The Audi 2.5l TFSI Engine EA855 EVO SeriesSelf Study Program 920273Audi of America, LLC Service Training Created in the U.S.A. Created 07/2017 Course Number 920273©2017 Audi of America, LLC All rights reserved. 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, LLC., its affiliated companies and its licensors. All rights are reserved to make changes at any time without notice. No part of this document may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, nor may these materials be modified or reposted to other sites without the prior expressed written permission of the publisher. All requests for permission to copy and redistribute information should be referred to Audi of America, LLC. Always check Technical Bulletins and the latest electronic service repair literature for information that may supersede any information included in this booklet.Revision:7/2017iiContentsIntroduction ....................................................................................... 1Engine description and special features ................................................................................................................... 2 Specifications .............................................................................................................................................................. 3Engine mechanicals............................................................................. 4Cylinder block .............................................................................................................................................................. 4 Timing case (cover for timing chains) ....................................................................................................................... 5 Oil pan top and bottom sections ............................................................................................................................... 5 Crankshaft drive .......................................................................................................................................................... 6 Pistons and connecting rods ..................................................................................................................................... 7 Cylinder head .............................................................................................................................................................. 8 Audi valvelift system (AVS) ......................................................................................................................................12 Timing assembly .......................................................................................................................................................16 Accessory belt drive ..................................................................................................................................................18 Positive crankcase ventilation .................................................................................................................................20Oil supply........................................................................................... 28Overview ....................................................................................................................................................................28 Oil pump ....................................................................................................................................................................30 Oil filter housing / oil cooler ....................................................................................................................................32 Oil flow .......................................................................................................................................................................33Cooling system.................................................................................. 34Overview ....................................................................................................................................................................34 Innovative Thermal Management (ITM) .................................................................................................................36 Sensors in the coolant circulation system ..............................................................................................................37 Actuators in the coolant circuit ...............................................................................................................................38Air supply and turbocharging............................................................ 40Overview ....................................................................................................................................................................40 Intake manifold ........................................................................................................................................................40 Turbocharging ...........................................................................................................................................................42Exhaust system................................................................................. 44Overview ....................................................................................................................................................................44 Catalytic converter module ......................................................................................................................................44 Switchable exhaust valves .......................................................................................................................................45Fuel system....................................................................................... 46Overview ....................................................................................................................................................................46 Fuel injectors .............................................................................................................................................................47 Intermediate Shaft Speed Sensor G265 ................................................................................................................47 Combustion process .................................................................................................................................................48 Operating modes ......................................................................................................................................................49Engine management......................................................................... 50System overview .......................................................................................................................................................50Inspection and maintenance............................................................. 52Service information and operations ........................................................................................................................52 Special tools and workshop equipment .................................................................................................................52Appendix........................................................................................... 54Glossary .....................................................................................................................................................................54 Self-Study programs ................................................................................................................................................55Knowledge assessment..................................................................... 56The eSelf-Study Program (eSSP) teaches a basic understanding of the design and mode of operation of new models, new automotive components or new technologies. It 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. For further information about maintenance and repair work, always refer to the current technical literature.NoteReferenceiiiivIntroductionAudi launched its first five-cylinder engine for the North American market in 1977 with the Audi 5000. These engines have been the staple of the Audi product range ever since and have been used successfully in both production and racing cars. They have achieved cult status, not least because of their distinctive sound. Even today they offer an emotional driving experience. The five-cylinder era continued until 1998 when a new V6 TFSI engine was introduced. However, the five-cylinder made a comeback with the introduction of the Audi TT RS. Since 2010, the 2.5 TFSI engine has been voted “International Engine of the Year” in its class for seven consecutive years by an international jury of motorists. The new 2.5 liter R5 TFSI engine of the EA855 EVO series replaces the previous 2.5 liter R5 TFSI engine and makes its North American debut in the Audi TT RS. There are also plans to use this engine in other models including the Audi RS3.Learning objectives of this Self-Study Program: This Self-Study Program describes the design and function of the fourth-generation 2.5l R5 TFSI engine of the EA855 EVO series in the Audi TT RS. After completing this Self-Study Program you will be able to answer the following questions: ›› What are the differences between the new engine and its predecessor? ›› Which structural design measures are used to achieve lightweight design? ›› How do the oil supply and engine cooling systems work? ›› What are the special features of the air supply system? ›› How do the new injection process and the engine management system work?1Engine description and special features›› 5-cylinder in-line gasoline engine. ›› Aluminum cylinder block. ›› 4 valves per cylinder, double overhead camshafts (DOHC). ›› Exhaust turbocharger with charge air cooling (maximum charge pressure: 19.6 psi [1.35 bar]). ›› Twin path exhaust system with one close-coupled precatalytic converter, one broadband oxygen sensor (sixwire) upstream of the main catalytic converter, one heated oxygen sensor (four-wire) just after the main catalytic converter. ›› Variable valve lift adjustment with Audi valvelift system (AVS) on the exhaust side. ›› Direct charge air cooling (air to air intercooler). ›› Fully electronic engine management system with EPC. ›› Dual system with fuel straight injection (3626 psi [250 bar]) and cylinder-selective multipoint injection. ›› Adaptive lambda control. ›› Mapped ignition with single ignition coils. ›› Cylinder-selective adaptive knock control. ›› Intelligent thermal management. ›› 57.32lb (26 kg) less weight. ›› Reduced friction. ›› The installed length of the engine has been reduced by creating a more compact installation space in the area of the rear chain drive and by switching to a single-track accessory belt drive. ›› Increased engine power and torque. ›› Better fuel economy. ›› MPI / FSI injection system. ›› Thermal management (active coolant pump). ›› Intelligent thermal management. Key factors contributing to this reduction in weight are the aluminum cylinder block, a magnesium oil pan top section, an aluminum hydraulic vibration damper, a lighter crankshaft and the extensive use of aluminum bolts. The key differences to the previous model:661_0032SpecificationsTorque-power curve of 2.5l R5 FSI engine (Engine code DAZA)   Power output in hp (kW)   Torque in lb ft (Nm)472 (640) 429 (320)413 (560)375 (280)354 (480)322 (240)295 (400)268 (200)236 (320)215 (160)177 (240)161 (120)118 (160)107 (80)59 (80)54 (40)Engine speed [rpm]661_004aFeatures Engine code Type Displacement Stroke Bore Cylinder spacing Number of valves per cylinder Firing order Compression ratio Power output at rpm Torque at rpm Fuel type Turbocharging Engine management Engine weight acc. to DIN GZ ↗ Exhaust gas treatment Emission standardSpecifications DAZA 5-cylinder inline engine 151 cu in (2480 cc) 3.65 in (92.8 mm) 3.25 in (82.5 mm) 3.46 in (88.0 mm) 4 1-2-4-5-3 10.0 : 1 400 hp (298 kW) at 5850 - 7000 354 lb ft (480 Nm) at 1700 - 5850 Premium unleaded Exhaust turbocharger with charge air cooling (maximum boost pressure: 19.6 psi [1.35 bar]) Bosch MED 17.01.62 352.7 lb (160 kg) Close-coupled pre-catalytic converter, broadband oxygen sensor upstream of precatalytic converter, heated oxygen sensor downstream of pre-catalytic converter LEV3 / Tier 33Engine mechanicalsCylinder blockThe cylinder block is aluminum alloy (ALSi7Mg0.3). The “deep skirt” design is manufactured in a "Rotacast" process ↗. To increase strength, the main bearing caps are laseretched and cross-bolted. In addition, the coolant passages and high pressure fuel pump mount are integrated in the cylinder block. The cylinder liners are manufactured in an APS (Atmospheric Plasma Spraying) process ↗. While cooling is provided by coolant jackets located between the cylinders.Piston cooling jetMain bearing capTiming chain coverOil Level Thermal Sensor G266Laser etched4Timing case (cover for timing chains)›› ›› ›› ›› 21.1 oz (600 g) less weight. More flexible attachment to cylinder head. Reduced overall height. Attachment for Intermediate Shaft Speed Sensor G265.Inter-cylinder baffle coolingCylinder 1Sealing flange on belt pulley sideCylinder blockCross bolt Oil pan top section mounting boltsRoughened exterior surfaceAPS cylinder liner coatingOil pan top and bottom sectionsOil pan top sectionThe oil pan top section is made from a magnesium alloy (MgALRE-2) which reduces its weight by 4.1 lb (1.9 kg) when compared to the previous engine. The oil pan top section is additionally reinforced by a threaded connection on the bearing cap. The weight of the oil pan bottom section has also been reduced by 2.2 lb (1.0 kg) when compared to the previous engine by switching from sheet steel to sheet aluminum. The overall oil system has been optimized for use in racing without the need for dry sump lubrication.Oil pan bottom sectionFind out more about the cylinder crankcase.661_0055Crankshaft driveCrankshaftDespite higher power output compared to the predecessor engine, the weight of the crankshaft has been reduced by 3.3 lb (1.5 kg). The forged and tempered crankshaft is made from steel (42CrMoS4). The diameter of the crankshaft main bearings has been reduced to 2.04 in (52 mm) from 2.28 in (58 mm) which reduces friction. Drillings in the webs and a longitudinal drilling provide additional weight savings.Find out more about the crankshaft drive.Anti-friction coating on pistonConnecting rod (cracked lower ends)Bore for weight reductionThrust bearing at 5th main bearingBore for weight reductionCrankshaft counterweights661_006Main bearing shellsDue to the stresses exerted on the bearings, an “Irox* coating” is used on the crankshaft bearing shells. The higher stresses are the result of: ›› Higher ignition pressures. ›› Higher temperatures. ›› Smaller bearing size. ›› Increased crankshaft flexure. ›› Start-stop system.Connecting rod bearing, top/bottomThe small-end bearing shells consist of: ›› A steel back (approximately 0.043 in [1.1 mm]). ›› A very thin pure aluminum layer acting as a bonding layer (approximately 1 – 3 µm). ›› A polymer coating (approximately 70% PAI + MoS2 as run-in and dry-run coating).Main bearing, top/bottomThe main bearing shells consist of: ›› A steel back(approximately 0.09 in [2.25 mm]). ›› A very thin pure aluminum layer acting as a bonding layer (approximately 1 – 3 µm). ›› A polymer coating (approximately 70 % PAI + boron nitride (hard particles) + ferrous oxide Fe2O3 as a wearresistant run-in and dry-run coating). ›› The thrust bearing is located at bearing five.* Federal mogul polymer coated bearings.6Pistons and connecting rodsCooling duct Bore for splash oilPistonsThe pistons have a flat crown which allows higher power per unit of displacement. ›› A circumferential cooling duct reduces crown temperature by 80 °F (30 °C). ›› Asymmetric shape. ›› The compression ring is located by the integrated ring land. ›› The piston skirt has a wear-resistant anti-friction coating. ›› Enlarged valve recesses. ›› The wrist pin axis is offset 0.01 in (0.5 mm) relative to the center of the piston. ›› The piston and wrist pin are paired.Bushing Ring landPlain rectangular compression ring Tapered piston ring3-piece oil control ringPiston rings›› Piston ring 1: R  ectangular ring (upper ring in ring land) (compression ring)) ›› Piston ring 2: Tapered piston ring ›› Piston ring 3: Three-piece oil control ringSnap ringWrist pinThe wrist pins are machined from slug material and coated. They are manufactured to a high level of precision and protected by a special silver-colored coating of molybdenum nitride (MoN). This coating is able to withstand higher stresses.Upper bearing shellLower bearing shellConnecting rodThe forged cracked connecting rod is made of high strength steel in an I-beam shape. The small end is sleeveless. The surface is finely honed and roller burnished.Connecting rod capStretch bolt661_007Reference For further information about the 3-piece oil control rings, refer to Self-Study Program 920163, Audi Third Generation 2.0l Engines.7Cylinder headThe cylinder head has been revised in many areas compared with the predecessor engine. As a result of the higher peak compressive load, a new, five-ply cylinder head gasket is used in addition to ultra-high-strength cylinder head bolts. Due to high exhaust gas flow rates, a new exhaust valve stem seal is used. Another key feature is the camshaft bearings, which have been modified to reduce friction. The Audi valvelift system is used on the exhaust camshaft of a five-cylinder engine for the first time. A further modification is the relocation of the high pressure fuel pump to the cylinder block. This results in less vibration being transmitted to the camshaft drive and quicker camshaft adjustment times.661_008Key to illustration on page 91 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Engine Temperature Control Sensor G694 Cylinder head Freeze plug Valve plate Valve stem Valve spring Valve guide Valve stem oil seal Upper spring disc Support element Roller-type cam follower Intake valve Exhaust valve Camshaft bearing bracket Inlet camshaft Exhaust camshaft 17 18 19 20 21 22 23 24 25 26 Cylinder head cover Camshaft Position Sensor G40 Exhaust camshaft adjuster Camshaft Position Sensor 3 G300 Exhaust Camshaft Adjustment Valve 1 N318 Camshaft Adjustment Valve 1 N205 Exhaust camshaft adjuster Intake camshaft adjuster Valve seat rings Port divider8Design20 21 2219182317 2416151413122511 10 9 8 7 6 5 43 2 1 26661_0099CamshaftsBoth camshafts are bolted to the cylinder head cover using bearing brackets. The advantage of this concept is that of stress-free installation. The camshaft mounting forms an integral part of a highly rigid assembly which makes the engine less susceptible to vibration at high speeds. The first bearing behind the chain drive is larger. The cylinder head itself forms the lower bearing surfaces. In the event of damage, the complete cylinder head must be replaced.Camshaft bearing brackets 1 – 5661_010AVS camshaft bearingOn the EA855 EVO engine, the camshaft bearing journals are now directly on the camshaft instead of being on the sliding cam element.661_011661_012EA888 Generation 3 Camshaft bearing journal on the AVS cam elementBearing bracketEA855 EVO Exhaust camshaft journal surface on the basic camshaftNote 1. To remove the cylinder head cover, the camshaft timing chain must first be removed. 2. If the camshaft bearings are damaged, the complete cylinder head must be replaced.10Axial camshaft bearingThe camshafts are supported laterally at the bearing bracket between cylinders three and four. For this purpose, thrust surfaces are attached to the camshafts.661_013Reluctor ring and thrust surfaceThrust surface exhaust camshaftOil channelThrust surface intake camshaft661_01411Audi valvelift system (AVS)A significant improvement in fuel economy over the previous engine has been achieved by positioning the AVS on the exhaust side. This also improves the engine torque characteristic. Unlike previous systems, the lift of the exhaust valves is not adjusted. The two different cam contours only change event duration, that is the opening time of the valves.OperationThe system works in conjunction with the variable valve timing system. Residual gas is significantly reduced through phase adjustment of the intake and exhaust camshafts by up to 50° crank angle (phasing angle) on the intake side and 42° crank angle (phasing angle) on the exhaust side, as well as by the adaptation of valve opening duration by the AVS on the exhaust side. AVS makes it possible to shift between a valve opening duration of 200° crank angle for medium fuel economy at low and partial engine loads and a valve opening duration of 270° crank angle for rapid response and high performance at full throttle.Cylinder 3 Exhaust Cam Actuator N595Cylinder 4 Exhaust Cam Actuator N603Actuator pin 2 Actuator pin 1 Exhaust cam adjuster for cylinder 5 N611 Cam element 3"Power" cam contourPartial-throttle cam contour Cam element 4 Y contour Partial-throttle cam contour "Power" cam contour Cam element 5Recesses for locating the check ball Splined basic shaft Timing side661_015Note If a check nball or a spring is lost due to a cam element being moved too far during repair work, it can be ordered separately. If the cam element has been forced off the spline, the complete camshaft must be replaced (cam elements fit in any position). In the condition as supplied, the cam elements on a new camshaft are set to the "power" cam contour.12Exhaust camshaft designThe cam elements slide on to the splined basic shaft and are located by a ball and spring. Each cam element is adjusted by dual actuators, which can move the cam elements in both directions. The cam elements have a Y-shaped contour at the center. Each cam actuator now has 2 actuator pins. Pin 1 moves the cam element to the power cam profile. Pin 2 moves the cam element to the part throttle profile.Configuration of the exhaust cam adjustersConnection A1 A2 in the A3 Potential and function Ground coil 1 = actuator pin 1 = adjustment of cam element to "power" cam profile Ground coil 2 = actuator pin 2 Terminal 87 voltage supply = adjustment of cam element to partial-throttle cam profile"power" cam profile 270° crank angle661_017Cylinder 3 Exhaust Cam Actuator B N579Cylinder 2 Exhaust Cam Actuator N587 Direction of rotationCam element 1 Partial-throttle cam profile 200° crank angle661_018Timing side Cam element 2 Exhaust IntakeReluctor ring Bearing ring Spring661_093BallExhaust stroke 200°/10 mm Exhaust stroke 200°/10 mm (+42°) Exhaust stroke 270°/10 mm Exhaust stroke 270°/10 mm (+42°) Intake stroke 195°/10.7 mm Intake stroke 195°/10.7 mm (-50°)661_016Reference For further information about the working principle of the Audi valvelift system (AVS), please refer to Self-Study Program 922903, The 2.0L 4V TFSI Engine with AVS.13AVS operating rangeAfter the engine is shut off, all cam elements return to the partial-throttle cam contour. The system switches over to the "power" cam contour at mapped operating points at about 3800 rpm and at a median combustion chamber 159.54 psi (11 bar). The diagram illustrates this process using an example. The cam element is not switched over if the oil temperature drops below 14 °F (-10 °C) and if an engine speed of 4000 rpm is exceeded. It cannot be switched over until the engine speed drops below 4000 rpm and the oil temperature is above 159.5 °F (-10 °C).Full throttleTorque [Nm]Key: Camshaft rotation angle AVS switchover to long-duration event (power) AVS switchover to short-duration event (part-throttle)Engine speed [rpm]661_019AVS switchover to long-duration event Power cam profile – long-duration event ›› Advantages across full throttle range and in terms of responsiveness. ›› Higher torque is achieved at low speeds because this valve timing configuration allows high scavenging rates at low engine speeds.AVS switchover to short-duration event Partial throttle cam profile - short duration event. ›› Advantages in terms of fuel efficiency at partial throttle, starting response, raw emissions and running refinement.System response to faultsIn case of faults, the system tries to set all cylinders equally to an event. If this is the short-duration event, the cylinder charging rate is also reduced moderately (this is not normally noticeable during normal vehicle operation).System/sensorEvent memory entryEmergency operation/ power reductionEngine speed reductionCan problem be remedied? DCY ↗LampsYes Long cam Short cam Combined operation X X XNoYesNo X X XYesNo X X XEngine speedYes X X XNoMIL XEPC X XXXNote Even if the cam elements are not all set to the short-duration profile after engine repairs, the engine can still be started. The engine may not run smoothly during the subsequent idling phase, because the control cycles are configured for the shortduration profile. If engine speed is increased to between 1200 and 1800 rpm, the system switches back and forth twice and reconfigures to the short-duration profile. When installing the exhaust camshaft, therefore, it is important to ensure that all cam elements are set to the short-duration profile.14Exhaust valve stem sealNew valve stem seals were required due to higher exhaust gas flow rates. The new valve stems are longer than those of the predecessor engine. The seal design also acts to center and support the valve springs.Circumferential valve guide sealValve guideAxial support by valve spring contact surface661_020Cylinder head gasket›› Five-layer design with two smooth sheet-metal layers at the top and bottom. ›› Installed height: 0.051 in (1.3 mm). ›› Oil bore for cylinder head with flow restrictor function.Cover plateUpper bead layer Stopper layer Lower bead layer661_023Base panelOil bore for cylinder head with flow restrictor function661_022Acoustic insulation for cylinder headTo reduce engine noise levels, a polyether polyurethane foam insulating panel is located directly above the cylinder head cover.661_02315Timing assemblyThe two stage timing assembly is located on the transmission side of the engine. The engine oil pump and the intermediate shaft are driven by primary chain A. It is an 8 mm toothed chain. The intermediate shaft is an assembly. The camshafts are driven by chain B via the intermediate shaft gear. It is an 8 mm roller chain. The overall chain drive has been optimized for friction reduction. Changes to the radii of the chain drive have created a more compact installation area. This and the switch to a singletrack accessory drive have enabled a 0.07 in (2 mm) reduction to the overall length of the engine. The high-pressure fuel pump drive has been relocated from the cylinder head to the engine block. Advantages: ›› Improved vibration characteristics of the camshafts and reduced forces in the chain drive. ›› Shorter fuel lines due to positioning on the cylinder head. ›› Improved package in terms to pedestrian impact mitigation (clearance to hood). ›› System adaptable to increasing fuel pressures as needed in future applications.661_026Lubricating oil supply for: ›› Anti-friction bearing of intermediate shaft assembly ›› High-pressure pump661_024Intermediate shaft with threaded connection on the face. Non-removable in older engines (pre 2017). This is the first generation design.661_025Intermediate shaft without threaded connection on the face. Removable, can be bolted together from above, cylinder head must be removed. This is the second generation design.16Find out more about the chain drive.Intake camshaft adjuster ›› 30 teeth ›› Adjustment range 50° crank angle ›› After the engine is shut off, the adjuster is locked in the retard position by a locking pinExhaust camshaft adjuster ›› 30 teeth ›› Adjustment range 42° crank angle ›› After the engine is shut off, the adjuster is locked in the advance position by an auxiliary spring loaded locking pinDirection of rotationIntermediate shaft assembly ›› Drive for camshafts, high-pressure pump and vacuum pump ›› Three-lobe cam for high-pressure pump ›› Press-fitted into cylinder block and bolted into place ›› Anti-friction bearing ›› Non-removable (first generation only) ›› 24 and 40 teethSliding railChain tensioner, hydraulically dampedTensioning rail Fuel Metering Valve N290 High-pressure fuel pump Chain drive B (8 mm roller chain)Intermediate Shaft Speed Sensor G265Intermediate shaft bolt couplingChain tensioner, hydraulically dampedChain guideChain drive A (8 mm toothed chain) Crankshaft chain wheel, 25 teethFlow-controlled vane cell oil pumpChain guide661_027Oil pump chain wheel, 24 teeth17Accessory belt driveUnlike its predecessor, a serpentine belt is used for the accessory units. The purpose of these modifications was to shorten the overall length of the engine. This allows the engine to be integrated into the Modular Transverse Matrix without the need for substantial modification of the front body structure.Coolant pump drive 4.44 in (113 mm) diameterAlternator drive 2.55 in (65 mm) diameter661_029Vibration damper 6.33 in (161 mm) diameterBelt tensioner assembly 2.55 in (65 mm) diameterDeflection (idler) pulley 2.75 in (70 mm) diameterPoly-V beltAC compressor drive 4.80 in (122 mm) diameter18Vibration damperThe vibration damper is made from aluminum. Damping is done by a steel ring floating in hydraulic fluid.Steel inertiaHydraulic fluidBearing rings made from TORLON® (high-strength amorphous polymer)CoverHousing661_028Overall length of engine661_03019.40 in (493 mm)19Positive crankcase ventilationSystem overview158397462161514131222 21 20 1924262520Key: Oil return Blow-by gas Cleaned blow-by gas Diagnostic channel Intake air Exhaust Tank ventilation 1 Charge air cooler 2 Non-return valve 3 Diagnostic channel 4 Non-return valve 5 Fuel tank vent 6 Pressure control valve 7 Non-return valve 8 Oil separator module 9 Throttle flap 10 Crankcase Ventilation Valve N546 11 Compressor 12 Turbine 13 Cylinder head 14 Intake ports 15 Intake manifold bottom section 16 Intake manifold top section 17 Vent line for charging mode 18 Intake line 19 Exhaust gas side 20 PCV line 21 Oil return channel 22 Crankcase 23 Air filter housing 24 Blow-by gas 25 Gravitational valve 26 Oil pan1110181723661_09521VentThe blow-by gas flows into the cylinder head via the timing case. Here, oil is separated coarsely from the blow-by gas by reversing the direction of flow. The oil separator module is flange-mounted to the top of the cylinder head cover. At this point, engine oil separated from the blow-by gas before the gas is recycled back into the combustion air stream.Oil separator moduleThe oil separator module serves the following functions: ›› Coarse oil separation. ›› Fine oil separation. ›› Cylinder block pressure control. ›› Blow-by volume flow distribution. ›› By means of non-return valves. ›› To intake side of exhaust turbocharger. ›› To intake manifold. ›› PCV. ›› Activated charcoal filter (ACF) inlet.Timing case ventOil returnNon-return valveExhaust side661_032661_03422Oil returnThe oil separated by the coarse oil separator flows into the cylinder head via ports at the base of the four chambers in the coarse oil separator and is then recirculated back into the oil pan. The oil separated by the fine oil separator is recycled back into the engine's fine oil return channel via a separate port in the module. This port passes through the cylinder head as well as the engine block and terminates at a gravitational valve in the oil pan top section. It opens when a sufficient amount of oil has collected in the return channel after the engine is shut off.Camshaft bearing 4Oil drain channel from fine oil separatorFine oil return channelSuction sideOil pan top section661_03323Discharge of treated blow-by gasesThe volume flow of the blow-by gases is distributed by the oil separator module – either to the intake side of the turbocharger turbine or directly into the cylinder head intake ports, depending on the pressure conditions in the air supply system.PCV valve Crankcase Ventilation Valve N546 with integrated non-return valve (closing towards the intake manifold)ACF inlet Evap Canister Purge Regulator Valve 1 N80The line connection to the exhaust turbocharger ensures that the CARB requirements are met. This line allows PCV flow while the engine is under boost.Blow-by inlet to intake side of exhaust turbocharger Intake manifold661_035Multi-cycloneDiaghragm pressure control valve 1.45 psi (100 mbar)Valve block with: ›› PCV valve diaphragm ›› Non-return valves for crankcase ventilationOil separator module661_036Cylinder 1Blow-by gas intake upstream of intake side24Positive crankcase ventilation (PCV)To vent the crankcase, fresh air is extracted from the intake system and introduced into the oil separator module via the Crankcase Ventilation Valve N546. Here, the fresh air flows through a diaphragm valve (non-return valve) and into the crank chamber via a separate channel in the cylinder head cover, in the cylinder head and in the engine block. N546 is a solenoid valve which is open when de-energized. N546 closes under the following conditions: ›› Overrun cut-off. ›› Active mixture adaption. ›› Engine idle. ›› Partial throttle. For this purpose, the control signal for N546 is calculated from engine speed, air mass and intake manifold pressure by the ECM.Activated Charcoal Filter (ACF) inletEvap Canister Purge Regulator Valve 1 N80 is closed when de-energized. Refer to diagram 661_035 on page 24. The mass flow from the activated charcoal canister is controlled by the ECM based on the duty cycle of N80. The following input variables are evaluated: ›› Intake manifold pressure. ›› Ambient pressure (sensor in ECM). ›› Engine load. ›› Battery voltage. ›› Loading of the ACF canister (evaluation by lambda control). During engine operation, N80 is closed under the following conditions: ›› Over-run cut-off. ›› Stop phases in start-stop mode. ›› Terminal 15 off. ›› Various diagnoses.Integrated PCV channelCylinder 5661_037 661_038Integrated PCV channelPCV transfer point from vent module (in which a flow restrictor and non-return valve (diaphragm) is integrated)661_039Oil drain Fine oil separatorOil outlets from coarse separator (baffle plates) in cylinder head661_040Blow-by gas intake upstream of intake sideOil outlet from cyclone housing; this oil collects in the chamber of the cyclone separator before the blow-by gas flows through the cyclone. Additional baffle plates and two diaphragm valves are located upstream of the cyclone separator. Coarse oil separation also takes place here.25Oil separator moduleThe module together with the coarse separator on its base protrudes into the cylinder head, where the blow-by gas is admitted into the system. After oil is separated (coarse separation) from the blow-by gas at the baffle plates, the blow-by gas flows through the cyclone separator where it is finely cleaned. The treated blow-by gas now flows through the pressure control valve into the section of the ventilation module where it is is discharged in a controlled fashion via diaphragm valves, either to the turbocharger or to the intake ports.661_0414-stage cyclone separator with : ›› Bypass valve (opens if flow rate is too high) ›› 2 non-return valves (close in the event of excess pressure in the cylinder block)The blow-by gas flows into the chambers of the cyclone separator. If the flow rate is very high during dynamic engine operation, the bypass valve opens. This allows a portion of the blow-by gas to flow past the cyclone separator. This is necessary to ensure that no pressure builds up inside the crankcase. Before the blow-by gas can flow into the cyclone separator, it first has to flow through a coarse separator upstream, where it passes through two diaphragm valves. The oil which collects here then flows into in the separate oil return line of the cyclone separator. Refer to diagram on page 24.PCV connection of intake manifoldNote Functional faults in the system can cause high oil consumption due to a lack of oil separation or rough engine operation. Depending on how the PCV is configured, the system can be checked by measuring the pressure at the dip stick. If the system is intact, a pressure of between -1.23 to 1.74 psi (-85 to 120 mbar) should be realized when the engine is idling. You can use the turbocharger test V.A.G. 1397A to measure the pressure.26PCV transfer point, cylinder head cover PCV inlet ­­ (fresh air from intake manifold)661_042Cleaned blow-by gas to intake portDiagnostic channel Cleaned blow-by gas to turbochargerto intake portThe adapter is designed in such a way that the diagnostic channel is also closed by the non-return valve.to turbocharger661_04327Oil supplyThe engine oil circuit is designed for high oil flow rates to achieve effective cooling. The oil pump has a higher delivery rate than that of the predecessor engine. The pistons are cooled by cooling jets which are directed at the piston crown cooling ducts.OverviewA B 1 1 1 1 1 1 3 4 C 2 2 2 2 2 8 8 9 13 13 13 13 13 11 14 I 14 14 14 14 8 D H 25 24 G10 23 G 18 18 18 18 18 8 17 19 27 26 8 28 22 22 22 22 22 21 E 20 19 19 19 19 19 8 15 16 14 5 5 5 10 7 5 5 5 6 High pressure circuit Low pressure circuit1223 F 30 3332 3129G26632 31661_054Note The two-stage oil pressure control system will be introduced during 2018.28Identification of the engine components3 6 10 121 1421 202618 19G1031 G2662730 32661_055Key to figures page 28 and page 29:A Cylinder head B Cylinder head cover C Chain tensioner D Primary drive chain tensioner E Vacuum pump F Oil pan G Cylinder crankcase H Oil module I Turbocharger 14 Intake camshaft bearing 15 Pressure relief valve, chain tensioner 16 Primary drive chain tensioner 17 Non-return valve in chain tensioner 18 Connecting rod bearing 19 Crankshaft main bearing 20 Vacuum pump bearing 21 Intermediate shaft bearing 22  Piston cooling jet (opening pressure 21.75 psi to 21.6 psi (1.5 to 1.8 bar), min. closing pressure 20.3 psi (1.4 bar) 23 Non-return valve in oil module 24 Oil cooler bypass valve 25 Oil filter bypass valve 26 Oil/coolant heat exchanger (engine oil cooler) 27 Oil filter 28 Oil drain valve in oil filter module 29 Control valve for low pressure stage 30 Oil pump with two-stage pressure control system (2018 introduction) 31 Oil pump intake sieve 32 Cold start valve 33 Oil pump with single-stage pressure control system G10 Oil Pressure Sensor G266 Oil Level Thermal Sensor1 2 3 4 5 6 7 8 9 10 11 12 13 Exhaust camshaft bearing Support element (exhaust) Exhaust camshaft adjuster Exhaust camshaft adjuster lock Oil screen Exhaust camshaft timing control valve Secondary drive chain tensioner Flow restrictor Non-return valve in chain tensioner Intake camshaft timing control valve Intake camshaft adjuster lock Intake camshaft adjuster Support element (intake)29Oil pumpThe oil pump is bolted to the cylinder block above the oil pan top section and is driven by the crankshaft via chain by the crankshaft. A high speed ratio allows the pump to achieve a maximum speed of 7200 prm. The pump has a higher delivery rate than in the previous engine. The oil pump is a vane cell pump with swivelling slide valve (control valve), which can be rotated against the force of the control spring by oil pressure, thus altering the volume of the pump chamber and the delivery rate of the pump. The oil pressure required for this purpose is diverted from the main oil gallery and applied to the control surface of the rotary valve in the pump control chamber. This pump control system ensures that sufficient engine oil is always distributed throughout the engine, without an unacceptable increase in oil pressure.661_056Control port ducting pressurized oil from the main oil gallery into the pump control chamberPump supply Sprocket (threaded coupling must not be unbolted)Rotor VaneSlide control valve Control springPressure relief valve (cold start valve) 145.03 psi (10 bar)661_096Reference For a more detailed explanation of the design and function of the vane cell pump as well as the control function, refer to Self-Study Program 920173, The Audi 3.0L TFSI EA839 Engine30Sensors in the oil circuitThe 2.5l TFSI engine EA855 EVO does not currently use a variable oil pressure control system. However, the engine has all the components needed to provide fully variable oil pressure control on demand including the necessary castings in the cylinder block. Only one oil pump control valve needed to be installed in the engine block.Oil Pressure Sensor G10G10 is bolted into the oil filter housing and measures both the oil pressure and the oil temperature in the main oil gallery downstream of the oil filter (refer to Fig. page 33). The oil pressure sensor has been installed for its reliability and functionality. The electronic module integrated in the sensor sends the data to the ECM by SENT protocol and has a supply voltage of 5V.661_057Oil Level Thermal Sensor G266Oil Level Thermal Sensor G266 has a 12V supply. It sends a PWM signal to the ECM.661_05831Oil filter housing / oil coolerThe oil filter housing is attached to the cylinder block and distributes the engine oil from the oil pump. A portion of the engine coolant also flows through the housing. Sealing is done by rubber gaskets. The oil filter cartridge housing is bolted to the bottom of the oil filter housing. The oil cooler is also flange-mounted to the oil filter housing. To measure the engine oil pressure, G10 is integrated in the oil filter housing.Oil coolerOil Pressure Sensor G10 Filter cartridge housing661_059Oil Pressure Sensor G10 Oil cooler bypass valve Oil filter housingCentral pipe Filter cartridgeCentral pipeOil ringCartridge housingService unitTether Seal 1.41 in (36 mm) across flatsDrain valve The oil can be drained from the filter housing before removing the filter using oil drain adapter T40057.661_06032Oil flowThe oil delivered by the oil pump flows into the oil filter housing through a gallery in the cylinder block. The oil initially flows through the non-return valve, which prevents the engine galleries from running empty. This allows oil pressure to build up quickly after the engine starts. The engine oil flows through the oil filter cartridge from the outside in. The filtered oil then flows into the oil cooler before returning to the oil filter housing. From there, the oil is distributed to the cylinder block and cylinder head. To ensure the cylinder head always has an adequate engine oil supply, an additional non-return valve is integrated in the oil filter housing. A cooler bypass valve is also mounted to the oil filter holder. When the cooler bypass valve opens, a portion of the oil from the oil filter flows to the engine, bypassing the oil cooler.Coolant flowThe coolant for the oil cooler enters the connection on the engine and flows through a duct in the oil filter mount to the flange mounted oil cooler. The coolant outlet on the oil cooler is connected to the thermostat housing by a pipe.Coolant from engine blockReturn shut-off valve Cylinder headCoolant to oil cooler From oil coolerTo cylinder headTo cylinder blockOil flow when oil cooler bypass valve is openReturn shut-off valve Main oil flowConnection of Oil Pressure Sensor G10 Oil cooler bypass valve opens at about 19.5 psi (1.35 bar)From the oil pump To oil cooler661_061Filtered engine oil33Cooling systemOverview21 345 G62 6 G694789V5110N8211J293J67113 12 14661_062When the engine is not running and after-run cooling is active, the After-Run Coolant Pump works in combination with Coolant Shut-Off Valve N82 to reverse the direction of coolant flow.34Identification of the engine components4G62G6945 V516N8287661_063Key to figure on page 34: 1 2 3 4 5 6 Coolant expansion tank Heater heat exchanger Flow restrictor Exhaust turbocharger Cylinder head/engine block Coolant pump, activated by Mechanical Coolant Pump Switch Valve N649 7 Engine oil cooler 8 Thermostat 9 Non-return valve 10 Thermostat for ATF cooler 11 ATF cooler 12 Auxiliary radiator 13 Radiator 14 Left auxiliary radiatorG62 G694 Engine Coolant Temperature Sensor Engine Temperature Control SensorJ293 Radiator Fan Control Module J671 Radiator Fan Control Module 2 N82 V51 Coolant Shut-Off Valve After-Run Coolant PumpCooled coolant Warm coolant35Innovative Thermal Management (ITM)The purpose of the ITM system is to heat up the engine as quickly as possible. An active coolant pump is used to control the flow of heat in the engine during the warm-up phase. Two temperature sensors are used to monitor the temperatures in the engine. To ensure that no components are damaged after the engine is shut off, heat build-up is prevented by an electrical auxiliary pump. The ITM system is controlled by the ECM.Coolant pumpThe coolant pump is driven continuously by the crankshaft by means of a poly V belt. During the cold start and engine warm-up phases the ITM system prevents the coolant from circulating within the cylinder block. A shutter is pulled (by vacuum over) the pump impeller against the force of compression springs. This prevents the water pump impeller from circulating coolant. The vacuum required to activate the coolant pump is controlled by the Mechanical Coolant Pump Switch Valve N649. The coolant pump impeller is blocked at engine start-up when the the ambient temperature measured at the cylinder head is between 3.2 °F to 140 °F (-16 °C to 60 °C).Vacuum connection Poly V belt pulleyCompression spring661_064661_065ShutterImpellerShutter36Sensors in the coolant circulation systemEngine Temperature Control Sensor G694An NTC sensor is used to define the component temperature in close proximity to the combustion chamber of cylinder three in the cylinder head. However, the sensor is not immersed in coolant. Temperature measurement range: -40 °F to 365 °F (-40 °C to 180 °C). The ECM requires the signals generated by the sensor to calculate the afterrun time of After-Run Coolant Pump V51.Engine Coolant Temperature Sensor G62G62 measures the coolant temperature in the cylinder block. It is positioned at the cylinder head outlet. The ECM requires the signals generated by the sensor to stop the circulation of coolant during the engine warm-up phase. The signal is also utilized to calculate various engine maps and for diagnostics.Engine Coolant Temperature Sensor G62661_066Engine Temperature Control Sensor G69437Actuators in the coolant circuitCoolant Shut-Off Valve N82N82 is a solenoid valve is integrated in the coolant system and is closed when de-energized. The ECM opens N82 whenever required by switching to ground. At this time, After-Run Coolant Pump V51 is activated and engine coolant is circulated to cool the turbocharger. N82 closes after V51 shuts down.Coolant Shut-Off Valve N82661_067Mechanical Coolant Pump Switch Valve N649N649 is an electrical valve powered by the electrical system and switched to ground by the ECM on demand.AC compressorBelt pulley for coolant pumpMechanical Coolant Pump Switch Valve N649661_06838After-Run Coolant Pump V51This electric auxiliary water pump is activated in order to protect the exhaust turbocharger against overheating. It starts to run after a warm engine is shut off.Run-on functionDepending on the calculation made by the ECM, the pump runs for the computed amount of time after the engine is shut off – but not for longer than 600 seconds. In addition, the radiator fans run at 45%, but not necessarily in combination with V51. N82 also opens together with V51. If V51 is activated by the ECM (by PWM signal), it always runs at maximum speed.After-Run Coolant Pump V51661_069Reference For more information about the V51, refer to Self-Study Programs 920173, The Audi 3.0L V6 TFSI Engine and 920243, The Audi 1.8L and 2.0L Third Generation EA888 Engines.Note To safely fill and vent the cooling system, it is possible to activate the service position in the Basic setting using the VAS Scan Tool. The valves in the cooling system are opened at the same time. If VAS 6096/2 is used for evacuating the cooling system, it is possible to produce more vacuum within the system than before. Due to system design, it is important to warm up the vehicle and to re-check the coolant level after a test drive because the thermostat only allows flow through the transmission circuit while driving the vehicle.39Air supply and turbochargingOverviewThe air supply system is designed for maximum air flow rates, low throttle losses and short, direct air flow paths. The charge air cooler is located low in the vehicle front end and is able to take full advantage of available ram pressure. The advantage of this layout provides higher cooling capacity. Two pressure and temperature sensors are used for measuring air mass: one upstream of the throttle valve, working in conjunction with Charge Air Pressure Sensor G31; and one downstream of the throttle valve, working in conjunction with Intake Air Temperature Sensor G42 and Manifold Absolute Pressure Sensor G71. Both sensors transfer their signals by SENT protocol.Intake manifoldThe two-part intake manifold is made from a sand-cast aluminum alloy. A pneumatic flap system is integrated in the bottom part of the intake manifold. In conjunction with the tumble inlet duct, it provides the charge motion required for optimal mixture. The fuel injectors of the MPI system are also installed here. The intake manifold top section is configured as a header, to which the throttle valve control unit is attached by bolts.Activating the intake manifold flapsThe intake manifold flap vacuum unit is switched by Intake Manifold Runner Control Valve N316. If N316 is not activated by the ECM, and therefore is deenergized, the intake manifold flaps are closed by the force of the spring in the vacuum unit. The fresh air then flows into the combustion chambers (halved intake manifold) via the tumble intake ports in the cylinder head. At idle and low partial throttle (during normal driving conditions) the intake manifold flap is closed. During the catalytic converter heating mode, the intake manifold flaps are closed up to medium engine speed. In both cases, the air mass is factored in as a lesser factor when calculating the position of the intake manifold flaps. The position of the intake manifold flaps is monitored by Intake Manifold Runner Position Sensor G336.MPI rail Low Fuel Pressure Sensor G410 Intake manifold flap vacuum unitIntake Air Temperature Sensor G42 Manifold Absolute Pressure Sensor G71Intake manifold top sectionIntake manifold bottom section Connection to wastegate intake systemCylinder 5661_04440Charge Air Pressure Sensor G31Turbocharger Recirculation Valve N249Throttle Valve Control Module J338Intake Manifold Runner Position Sensor G336Intake manifold flapMPI injectorsBlow-by gas intakeIntake systemIntake manifold top sectionThrottle Valve Control Module J338Turbocharger modulePCV fresh air supply connectionWastegate connectionAir filter661_045Intake manifold flap vacuum unit Intake air flow system Pressure sectionCharge air coolerIntake air flow system (cold air intake, including water separator)Find out more about the air intake system.41TurbochargingTurbocharger moduleThe turbocharger module is made of cast steel and is rated for exhaust gas temperatures of up to 1832 °F (1000 °C). A model-based exhaust gas temperature control system is used to ensure that this limit is not exceeded. This made it possible to eliminate an exhaust gas temperature sensor used in the previous model. The turbocharger module is attached to the cylinder head by a clamping flange system, which is an effective way to compensate for thermal expansion. The turbocharger assembly, the compressor and the turbine have been designed for high efficiency across a wide operating range, with the result that the rotor assembly rotates in a different direction than that of the previous engine.Intake air flow systemThe optimal conditions of turbocharger inflow and the low mass inertia of the turbocharger ensure very high average pressures and spontaneous throttle response at low engine speeds. The conditions of catalytic converter in-flow have also been improved. To reliably meet emission standards, the catalytic converter is positioned as close as possible to the turbine housing.Blow-by gas intake duct upstream of compressor wheelCompressor housingTurbine wheelWastegate flap vacuum unit (charge pressure control) Turbine housing661_046Find out more about the turbocharger.Wastegate flap vacuum unit (charge pressure control)Cylinder 5661_04742Charge air pressure controlThe charge pressure is regulated up to a maximum boost of 19.6 psi (1.35 bar). This is done by vacuum controlled wastegate flap. The vacuum unit is activated by Wastegate Bypass Regulator Valve N75. The wastegate flap is opened when the vacuum unit is not activated. Turbocharger Recirculation Valve N249 is installed upstream of the throttle valve module. (see figure on page 40).661_048Wastegate Bypass Regulator Valve N75Wastegate flap vacuum unit (charge pressure control)Oil and coolant connectionsOil supply pipeCoolant supply pipeCoolant return pipe Oil return pipe661_04943Exhaust systemOverviewThe twin-path exhaust system extends from the main catalytic converter to downstream of the front muffler. Two secondary catalytic converters are installed downstream of the catalytic converter module.Broadband oxygen sensor before catalytic converter Non-linear oxygen sensor after catalytic converter Close-coupled main catalytic converter Flexible pipes (insulating elements)Secondary catalytic converters (would metallic catalysts) Front muffler (absorption muffler with chrome steel wool and glass fiber insulation)Catalytic converter moduleThe metallic main catalytic converter is positioned as close as possible to the turbine housing. It is attached to the turbocharger module by a V-band clamp.Reference For more information about the working principle of the exhaust flaps, refer to Self-Study Program 920223, The Audi 4.0L V8 TFSI Engine with Twin Turbochargers.44Switchable exhaust valvesIn the comfort mode of Audi drive select, the flaps are closed at idling speed. The right flap is opened with increasing engine speed. If engine speed is increased still further, the left flap also opens subsequently. At higher engine loads both flaps open earlier in order to achieve a more full-bodied sound in the exhaust system. In Sport mode the operating points are at lower engine speeds, that is the flaps open earlier. The driver can adjust the exhaust gas flaps using the engine sound button on the center console.661_050Engine sound buttonRear muffler (reflection silencer)Engine sound: standard661_051Engine sound: sport661_052Exhaust Door Control Unit 2 J945Exhaust Door Control Unit J883661_05345Fuel systemOverviewThe 2.5l R5 TFSI engine of the EA855 EVO series is equipped with a combined, on-demand FSI/MPI fuel injection system based on the 2.0l TFSI engines of the EA888 series. The required exhaust emission limits were achieved by using a dual fuel injection system. The FSI injection system is designed for system pressures of up to 3625.94 psi (250 bar), while the MPI injection system is rated for 101.52 psi (7 bar). The single-piston high-pressure pump is driven by a threelobe cam acting on the intermediate shaft of the chain drive.Low pressure rail with MPI injectors for cylinders 1 – 5 N532 – N536Low Fuel Pressure Sensor G410Fuel Metering Valve N290Fuel feed from fuel delivery unit in fuel tankHigh pressure pipeHigh pressure rail with FSI injectors for cylinders 1 – 5 N30 – N33, N83Fuel Pressure Sensor G247High-pressure fuel pump661_07046Fuel injectorsFSI injectorThe electromagnetic FSI fuel injectors are designed for pressures of up to 3625.94 psi (250 bar). They are installed in the cylinder head and inject fuel directly into the combustion chamber. The injectors are activated by the ECM, which applies up to 65 volts. This means it is possible to have multi-injection pulses and/or to inject extremely small amounts of fuel.661_071MPI injectorThe MPI injectors are integrated in the intake manifold upstream of the intake manifold flaps. When the injectors are activated (the 12V supply is switched to ground), by the ECM, fuel is injected continuously into the air flow upstream of the intake valves.661_094Intermediate Shaft Speed Sensor G265To calculate the injection time for each cylinder, the ECM requires information about the position and speed of the high-pressure fuel pump. The speed and position of the intermediate shaft, and therefore the three lobed cam, are monitored by a Halleffect sensor. This function was previously done by a camshaft sensor.661_072661_073Intermediate shaft encoder discIntermediate Shaft Speed Sensor G26547Combustion processThe development targets for this new engine were: ›› Increased engine power. ›› Better fuel efficiency. ›› Compliance with applicable emission standards. This has been achieved by using the combined FSI/MPI injection system. The broad latitude for selecting injection parameters, in combination with the intake manifold flaps, makes it possible to bring particulate emissions into compliance with future emission limits. Other modifications: ›› Turbocharger output has been increased by: ›› Making optimal use of the exhaust pulsation acting on the turbine wheel. ›› Revising the exhaust manifold design to minimize pressure loss. ›› Reversing the direction of rotation of the rotor assembly. Reducing the residual gas ratio. Good fuel/air mixture homogenization. Faster engine warm-up through the use of ITM. Improving heat dissipation from the combustion chamber to reduce knock tendency. ›› High compression.Ignition coilsAt low engine speeds, FSI fuel injection allows the separation of charge cycles and mixture preparation. This, in combination with phase adjustment of the intake and exhaust camshafts as well as exhaust-side event duration adjustment by the AVS system, greatly reduces the amount of gas left in the cylinders after gas exchange. The extension of the intake camshaft phase adjustment range from 42° crank angle to 50° crank angle represents a significant improvement. The increased output of the exhaust turbocharger helps the engine achieve high volumetric efficiency at low RPM. The new exhaust turbocharger provides high efficiency at medium engine speeds. The intake, pressure and exhaust systems have been carefully coordinated and optimized for pressure loss at high engine speeds. The MPI injection system ensures that the required amount of fuel is made available.›› ›› ›› ››Exhaust cam adjusterExhaust camshaftIntake camshaftMPI fuel injectors, cylinders 1 – 5 N532 – N536Intake manifold flapFSI fuel injectors, cylinders 1 – 5 N30 – N33, N83High-pressure fuel rail48Operating modes›› High-pressure single phase injection. ›› High-pressure dual phase injection. ›› Dual injection (MPI and FSI). Engine start ›› Coolant temperature below 113 °F (45 °C) high-pressure dual phased FSI during the compression stroke. ›› Coolant temperature over 113 °F (45 °C): single phased FSI during the compression stroke. Warm-up and catalytic converter heating Example - engine running at heavy load: ›› 5% MPI and 95% FSI. Limp-home function Example - engine running at light load: ›› Coolant temperature over 86 °F (30 °C): 50% MPI and 50% FSI. ›› Intake manifold flaps stay closed at near-idle engine speeds.Low-pressure railThrottle Valve Control Module J338Intake manifold top sectionHigh-pressure fuel pump661_07549Engine managementSystem overviewSensorsIntake Manifold Sensor GX9 with Intake Air Temperature Sensor G42 and Manifold Absolute Pressure Sensor G71 Charge Air Pressure Sensor GX26 with Charge Air Pressure Sensor G31 and Intake Air Temperature Sensor 2 G299 Data Bus On Board Diagnostic Interface J533Engine Speed Sensor G28Throttle Valve Control Module GX3Camshaft Position Sensor G40 Camshaft Position Sensor 3 G300Instrument Cluster Control Module J285Accelerator Pedal Module GX2Brake Light Switch FFuel Pressure Sensor G247Low Fuel Pressure Sensor G410Fuel Delivery Unit GX1Intermediate Shaft Speed Sensor G265Knock Sensor 1 G61 Knock Sensor 2 G66 Engine Temperature Control Sensor G694Engine Control Module J623Oil Pressure Sensor G10Oil Level Thermal Sensor G266Engine Coolant Temperature Sensor G62Intake Manifold Runner Position Sensor G336 Fuel Tank Pressure Sensor G400 Oxygen Sensor 1 Before Catalytic Converter GX10 Oxygen Sensor 1 After Catalytic Converter GX7Additional signal for cruise control system50ActuatorsInjector, cylinders 1 – 4 N30 – N33 Injector, cylinder 5 N83 Data Link Connector Injector 2, cylinders 1 – 5 N532 – N536 Ignition coils 1 – 5 with power output stage N70, N127, N291, N292, N323 Access/Start Authorization Control Module J518 Motronic Engine Control Module Power Supply Relay J271 Engine Component Power Supply Relay 2 J976 Vehicle Electrical System Control Module J519Throttle Valve Control Module GX3Intake Manifold Runner Control Valve N316 Power supply relay Terminal 15 Fuel Delivery Unit GX1Wastegate Bypass Regulator Valve N75EVAP Canister Purge Regulator Valve 1 N80Fuel Pump Control Module J538Turbocharger Recirculation Valve N249Crankcase Ventilation Valve N546Fuel Metering Valve N290Camshaft Adjustment Valve 1 N205 Exhaust Camshaft Adjustment Valve 1 N318Exhaust Door Control Unit J883Exhaust Camshaft Actuators for cylinders 1 – 5 N579, N587, N595, N603, N611Coolant Shut-Off Valve N82 Exhaust Door Control Unit 2 J945After-Run Coolant Pump V51Fuel Tank Leak Detection Control Module J909Mechanical Coolant Pump Switch Valve N649Radiator Fan Control Module J293 Radiator Fan V7 Radiator Fan 2 V177 Oxygen Sensor 1 Before Catalytic Converter GX10 Oxygen Sensor 1 After Catalytic Converter GX7Starter Relay 1 J906 Starter Relay 2 J907661_07451Inspection and maintenanceService information and operationsEngine oil specification Quantity of motor oil including filter in litres (change quantity) Motor oil standard Motor oil extraction permitted Changing the oil Inspection Air filter change interval Fuel filter change interval Spark plug change interval Ribbed V belt replacement interval Timing assembly SAE 5W-30 7.5 quarts ›› Fixed 10,000 mile service interval VW 502 00 or VW 504 00 Yes 10,000 miles / 1 year 20,000 miles (30,000 km) / 2 years 60,000 miles (90,000 km) – 60,000 miles (90,000 km) / 6 years Lifetime Chain (lifetime)Special tools and workshop equipmentVAS 5161A/39 Guide plate T03000A Engine support1)661_076661_077For removal and installation of the valve keepers in combination with removal / installing device VAS 5161A.For removal and installation of the engine in combination with engine and transmission jack V.A.G 1383 A.T03000/3 Adapter661_097Used in combination with engine support T03000A for mounting the engine and transmission unit in the installed position during engine removal and installation.52T10122/6A Guide piece1)T40264/2A Camshaft lock1)661_078661_079Ring seal for replacing the crankshaft on the transmission side.For locking the camshafts to set the valve timing.T40347 FunnelT40371 Engine support661_080661_081For reliable installation of the piston in the cylinder. The high quality of the funnel inner surface protects the sensitive threepart oil control rings of the piston against damage during installation.For clamping the engine onto the engine and transmission bracket VAS 6095.T40376/1 Valve stem seal fitting toolT40376/2 Valve stem seal fitting tool661_082661_083For installation of the new intake valve stem seals.For installation of the new exhaust valve stem seals.1)A  s an alternative to these tools, it is possible to adapt older tools already available. Detailed tool adaptation instructions are given in the workshop manual.53AppendixGlossaryThis glossary explains to you all terms which are shown in italics and indicated by an arrow ↗ in this self study program.↗ APS – Atmospheric Plasma SprayingIn atmospheric plasma spraying (APS), spray ad