainly due to the compression process, but also because the turbocharger itself is very hot. As a result, the air has a lower density, and less oxygen would enter the cylinders. So cooling it to a little above ambient temperature increases its density again and more oxygen is supplied to the cylinders. Furthermore, cooling the air reduces engine tendency to knock and prevents production of nitrogen oxides.

To cool the air from the turbocharger, it is passed through an intercooler, which is integrated in the intake manifold module. The intercooler is in the form of an air/coolant heat exchanger and, therefore, incorporated in the engine's coolant circulation system, see "Cooling system" on page 23. The design and function of the intercooler in the intake manifold module are similar to that of a normal liquid cooler or radiator. A pipe carrying the coolant passes through a matrix of aluminium fins. The hot air flows over the fins and the heat of the air is passed to the fins. The fins transfer the heat to the coolant. The heated coolant is pumped to the intercooler system's auxiliary radiator where it is cooled down again.

Heated air in turbocharger outlet pipe

Turbocharger

Boost pressure sensor G31 and intake air temperature sensor 2 G299

Intercooler

Cooled charge air

Intake manifold Heated coolant to intercooler radiator in front end

Cooled coolant from intercooler radiator in front end

616_025

27

Intercooler coolant circulation system

Run-on function

The coolant circulation system for the intercooler is driven by the continued coolant circulation pump V51. The turbocharger is also incorporated in that "low temperature" coolant circulation system. This coolant circulation system should be seen as independent. It is only connected to the expansion tank, see "System overview" on page 24. Isolation is by way of flow restrictors and a non-return valve. Because of that separation, temperature differences of up to 100 °C from the main cooling system can occur. The pump is operated by means of a PWM signal from the engine management ECU. The pump is always run at 100 %. The times at which it is switched on and off are calculated using a data map. The most important variables referred to are the engine load and the charge air temperature upstream and downstream of the turbocharger when the engine is running.

After the engine is switched off, after-heating effects can cause the coolant to boil under certain circumstances (if the car has been driven at top speed and/or up a long climb in high outside temperatures). After the engine is switched off, the pump therefore runs on for a certain time according to a data map stored on the engine management ECU. The data map is computed using a model which calculates the exhaust temperatures. That then serves as a measure for the turbocharger housing temperature. While the pump V51 is running, the electric radiator fan is operated at the same time.

Continued coolant circulation pump V51 The continued coolant circulation pump V51 is bolted onto the cylinder block below the intake manifold. Integrated in the pump is an electronic control circuit. This analyses the PWM signal from the engine management ECU, for example. The pump is also fully diagnosis-compatible. Communication with the engine management ECU for diagnostic purposes takes place via the PWM signal lead.

The pump carries out a self-diagnosis routine when in operation. If a fault is detected, the details are stored on the pump's control unit. The engine management ECU continues to cyclically check that the pump is actually running. This involves connecting the control signal to earth for 0.5 seconds every 10 seconds. If any faults are detected, the details are sent to the engine management ECU.

Turbocharger

Diagnosable faults Fault number

Description/Remarks

1

Running dry 1

2

Pump mechanism jammed

3

Pump overheating

4

Minimum speed not reached

Bleeder pipe

Intercooler integrated in intake manifold

Continued coolant circulation pump V51

Cooled coolant Heated coolant

Intercooler coolant radiator 616_050

28

Air intake and turbocharger systems Overview Compared with the EA111 engine series, the intake system for the EA211 series is on the forward-facing side. Because the fitted position of the engine is also different with the engine tilted backwards by 12°, it has been possible to position the air filter box directly on the engine.

This has a favourable effect on the length of the air intake system and the preheating of the intake air. An air/coolant heat exchanger integrated in the intake manifold module cools the heated intake air.

Air filter box mounted directly on engine Heated air in turbocharger outlet pipe

Boost pressure sensor G31 and intake air temperature sensor 2 G299

Throttle valve module J338

Intake manifold module with integrated intercooler

616_027

Intake manifold module with integrated intercooler The intercooler on the EA211 engine series is integrated in the injection-moulded plastic intake manifold. The advantage of this is that the relatively small volume of air in the entire charge air tract can be relatively quickly compressed. Very rapid pressure generation and very responsive engine performance are the results. The distance travelled by the charge air from the impeller to the intake manifold module through the plastic intake pipe (turbocharger outlet pipe) is also very short.

Intake manifold pressure sensor G71 Intake air temperature sensor 1 G42

Throttle valve module J338

Fuel pressure sensor G247

Intake manifold module

Intercooler

616_026 29

Turbocharger On the EA211 engine series, the exhaust manifold is integrated in the cylinder head and provided with its own coolant jacket. By using this design concept, it has been possible to make use of very lightweight mono-scroll turbochargers.

Mono-scroll turbochargers have only one inlet helix which directs the exhaust to the turbine rotor. The significant advantage is their simplicity of design, which makes mono-scroll turbochargers especially light and economical.

Intake manifold from air filter Turbocharger outlet pipe

Non-return valve for in-feed from crankcase venting system

Wastegate actuator V465

Wastegate

Connecting flange to cylinder head

Wastegate actuating lever

616_041

Reference For more information on the design and function of the wastegate actuator V465, refer to Self-study Programme 606 "Audi 1.8 and 2.0l TFSI EA888 Series Engines (2nd Generation)". 30

Oil supply and cooling To supply the turbocharger shaft with oil for lubrication, the turbocharger is incorporated in the oil circulation system. At high engine speeds, the blow-by gas from the crankcase venting system is fed back into the intake system upstream of the impeller. The connection for this is on the turbocharger, see Figure 616_017 on page 13.

To provide for adequate cooling, the turbocharger is connected to the coolant circulation system. An electric coolant pump, the continued coolant circulation pump V51, pumps the coolant for both the intercooler and the turbocharger to the coolant radiator in the front end, see "Intercooler coolant circulation system" on page 28.

Oil flow

In-feed from crankcase venting system

Coolant return

Coolant flow

Oil return

Oil flow

616_049

31

Cylinder on demand (cylinder shut-down system) Introduction The 103 kW version of the 1.4l TFSI engine benefits from a selective cylinder shut-down feature. When the system is activated, cylinders 2 and 3 are shut down. This reduces emissions and lowers fuel consumption. Modern petrol engines are generally run in the low power band. Under those conditions, the throttle losses are high because the throttle is only slightly open. That diminishes the efficiency and negatively affects the specific fuel consumption. An unthrottled 2-cylinder engine running at higher power has a more economical specific fuel consumption than a throttled 4-cylinder engine – a fundamental argument in favour of cylinder shut-down capability.

Exhaust cam adjustment actuator

The essential challenge for a cylinder shut-down facility was, therefore, that the inlet and exhaust valves on the cylinders to be shut down have to remain closed. Otherwise too much air would get into the exhaust system and the engine would cool down too quickly. Shutting down two cylinders would also make the 4-cylinder engine run less smoothly because of the lower firing frequency. In addition, the shut-down and reactivation of the cylinders needed to function as smoothly as possible (avoidance of abrupt load changes).

Inlet cam adjustment actuator

Sliding cam sleeve

616_028

Cylinder with shut-down capability Cylinder without shut-down capability

32

Development aims • Reduction of consumption in MVEG cycle (MVEG = Motor Vehicle Emission Group) and a perceptible lowering of fuel consumption for the customer at moderate speeds in the NEDC cycle (NEDC = New European Driving Cycle) by 10 to 20 %: • Around 8 g CO2/km • Up to 24 g CO2/km with start/stop system

• Widest possible power band in 2-cylinder mode • Highest possible constant speed (above 140 kph) in 2-cylinder mode • No loss of passenger comfort in 2-cylinder mode

Method of operation Cylinder shut-down is effected by the AVS variable valve timing technology developed by Audi. In accordance with the firing order, it is always cylinders 2 and 3 that are shut down. When the cylinders are shut down, the inlet and exhaust valves on those cylinders remain closed. The fuel injectors and ignition for those cylinders are also deactivated while the cylinders are inoperative. Changeover to 2-cylinder mode and back to 4-cylinder mode has to be as inobtrusive as possible, i.e. imperceptible to the vehicle's occupants. To avoid torque fluctuations during changeover, the pressure in the intake manifold is reduced to a low level. During cylinder charging, the firing point is retarded in response to the cylinder charge so as to remain torque-neutral. When the required charge is reached, first the exhaust valves and then the inlet valves of cylinders 2 and 3 are disabled. After replacement of the last charge, no further fuel injection takes place so that only intake air is trapped inside the cylinder.

The intake air trapped inside the cylinder results in lower compression pressures in the combustion chamber during the next compression phase, which makes the changeovers smoother. In the two active cylinders, 1 and 4, the efficiency level increases because they are operating at higher loads. The internal friction relative to engine speed remains more or less constant while the effective power output rises. Running at lower levels of intake throttle produces lower charge replacement losses, better combustion and lower cylinder-wall heat losses. Reactivation of cylinders 2 and 3 takes place in the same order as for shut-down. First of all the exhaust valves are brought back into operation and then the inlet valves, thus releasing the trapped intake air in the cylinder into the exhaust system. The resulting leaner exhaust is counterbalanced by fuel injection into cylinders 1 and 4. That allows the oxygen-concentration control system to continue operating as normal.

Indication on instrument cluster The engine operating mode is indicated to the driver on the instrument cluster display. When the relevant menu is opened, "2-cylinder mode" is displayed as appropriate. The illustration shows the instrument cluster indicating the cylinder mode on the Audi A3 '13.

2-cylinder mode

616_072

33

Operating range of cylinder shut-down Cylinder shut-down takes place within an area of the engine data map that is frequently used according to the average customer driving pattern. The lower engine speed limit was set at 1250 rpm because below that rev band cylinder shut-down causes the engine to run too unevenly.

To fully exploit the fuel-efficiency potential, cylinder shut-down is activated not only in the medium power band but also when the engine is overrunning. Due to the lower braking forces, the overrunning phases, during which fuel injection is inactive, are significantly longer.

The upper limit was set at 4000 rpm in order to keep the actuation forces at a moderate level. The cylinder shut-down band starts in third gear at about 30 kph; it ends in fifth and sixth gears at around 130 kph. The possible torque in shut-down mode has been configured for an upper limit of between 75 and 100 Nm depending on engine speed.

As soon as the driver operates the brake pedal, shut-down mode is terminated so that all four cylinders assist braking in overrunning mode. When coasting downhill cylinder shut-down is also disabled because the full engine braking effect is generally desirable in such situations.

At higher torques the optimum consumption is no longer achieved due to the knock limits and ignition timing shifts in shut-down mode; accordingly, all four cylinders are enabled.

The information as to whether the car is coasting downhill is communicated to the engine management ECU via the CAN data bus. The signal concerned is provided by the ABS control unit J104 (based on wheel speed and vehicle inclination).

Fuel economy with active cylinder shut-down

Key:

Torque [Nm]

Fuel economy in %

6th gear

0 5 10 15 20 25

5th gear 4th gear 110

3rd gear

Speed Torque

616_061

Engine speed [rpm]

Cam adjustment actuators

Electrical connection Solenoid 1

For each cylinder that can be shut down, there is one actuator for the exhaust cams and one for the inlet cams on the cylinder head cover.

Solenoid 2

As distinct from the AVS actuators previously used by Audi, which involved a separate actuator for each direction of movement, in this case both actuators are incorporated in a single unit. The design is similar to the individual actuators on other engines with AVS variable valve timing. A total of four actuators is fitted: • • • •

Intake cam adjuster for cylinder 2 N583 Exhaust cam adjuster for cylinder 2 N587 Intake cam adjuster for cylinder 3 N591 Exhaust cam adjuster for cylinder 3 N595

Permanent magnet 1

Permanent magnet 2 Guide tube

Metal pin 1 (actuated)

Metal pin 2 (not actuated) 616_030

34

Function (illustrated by cylinder 2, intake side)

2-cylinder mode

4-cylinder mode

Operating the relevant cam adjustment actuator causes its metal pin to engage in the slot in the sliding cam sleeve. That slides the cam sleeve in axial direction along the spline on the camshaft as the camshaft rotates and locks the cam sleeve in that position. The roller-lever cam follower then runs on a "zero-lift cam". That cam has no raised lobe so that the valve concerned no longer moves in and out. All valves on the cylinder that is shut down stop moving.

In this operating mode, cylinder shut-down is inactive. The sliding cam sleeves are in the position in which all valves are operated.

After the cam sleeve concerned has been successfully moved, the cam profile moves the extended metal pin of the actuator back to its initial position where it is held in place by the magnetic force until next operated. Sliding the metal pin back into the actuator solenoid induces a voltage. That serves as the feedback signal for the engine management ECU that changeover has been successfully completed.

e-media Animation illustrating cylinder shut-down

The illustrations show the cylinder shut-down function on cylinder 2 on the intake side.

616_029

Cam sleeve is moved over to zero-lift cam 2-cylinder mode

Cam sleeve is moved back to working cam 4-cylinder mode

Reference More information on the design and function of the Audi valvelift system (AVS) can be found in Self-study Programme 411 "Audi 2.8l and 3.2l FSI Engine with Audi valvelift system". 35

Vibration and noise reduction measures The engine's generally low vibration characteristics are achieved from the outset by its fundamental design involving rigid construction, lightweight crankshaft drive gear and transverse orientation in the vehicle.

Initial situation The greatest challenges are shut-down and reactivation of the cylinders and the engine's vibration characteristics and noise in 2-cylinder mode.

Although shutting down cylinders 2 and 3 maintains an even firing interval, the fact remains that in 2-cylinder mode only one cylinder fires per crankshaft revolution, whereas in 4-cylinder mode two cylinders fire per revolution. Without any additional measures, that would lead to greater vibration and a noisier engine.

Measures as illustrated by Audi A3 '13 Sportback

Modified dual-mass flywheel

Exhaust system with additional centre silencer

616_083

Upper metalastic mounting

Engine/gearbox mountings As regards engine and gearbox mountings, the front engine mountings have been carried over from the engine without cylinder shut-down. The vibrations that occur in 2-cylinder mode are largely minimised by the softer metalastic mountings on the engine subframe.

Lower metalastic mounting

36

616_085

Dual-mass flywheel The dual-mass flywheel is designed to offer optimum insulation both in 2-cylinder and 4-cylinder mode. Rotational vibration/ engine unevenness should not be transmitted to the rest of the drive train. For that reason, the springs between the engine and gearbox-side flywheel masses have been dimensioned specifically to fit the requirements. The resonance speed of the flywheel's sprung mass system is significantly below the engine's idling speed, i.e. the range in which the vehicle can be driven. With a dual-mass flywheel designed purely for use on a normal 4-cylinder engine without cylinder shut-down, the resonance speed1) would be substantially within the engine's drivable range. That would induce very high levels of resonant vibration by the flywheel. For that reason, the spring characteristic has been made as soft as possible for two-cylinder mode. This has shifted the resonance speed in 2-cylinder mode to below engine idling speed.

1)

 he resonance speed occurs when the excitation frequency is the T same as the natural frequency. That means that the excitation has an accelerating effect on the direction of movement at any particular moment and the vibration is increasingly amplified. 616_084

Exhaust system In order to reduce the large difference in exhaust system pulsation between 2-cylinder and 4-cylinder modes, the front and rear silencers in the exhaust system have differently dimensioned resonators and volumes.

As well as that, the pipe lengths have been specially adapted and an additional centre silencer fitted. For more information, refer to the section on exhaust systems in "1.4l TFSI engine with cylinder shut-down in Audi A3 '13" on page 43.

Deployment conditions for 2-cylinder mode For the engine to actually switch to 2-cylinder mode, the following conditions must be met: • Engine speed must be above idling (for reasons of engine smoothness). • Engine speed must be roughly in the range of 1250 - 4000 rpm. • The oil temperature is must be at least 50 °C. • The coolant temperature must be at least 30 °C. • The gear box must be in 3rd gear or higher.

Driving profile recognition The cylinder shut-down system also has a control algorithm that monitors use of the accelerator, brake pedal and steering wheel by the driver. If the system detects an uneven pattern in that data, it does not activate cylinder shut-down in certain situations because deactivating the cylinders for only a few seconds would tend to increase rather than lower fuel consumption.

The system can also be activated with the automatic transmission in S-mode and Audi drive select set to "dynamic".

37

Shut-down and reactivation sequence Shut-down sequence The complete shut-down sequence takes place within the course of one camshaft revolution. So that the driver notices as little as possible of what is happening, various measures must be employed within a matter of milliseconds to ensure that no abrupt load changes occur during shut-down.

As an oxygen concentration of lambda 1 must be maintained at all times and, for example, because changes in the intake system require more time than changes in the ignition system, the order in which the measures are applied is decisive.

616_029a

Phase/Action

Mode

Description

Phase 1 Throttle valve adjustment

4-cylinder mode

So that cylinders 1 and 4 are supplied with sufficient air after cylinders 2 and 3 have been shut down, the throttle is opened wider. All of the cylinders together then receive about twice as much air as required for the current torque demand in 2-cylinder mode.

Ignition timing adjustment cylinders 1 to 4

Phase 2 Exhaust discharge

As all cylinders are still active, the following operating cycle would produce a significant increase in torque. To prevent that, the ignition timing is progressively retarded as the air volume increases, thereby diminishing efficiency. The torque then remains constant. 2-cylinder mode

After the last power stroke, the exhaust is expelled.

Once the exhaust has been expelled, the engine management ECU operates the exhaust cam adjuster by applying a short earth signal pulse. The sliding cam sleeves are moved across and the roller-lever cam followers run on the zero-lift cams. The exhaust valves are no longer operated. Phase 3 Injection, ignition Cylinders 2 and 3

2-cylinder mode

Fuel injection and ignition are deactivated.

Phase 4 Inlet valves Cylinders 2 and 3

2-cylinder mode

Intake air is drawn in again. The trapped air acts like spring. The force required to compress it aids subsequent downward movement of the piston.

Once the intake air has been drawn in, the engine management ECU operates the inlet cam adjuster by applying a short earth signal pulse. The sliding cam sleeves are moved across and the roller-lever cam followers run on the zerolift cams. The inlet valves are no longer operated. Phase 5 Ignition timing adjustment Cylinders 1 and 4

38

2-cylinder mode

The ignition timing for cylinders 1 and 4 is advanced to obtain optimum efficiency.

Reactivation sequence Abrupt load changes that would be perceived as obtrusive by the driver must be avoided in the reactivation sequence as well. Thus, once again, various measures are employed by the engine mechanicals and engine management to prevent abrupt torque changes.

616_029b

Phase/Action

Mode

Description

Phase 1 Exhaust valves Cylinders 2 and 3

2-cylinder mode

The engine management ECU operates the exhaust cam adjuster by applying a short earth signal pulse. The sliding cam sleeves are moved across and the roller-lever cam followers run on the normal-lift cams again. The exhaust valves are operated and the trapped intake air expelled.

Phase 2 Exhaust valves Cylinders 1 and 4

2-cylinder mode

The expelled intake air would produce a leaner exhaust mixture so that the oxygen concentration would rise above lambda 1. As the catalytic converter requires an oxygen concentration of lambda 1 to function most effectively, the injection volume in cylinders 1 and 4 is increased to produce a level of lambda 1 at the catalytic converter.

Phase 3 Intake valves Cylinders 2 and 3

4-cylinder mode

The engine management ECU operates the inlet cam adjuster by applying a short earth signal pulse. The sliding cam sleeves are moved across and the roller-lever cam followers run on the normal-lift cams again. The inlet valves are operated and intake air is drawn in.

Phase 4 Ignition timing adjustment cylinders 1 to 4

4-cylinder mode

As all cylinders are active again and the throttle is still open wide, the following power stroke would produce a significant increase in torque. To prevent that, the ignition timing is progressively retarded, thereby diminishing efficiency. The torque then remains constant.

Phase 5 Throttle valve adjustment Cylinders 1 and 4

4-cylinder mode

As all cylinders are now being supplied with air, the throttle is closed more to prevent an abrupt increase in torque.

Ignition timing adjustment cylinders 1 to 4

The ignition timing for all cylinders is advanced to obtain optimum efficiency.

39

Suspension and steering CAN

Comfort/convenience CAN

Function diagram (Audi A3 ’13)

Powertrain CAN

616_044

Key: G28 Engine speed sensor G62 Coolant temperature sensor G266 Oil level/temperature sensor J104 J285 J533 J623

ABS control unit Instrument panel control unit Data bus diagnostic interface Engine management control unit

N30 Fuel injector for cylinder 1 N31 Fuel injector for cylinder 2 N32 Fuel injector for cylinder 3 N33 Fuel injector for cylinder 4 N127 Ignition coil 2 with output stage N291 Ignition coil 3 with output stage N583 Intake cam adjuster for cylinder 2

40

N584 Intake cam adjuster A for cylinder 2 N585 Intake cam adjuster B for cylinder 2 N587 Exhaust cam adjuster for cylinder 2 N588 Exhaust cam adjuster A for cylinder 2 N589 Exhaust cam adjuster B for cylinder 2 N591 Intake cam adjuster for cylinder 3 N592 Intake cam adjuster A for cylinder 3 N593 Intake cam adjuster B for cylinder 3 N595 Exhaust cam adjuster for cylinder 3 N596 Exhaust cam adjuster A for cylinder 3 N597 Exhaust cam adjuster B for cylinder 3 P

Spark plug connector

Q

Spark plugs

Fuel system Overview

High-pressure injectors

The maximum pressure in the combustion chambers has been increased to 200 bar. That pressure is generated by a latestgeneration high-pressure fuel pump made by Hitachi. Its operating pressure is between 100 bar minimum when the engine is idling and 200 bar at approx. 6000 rpm. The pressure limiting valve is designed to open at pressure peaks of over 230 bar and direct the fuel back to the intake side of the pump. The control concept of the new-design pump is now the same as the control concepts for other new engine designs such as the 3rd generation EA888 series. That control concept is as follows: if the power supply to the fuel pressure regulating valve N276 is cut off, no fuel is delivered to the high-pressure system. The engine cuts out.

State-of-the-art, 5-jet fuel injectors are supplied with fuel by a stainless-steel fuel rail. This enables extremely precise fuel injection with up to three separate injection phases per power stroke.

From activated charcoal filter

From fuel tank

Fuel injector

Fuel pressure sensor G247

High-pressure fuel pump

Fuel rail

616_051

Reference More information on the high-pressure fuel pump can be found in Self-study Programme 384 "Audi 1.8l 4vpc TFSI Engine with Timing Chain". 41

Exhaust system Overview 1.2l TFSI engine in Audi A3 '13

Close-coupled catalytic converter

Front silencer Rear silencer

1.4l TFSI engine without cylinder shut-down in Audi A3 '13

616_004

Close-coupled catalytic converter

Front silencer

Rear silencer

616_012 42

1.4l TFSI engine with cylinder shut-down in Audi A3 '13

Close-coupled catalytic converter

Front silencer

Rear silencer

Centre silencer

616_081

Catalytic converter Directly downstream of the turbocharger, the exhaust passes through the catalytic converter. Due to the change of design compared with the EA111 engine series, the catalytic converter is on the rear-facing side of the engine. Because the catalytic converter is mounted close to the engine, oxygen-concentration control can start very quickly.

Oxygen sensor G39

Oxygen sensor downstream of catalytic converter G130

Close-coupled catalytic converter 616_057 43

Engine management system Sensors and actuators on 1.4l TFSI (103 kW) Sensors Gearbox neutral position sensor G701

Oil pressure switch F1, F22

Knock sensor 1 G61

Accelerator pedal position sensor G79 Accelerator position sensor 2 G185

Clutch position sensor G476

Brake light switch F

Oil level/temperature sensor G266

Engine speed sensor G28 Engine management control unit J623 Charge pressure sensor G31 Intake air temperature sensor 2 G299

Brake servo pressure sensor G294

Intake air temperature sensor 1 G42 Intake manifold pressure sensor G71

Fuel pressure sensor G247

Hall-effect sensors 1+2 G40, G163

Throttle valve module J338 Throttle actuator position sensors 1+2 G187, G188 for vehicles with electronic accelerator

Coolant temperature sensor G62 Radiator outlet coolant temperature sensor G83

Oxygen sensor G39 Oxygen sensor downstream of catalytic converter G130 Wastegate actuator position sensor G581

Auxiliary signals: −− Cruise control system −− Speed signal −− Start request to engine control unit (keyless start 1 + 2) −− Terminal 50 −− Crash signal from airbag control unit

44

Actuators Oil pressure regulating valve N428

Fuel pressure regulating valve N276

Continued coolant circulation pump V51

Oxygen sensor heater Z19 Heater for oxygen sensor 1 downstream of catalytic converter Z29 Ignition coils 1 – 4 with output stage N70, N127, N291, N292

Radiator fan control unit J293 Radiator fan V7

Injector, cylinders 1 – 4 N30 – N33

Camshaft control valve 1 N205 Exhaust camshaft timing adjustment valve 1 N318

Activated charcoal canister solenoid valve 1 N80

Throttle valve positioner G186 for electric accelerator

Charge pressure actuator V465

Intake cam adjuster for cylinder 2 N583 Intake cam adjuster A for cylinder 2 N584 Intake cam adjuster B for cylinder 2 N585 Exhaust cam adjuster for cylinder 2 N587 Exhaust cam adjuster A for cylinder 2 N588 Exhaust cam adjuster B for cylinder 2 N589 Intake cam adjuster for cylinder 3 N591 Intake cam adjuster A for cylinder 3 N592 Intake cam adjuster B for cylinder 3 N593 Exhaust cam adjuster for cylinder 3 N595 Exhaust cam adjuster A for cylinder 3 N596 Exhaust cam adjuster B for cylinder 3 N597 Coolant circuit solenoid valve N492

Fuel pump control unit J538 Fuel predelivery pump G6 Fuel gauge sensor G Auxiliary signals: −− Automatic gearbox control unit/engine speed −− ABS control unit/clutch position −− A/C compressor

616_007

45

Engine speed sensor G28

Engine speed sensor G28

All EA211 series TFSI engines have engine speed sensors that can also detect direction of rotation. Engine speed sensor G28 is integrated in the gearbox seal flange that is bolted to the cylinder block. It scans a 60-2 reluctor ring in the crankshaft seal flange. From those signals, the engine management ECU detects the engine speed, its direction of rotation and, in conjunction with Hall-effect sensor G40, the position of the crankshaft relative to the camshaft.

Detection of direction of rotation On vehicles with start/stop function, the engine is switched off as often as possible to save fuel. So that it starts again as quickly as possible, the engine management ECU has to know the precise position of the crankshaft. However, after it is switched off, the engine does not immediately come to a standstill but continues turning for a couple more revolutions. If a piston is just approaching top dead centre on the compression stroke when the engine is switched off, it is then forced backwards by the compression pressure. At that point the engine momentarily rotates anticlockwise. That cannot be detected by a conventional engine speed sensor.

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Reluctor ring

Signal utilisation

Loss of signal

The signal is used to determine the computed injection timing, injection period and ignition timing. It is also used for the variable valve timing.

If there is a short circuit or one or more circuit breaks, e.g. due to a loose connector or rodent damage, the signal from Hall-effect sensor G40 is used as a substitute regardless of whether the engine is running or not. The maximum engine speed is limited to a fixed number of revs (approx. 3000 rpm) and the EPC indicator lamp (engine management) is switched on. In addition, the fault "Crankshaft sensor signal failure" is registered in the event memory of the engine management ECU.

Method of operation The two outer Hall-effect plates of the sensor simultaneously detect a rising and a falling edge on the reluctor ring. The third plate positioned off-centre between the two outer plates is decisive for detecting direction of rotation.

0.2 ms/div.

Low engine speed signal

High engine speed signal 616_058

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Detection of direction of rotation The time sequence of the signals from the three Hall-effect plates when detecting a rising edge is decisive in detecting whether the engine is rotating clockwise or anticlockwise. 0.2 ms/div.

• Engine clockwise rotation If the engine is rotating clockwise, the rising edge is detected by Hall-effect plate 1 first. A moment later the rising edge is detected by Hall-effect plate 3 and then Hall-effect plate 2. Because the time gap between Hall-effect plate 1 and Halleffect plate 3 is shorter than between Hall-effect plate 3 and Hall-effect plate 2, it is evident that the engine is rotating clockwise. An electronic circuit in the sensor conditions the signal and sends a specific low width signal to the engine management ECU.

Signal width for clockwise rotation 616_059

• Engine anti-clockwise rotation If the engine is rotating anticlockwise, the rising edge is detected by Hall-effect plate 2 first. A moment later the rising edge is detected by Hall-effect plate 3 and then Hall-effect plate 1. As the time sequence of the signals is now reversed, the sensor detects that the engine is rotating anticlockwise. The electronic circuit in the sensor conditions the signal and sends a double low width signal to the engine management ECU.

0.2 ms/div.

Signal width for anti-clockwise rotation 616_060

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Appendix Special tools and workshop equipment T10133/19 Puller

T10359/3 Adapter

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For removing the high pressure injectors

For removing and refitting engine in conjunction with engine support T10359 and engine and gearbox jack V.A.G 1383 A

T10478/5 Hexagon head screw M10x1, 25x45 T10479/4 Hexagon head screw M8x45

T10487 Assembly tool

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616_082

For replacing shaft seal for camshaft, timing side and/or gearbox side

For pressing down toothed belt in order to fit the camshaft locking tool T10494 in the camshafts

T10494 Camshaft locking tool

T10497 Engine support

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For locking camshaft in position when checking and adjusting timing

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616_067

For removing and refitting engine in conjunction with engine and gearbox jack V.A.G 1383 A

T10498 Removal tool

T10499 Ring spanner, 30 mm

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For removing O-ring on camshaft belt pulley

For operating toothed belt tensioning pulley

T10500 Insert tool, 13 mm

T10505 Thrust piece

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For operating toothed belt tensioning pulley

For fitting O-ring on camshaft belt pulley

T10504 Camshaft locking tool

T10508 Special wrench

/1

/2

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For locking camshaft in position when checking and adjusting timing −− With testing pin T10504/2: checking camshaft fixing −− With locking pin T10504/1: adjusting camshaft fixing

616_080

For removing and installing coolant pump thermostat

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Scope of maintenance jobs Maintenance work

Interval

Engine oil change interval with LongLife oil

up to 30,000 km or 24 months depending on SID1) (change interval is dependent on driving style) Engine oil to VW standard 50400

Engine oil change interval without LongLife oil

Fixed interval of 15,000 km or 12 months (whichever comes first) Engine oil to VW standard 50400 or 50200

Engine oil filter change interval

After every oil change

Engine oil change quantity (customer service)

4.0 litres (including oil filter)

Engine oil extraction / drainage

not permitted / yes

Air filter change interval

90,000 km.

Fuel filter change interval

Lifetime

Spark plug replacement interval

60,000 km / 6 years

1)

SID = Service Interval Display

Timing and auxiliary drives Maintenance work

Interval

Poly V belt replacement interval

Lifetime

Poly V belt tensioning system

Lifetime

Replacement interval for timing belt

210,000 km.

!

Note The specifications in the current service literature always apply.

Information on QR codes This SSP has been enhanced by electronic media (animations, videos and mini-WBTs) for more effective illustration of the content. The references on the pages to the e-media are hidden in QR codes, which are two-dimensional pixel patterns. You can scan those codes using a tablet or smartphone running the appropriate app, which will decipher the hidden web address. To follow the link you require an internet connection.

All e-media are managed on the Group Training Online (GTO) platform. You require a user account for GTO and have to log in after scanning the QR code before you can retrieve the media. On an iPhone, iPad and many Android devices, you can store your login credentials in the mobile browser. That simplifies logging in the next time. Make sure you protect your mobile device against unauthorised use by setting a PIN.

To read the QR codes, you need to obtain a QR scanner from the Apple® or Google® app store and install it on your mobile device. For some media, other players may be required in some cases.

Please note that using the e-media over the mobile phone network may incur considerable charges, especially if using data roaming tariffs abroad. This is your responsibility alone. The best option is to use a WiFi connection.

On PCs and notebooks, the e-media can be selected in the SSP PDF and then retrieved online after logging into GTO.

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Apple® is a registered trademark of Apple® Inc. Google® is a registered trademark of Google® Inc.

Self Study Programmes This Self-study Programme summarises all the important details of the EA211 engine series. You will find further information about the subsystems mentioned in this document in other Self-Study Programmes.

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616_075

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SSP 332 Audi A3 Sportback, order number: A04.5S00.11.20 • ctc timing belt sprocket SSP 384 Audi 1.8l 4vpc TFSI Engine with Timing Chain, order number: A06.5S00.29.20 • Control concept of high-pressure fuel pump SSP 411 Audi 2.8l and 3.2l FSI Engine with Audi valvelift system, order number: A07.5S00.42.20 • Design and function of Audi valvelift system

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SSP 432 Audi 1.,4l TFSI Engine, order number: A08.5S00.48.20 • Dual-circuit cooling system • Duocentric oil pump SSP 436 Modifications to 4-cylinder TFSI Engine with Chain-drive Timing Gear, order number: A08.5S00.52.20 • Regulated oil pump SSP 606 Audi 1.8l and 2.0l Series EA888 TFSI Engines (3rd Generation), order number: A12.5S00.90.20 • Electrically operated wastegate actuator on turbocharger

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616

Audi Vorsprung durch Technik

Self Study Programme 616 For internal use only

Audi 1.2l and 1.4l TFSI Series EA211 engines

All rights reserved. Technical specifications are subject to change. Copyright AUDI AG I/VK-35 [email protected] AUDI AG D-85045 Ingolstadt Technical status 01/13 Printed in Germany A12.5S01.00.20

Audi Service Training