Service Training

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Audi 3.0l V6 TDI engine
with ultra low emission system
(EU6, LEV II, BIN5)

Self-Study Programme 428

Audi puts the world's cleanest diesel technology into series production.

Audi has now taken the TDI's evolution to the next level by developing the world's cleanest diesel engine.
To achieve this, the TDI combustion process was systematically improved. The injection system, rated for injection pressures of
up to 2000 bar, a radically enhanced exhaust gas recirculation system and an optimised turbocharging system are at the heart
of this evolution. A new feature is the integrated cylinder pressure control system. This package of modifications marks the first
step towards bringing about a further, marked reduction in untreated engine emissions. The second step will be to reduce the
nitrous oxide emissions to a minimum through the use of an active exhaust gas aftertreatment system.
The ultra low emission system allows emissions to be minimised, while enhancing fuel economy by combining intra-engine
modifications with an innovative exhaust gas aftertreatment system. The objective was the systematic improvement of the TDI
technology to meet future EU6 limits, as well as LEV II/BIN5, the most stringent limits in force today, so the system is suitable
for roll-out, both in Europe and world-wide.
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AdBlue® is a registered trademark of the

German Automotive Industry Association (VDA)

428_001

The aims of this Self-Study Programme

This Self-Study Programme describes the design and function of the e xhaust gas aftertreatment system using AdBlue®*
reduction agent. By working through this Self-Study Programme, you will be able to answer the following questions:

– What are the exhaust emission limits for petrol and diesel engines according to the applicable emission standards?
– Which process(es) does the combustion chamber pressure sender control?
– Which system components are integrated in the exhaust gas aftertreatment system?
– Why do the elements in the reduction agent tank have to be heated in cold conditions?
 Exhaust emission standards
The guidelines define limits for petrol and diesel engines of passenger cars for the emission of:
Carbon monoxide (CO), unburned hydrocarbons (HC), nitrous oxides* (NOx) and particulate matter (PM) of diesel engines.

Emission limits according to the exhaust emission standards currently in force

Particulate matter
in %
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HC+NOx
in %

CO
in %

Limits are given in g/km

428_036

LEV = Low Emission Vehicle

ULEV = Ultra Low Emission Vehicle
SULEV = Super Ultra Low Emission Vehicle
BIN 5 = exhaust emission standard applicable to California and other US states

The term "BIN" refers to the bags which are used during exhaust emission tests to collect exhaust emissions for analysis.
Depending on which exhaust emission standard is applicable, the emission categories begin at BIN10 and are counted
backwards to BIN5.
 Contents

Introduction

Brief technical description of the 3.0l V6 TDI engine

with ultra low emission system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Engine mechanicals

Engine modifications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Volume-flow controlled oil pump of the 3.0l V6 TDI engine . . . . . . . . . . . . . . . . . 9

Exhaust gas recirculation (EGR) system on the 3.0l V6 TDI engine . . . . . . . . . . 11

Turbocharging system with charge air circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
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Cylinder-pressure based combustion control . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

Engine management

Common rail injection system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Exhaust gas aftertreatment

System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

Fuel and reduction agent tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

Ram pot in active tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

 Exhaust gas aftertreatment

Reduction agent tank sender G684 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

AdBlue®reduction agent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Functional principle of the DeNox catalytic converter system . . . . . . . . . . . . . . 31

Overview of the DeNox system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

Reduction agent pump V437. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Reduction agent injector N474 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

Heating the reduction agent system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

Temperature curve of the reduction agent system heater . . . . . . . . . . . . . . . . . 38

Display in dash panel insert for reduction agent system . . . . . . . . . . . . . . . . . . 39

Diesel tank misfuel inhibitor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

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Service

Handling reduction agent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Instructions for customers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Instructions for workshops . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

Annex

Test yourself . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

The Self-Study Programme teaches the design and function of new vehicle models,
new automotive components or new technologies. Reference Note
The Self Study Programme is not a Repair Manual.
Specified values are for explanatory purposes only and refer
to the software version valid at the time of preparation of the SSP.

For information about maintenance and repair work, always refer to the current technical literature.
 Introduction

Brief technical description of

the 3.0l V6 TDI engine with
ultra low emission system

Technical features

– Volume-flow controlled oil pump

– Timing system with optimised chain drive

– Intercooling system with bypass for charge air

temperature control

– Garrett VTG charger

– Optimised piezo-electric*common rail injection

system rated for injection pressures up to 428_019
2000 bar

– New water-cooled exhaust gas recirculation

system with series connected precooler,
thermostat and electric auxiliary water pump
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428_077

6
 3.0l V6 TDI engine with engine code CCMA for EU6 (Europe)
and CATA for BIN5 (USA)

Torque/power curves

EU6 BIN5
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Engine speed in rpm Engine speed in rpm

Max. power in kW Max. torque in Nm

Specifications
EU6 BIN5
Engine code CCMA CATA
Engine type 6-cylinder V-engine
Displacement in cm3 2967
Max. power in kW (bhp) 176 (238) at 4000 – 4400 rpm 165 (225) at 3500 – 4000 rpm
Max. torque in Nm 550 from 2000 – 2250 rpm 550 from 1750 – 2250 1 rpm
Valves per cylinder 4
Bore in mm 83
Stroke in mm 91.4
Compression ratio 16.8 : 1
Firing order 1–4–3–6–2–5
Engine management Bosch EDC 17 CP 24
Fuel grade Diesel to EN 590 US diesel
Exhaust emission standard EU6 ULEV II/BIN5

7
 Engine mechanicals

Engine modifications

The EU5 version of the 3.0l V6 TDI was the base
engine for the development work. The following
engine modifications were made with the aim of
upgrading the existing powerplant in a modular
fashion.
The optimised two-stage chain drive reduces chain
forces and thereby friction losses. As a further
modification, a flow-controlled oil pump with dual
pressure settings is used to reduce the driving
power requirements of the oil pump.
A new modular aluminium exhaust gas recirculation
cooler provides additional cooling capacity.
It also reduces pressure losses in the exhaust gas
recirculation system. This, in turn, enhances
charging efficiency and fuel economy.
The injection system (rated for injection pressures
up to 2000 bar), an optimised turbocharging system
and a charge air circuit with an integrated inter-
cooler bypass improve temperature management
in the air circuit.
A new feature is the combustion chamber pressure
sender for cylinder-pressure based combustion.

Chains and valve gear

The chain drive was modified in several respects to
minimise internal friction losses.
Chain drive B on the camshaft drive of cylinder
bank 1 was tapered for increased chain wrap around
the larger camshaft sprocket. At the same time, the
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Furthermore, chain drive D was modified in the
region of the balancer shaft to provide better
engagement between the chain and the sprocket.
The balancer shaft is driven counter to the rotation
of the engine at crankshaft speed through chain

powertrain transmission ratio was modified in order drive D.

to reduce the actuation forces.

New - camshaft drive Camshaft drive

Pinion B Pinion C

New - chain drive - pinion D

Balancer shaft

Crankshaft

Oil pump drive

428_004

Legend:
gold colour = old chain drive configuration
silver colour = new chain drive configuration

8
 Volume-flow controlled oil pump
of the 3.0l V6 TDI engine
A volume-flow control system is used to reduce the
driving power requirements of the oil pump.
A rotary vane pump with a variable delivery charac-
teristic adjustable by means of a rotatably mounted
adjusting ring is used on the new 3.0l V6 TDI engine.
This adjusting ring can be subjected to oil pressure
across control faces 1 + 2 and swivelled against the
pressure of the control spring.
At low engine speeds the ECU applies ground
potential to the energised (term. 15) solenoid valve
N428, which opens the oilway to the second control
face of the adjusting ring.
Both oil flows are now acting upon both control
faces, applying the same pressure to each.
The resultant forces are greater than those of the
control springs, with the result that the adjusting
ring swivels anticlockwise.
The adjusting ring swivels towards the centre of
the rotary vane pump, reducing the delivery space
between the vanes.
The low pressure level is selected in dependence
on engine load, engine speed, oil temperature and
other operating parameters, reducing the input
power required to drive the oil pump.

Solenoid valve N428 actuated

Oil pressure switch

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Crankshaft oilway

Low fuel feed rate

Control face 1

Adjusting ring

428_005

Applied oil pressure from Counter-

crankshaft oilway bearing

Fuel delivery space

Vanes

Control face 2

Control spring
428_006

9
 Engine mechanicals

High fuel feed rate

At engine speeds above 2500 rpm or at above
300 Nm of torque (full-throttle acceleration), the ECU
J623 isolates the solenoid valve N428 from ground
potential thereby closing the oilway to control face 2.
The oil pressure now acts on control face 1 only and
applies a force less than that of control spring.
The control spring swivels the adjusting ring clock-
wise about the counter-bearing. The adjusting ring
now swivels away from the centre position, thereby
enlarging the delivery space between each of the
vanes.
By enlarging the spaces between the vanes, the oil
delivery rate is increased. A resistance force coun-
teracts the higher oil flow rate through the oil ori-
fices as well as the crankshaft bearing backlash,
thereby increasing the oil pressure.
The result is a volume-flow controlled oil pump with
two pressure levels.

Solenoid valve closed

and deenergised

Oil pressure characteristic at 100 °C oil temperature

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Oil pressure (bar)

Engine speed (rpm)

428_009

Solenoid valve deenergised

Solenoid valve switched

High fuel feed rate

Control face 1 Adjusting ring at

maximum delivery rate

428_007

Counter-
bearing

Delivery space

Control face 2

428_008

10
 Exhaust gas recirculation (EGR) system on the 3.0l V6 TDI engine

A new type of exhaust gas recirculation module
(EGR module) is used on the EU5 V6 TDI engine.
It unifies the EGR cooler, EGR valve and EGR bypass
functions (including the drive) into a single unit.
A higher cooling capacity is required due to the
higher exhaust gas temperatures in the upper part-
throttle range.
For the EU6/BIN5 version, the EGR module in the
inner V of the engine was supplemented by an
auxiliary cooler connected in series upstream.
The exhaust gas recirculation system comprises a
micro-catalytic converter, an auxiliary cooler and an
EGR cooler (including temperature sensor) and an
electrical, water-cooled exhaust gas recirculation
valve.
In addition, a separate cooling port for cooling the
bypass valve and EGR valve is integrated in the
valve-side housing.
To prevent build-up inside the EGR system,
particularly when lower-grade fuels with a high
aromatic hydrocarbon content are used, a metal-
micro oxidation catalyst is located at the inlet to the
EGR system.

To keep the recirculated exhaust gas temperature to a minimum, the EGR cooler is connected to a separate
low-temperature coolant system (refer to page 13). Coolant is extracted directly at the main radiator outlet
and delivered to the EGR cooler by an electrical pump. The auxiliary cooler is connected to the engine cooling
circuit and almost doubles the engine's cooling c apacity.
Both EGR coolers are fitted with a bypass valve, which enables cooling output to be adapted to requirements
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at each load point. To reduce carbon monoxide and hydrocarbon emission, the flaps are actuated into the
bypass position during the engine's warm-up phase.

EGR cooler

EGR valve V338

Exhaust gas temperature

sensor G98

Throttle valve Bypass valve

428_010

Metal-micro oxidation catalyst

Bypass valve

Series-connected auxiliary
Reference EGR cooler

For information on the design and function

of the EGR module, please refer to Self-Study
Programme 429 "Audi Q5 Engines and
Transmissions".

11
 Engine mechanicals

Active EGR cooler

Due to the improved cooling capacity of the EGR Engine is in part-throttle mode, auxiliary cooler
cooler over the basic version, both particulate mat- bypass is open, EGR cooler bypass is closed,
ter and nitrous oxide emissions have been signifi- exhaust gases are flowing through EGR cooler and
cantly reduced. being cooled down.
The following diagrams show the effectiveness of
the exhaust gas recirculation system with reference
to the particulate matter v. NOx axes at two selected
partial-load points.

EGR cooler under through-flow – auxiliary cooler in bypass

The change-over point of the EGR cooler bypass flap is at approx. 1750 rpm (map-dependent)
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428_047
Particulate matter

0 5 10 15 20 25 30 35
NOx (g/h)

Basis: EU4 EGR cooler EU6

12
 At increasing engine load (i.e. increasing exhaust
gas temperature), the auxiliary cooler is activated
and both EGR coolers enter cooling mode. This
increases the exhaust gas recirculation rate at lower
temperatures and reduces nitrous oxide emissions
still further.

Auxiliary cooler under through-flow – EGR cooler under through-flow

The change-over point of bypass valve at auxiliary cooler is at approx. 2200 rpm (map-dependent)
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428_048
Particulate matter

0 50 100 150 200 250

NOx (g/h)

Cooler and auxiliary

Basis: EU4 EGR cooler EU6
EGR cooler EU6

13
 Engine mechanicals
Turbocharging with charge air circuit
Whereas the exhaust turbocharger for the EU6 ver-
sion was adopted from the EU5 base engine, its
design was specifically adapted to comply with BIN5.
By downsizing the compressor and turbine, good
response and starting performance are achieved up
to high altitudes with a slight reduction in maximum
engine power.
Air guide vane
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Charge air cooling system
with integrated intercooler bypass
In addition to regulating the exhaust gas recircula-
tion temperature, the charge air temperature is a
key factor in keeping the thermodynamic conditions
as constant as possible for combustion at different
ambient temperatures, and thereby in ensuring
consistently low emissions.
turbocharger
3-way pipe
Intercooler
bypass
Intercooler, right
14
An optimised turbine shaft bearing reduces friction
losses during the engine warm-up phase when the
motor oil is cold, and provides more immediate
engine response particularly at altitude and in cold
ambient conditions.
To eliminate flow noises at high charge pressures,
use is made of an intake-end flow restrictor and a
dual-chamber flow restrictor at the compressor
outlet.
Turbocharger 1
control unit 1 J724
Two-chamber flow restrictor
428_029
Exhaust gas temperature
sender -1- G235
Given that the intercoolers have a very high effi-
ciency, and therefore cool the compressed charge
air down to almost ambient temperature at low
outside air temperatures, a bypass was integrated
into the airflow system in order to circumvent the
intercooler.
Throttle valve
Intercooler, left
428_015
 The bypass flap module comprises the flap housing
and two flaps mounted on a common shaft at an
angle of 90° relative to one another.
These flaps allow the continuous mixing of cooled
air from both intercoolers and heated air from the
turbocharger.
In the end positions of the flap, either heated air
from the turbocharger only or cooled air from the
intercoolers is admitted into the intake manifold.
The advantage of variable charge air mixing is that
the intake air temperature can be adjusted to the
required nominal level in a map-dependent fashion
by means of a variable mixing ratio.
This enables constant thermodynamic conditions to
be achieved, resulting in a low-emission combustion
process with a high fuel efficiency.
The charge air temperature is determined by the
charge pressure sender G31 with integrated intake
air temperature sensor G42, which is installed just
upstream of the throttle valve in the pressure hose.

Engine cold, low ambient temperature Bypass flap module

to intake manifold
The heated charge air flowing from the
turbocharger via the three-way manifold is
admitted directly into the intake manifold
through the bypass flap.
This facilitates rapid light-off of the
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oxidising catalytic converter, particulate

filter and exhaust gas treatment systems.

heated air
from turbo-
charger

428_017

Engine under load, high ambient temperature to intake manifold

At engine speeds upwards of

approx. 1750 rpm, cooled charge air flows
to the intake manifold through a defined
position of the bypass flaps in dependence
on the characteristic map.
By closing the bypass valve, the flow path
of the charge air directly into the intake
manifold is shut off. The charge air is
admitted into the intake manifold through
the intercooler.

Cooled air from

the intercoolers

428_016

15
 Engine mechanicals

Cooling system

15 16 17 18 19

14

20
13

21

22

to
12 23

24
11
25

10

9
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7 26

8 27

5
to

3 2
428_018
1

Legend

Coolant heated Coolant cooled

1 Fuel cooling cooler (water/air) 14 Sealing cover for coolant expansion tank
2 Fuel cooling pump V166 15 Coolant temperature sender G62
3 Non-return valve 16 Vent screw
4 Radiator 17 Auxiliary EGR cooler
5 Coolant temperature sender at radiator 18 EGR cooler
outlet G83 19 EGR change-over flap
6 Vent screw 20 Heater heat exchanger
7 Coolant thermostat 21 from heater heat exchanger
8 EGR coolant thermostat 22 to heater heat exchanger
9 EGR cooler pump V400 23 Cylinder head, bank 2 (left)
10 Alternator 24 Fuel cooler (fuel/water)
11 Engine oil cooler 25 Vent screw
12 Cylinder head, bank 1 26 EGR coolant thermostat
13 Coolant expansion tank 27 Coolant pump

16
 EGR cooling

EGR cooler

EGR cooler pump V400

Series-connected
auxiliary EGR cooler

Thermostat on EGR
cooler opens if coolant
temperature at cooler outlet
is greater than 70 °C

Coolant thermostat blue

for engine circuit EGR coolant thermostat from engine
opens at temperatures cooling system
greater than 55 °C

The coolant thermostat for the engine cooling circuit opens at tempera-
tures of greater than approx. 87 °C. The EGR cooler pump V400 starts up red
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to heater heat
if the exhaust gas recirculation system is active and the bypass valve is exchanger
closed.
If the coolant temperature at the radiator outlet exceeds 70 °C, the EGR 428_062
pump is deactivated until the coolant temperature at the radiator outlet
drops below 63 °C.

Fuel cooling

Coolant intake from

expansion tank
Fuel return line
from injection system

Fuel cooling cooler

(water/air)

Fuel return to tank

Fuel cooler
(fuel/water)

At high engine load, the diesel fuel must be cooled

in order to control the injection rate exactly and
meet emission limits.

The fuel cooling pump starts to operate when the

engine is started.

428_028
Fuel cooling pump V166

17
 Engine mechanicals
Cylinder-pressure based combustion control
The cylinder-pressure based combustion control
system is a further stepping stone to achieving ultra
low emissions and optimising fuel economy.
The combustion chamber sender used on the 3.0l V6
TDI engine with ultra low emission system was
developed by Beru under the name PSG* (Pressure
Sensor Glow Plug).
It is a combustion chamber pressure sender with an
additional glow plug and is integrated in the 2nd
and 5th engine cylinders.
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Bellows
Combustion chamber
Coiled filament
pressure sender
428_020
The cylinder-pressure controlled combustion system
is able to adapt the injection timing, i.e. the combus-
tion pressure characteristic, optimally to the differ-
ent fuel grades and exhaust gas recirculation rates.
The combustion characteristic is determined from
the pressure signal generated by the combustion
chamber pressure sender and from the engine
speed signal.
A correction factor is determined for the nominal
combustion characteristic according to the differ-
ence between the actual and nominal values, and it
is applied to both the injection system and the air
system.
The fuel grade, particularly the cetane number, is a
major factor influencing the combustion process
and the combustion rate. Use of low-cetane fuel
reduces the ignitability of the fuel, and consequently
results in a significantly greater ignition delay. The
ignition timing migrates towards "retard", resulting
in misfiring and/or incomplete combustion.
18
It allows the new function to be integrated into the
existing design space for the cylinder head concept.
The heating rod is movably mounted within the glow
plug body and transfers the cylinder pressure to a
diaphragm via a push rod. The deformation of the
diaphragm is determined by change of resistance
and processed by an integrated electronic circuit.
The processed voltage signal is transmitted to the
ECU for further evaluation.
Diaphragm*
(piezo-resistive effect)
428_056
Axially movable heating rod
Combustion pressure
* Diaphragm (piezo-resistive effect)
A silicon resistor is mounted to the edge of
a diaphragm.
In engines without cylinder-pressure based combus-
tion control, combustion can be incomplete at very
high EGR rates due to pronounced retardation of the
ignition timing and lag. This causes a combustion
condition similar to misfiring, as well as a dramatic
increase in HC and CO emissions.
The cylinder-pressure based combustion control
system serves to maintain constant (i.e. stable)
combustion conditions.
The increased ignition delay is counteracted by
advancing the injection timing.
This enables HC and CO emissions to be kept at a
near-constant low level when using low-cetane fuel,
and at low engine loads and high EGR rates.
 Engine management

Common rail injection system

The high-pressure injection system uses a new A CP4.2 twin-piston high-pressure pump produces
generation Bosch Common Rail System. rail pressures of up to 2000 bar.

428_022

The pump was improved to meet the higher

demands arising from the large variations in fuel
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quality.
The high-pressure pump was strengthened in order
to counteract increased wear due to lower lubricity
and higher water content. Special coatings were
applied to the pulleys and pistons, and the cast
aluminium housing was subjected to additional heat
treatment.

Note
Always refer to the Workshop Manual when
installing the toothed belt sprocket for the
high-pressure pump.

428_023

The injectors were also developed for use at

injection pressures of up to 2000 bar. Using the
same 8 hole nozzle configuration, nozzle through-
flow was reduced and adapted to meet the new
emission limits.
The smaller nozzle diameters and the increased
injection pressure enhance mixture preparation
during the injection cycle, thereby improving EGR
compatibility at part throttle and facilitating high
fuel delivery rates at wide open throttle (WOT).

By combining smaller nozzle ports and higher

injection pressures at WOT, therefore, the V6 TDI
with ultra low emission system matches the
performance curve of the EU5 base engine.

428_024

19
 Engine management

Fuel system

Fuel metering
valve N290

High pressure
pump CP 4.2
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Pressure retaining valve

Temperature-dependent
Fuel temperature changeover
sender G81

Electrical auxiliary Fuel filter

fuel pump V393

High pressure 300 – 2000 bar

Return pressure from injector 10 bar

20
 Fuel pressure sender
G247

High pressure accumulator 1 (rail)

4 5 6
Piezo-electric injectors 4 – 6
N33, N83, N84

High pressure accumulator 2 (rail)

1 2 3
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Fuel pressure regulating valve

N276

Piezo-electric injectors 1 – 3
N30, N31, N32

Coolant outlet Coolant inlet

Mechanical crash valve

Fuel cooler
(fuel/water)

Baffle housing
Tank

Fuel pump
(pre-supply pump) G6

428_026

21
 Engine management

System overview

Sensors

Air mass meter G70

Engine speed sender G28

Hall sender G40

Coolant temperature sender G62

Radiator outlet coolant temperature sender G83

CAN bus
Fuel temperature sender G81

Combustion chamber pressure sender for

cylinder 2 G678

Combustion chamber pressure sender for

cylinder 5 G681
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NOx sender 1 G295

Fuel pressure sender G247 (downstream
of turbocharger)

Accelerator pedal sender with accelerator

pedal position senders G79 and G185

Exhaust gas recirculation potentiometer G212

Brake light switch F and

Brake pedal switch F47

Charge pressure sender G31 and NOx sender 2 G687

Private CAN bus

Intake air temperature sensor G42 (downstream
of DeNox cat*)
Oxygen sensor G39

Reduction agent tank sender G684

Pressure sender for reduction agent metering

system G686

Reduction agent temperature sender G685

Exhaust gas temperature sender 3 Engine control unit J623

(downstream of oxicat) G495

Catalytic converter temperature sensor -1- G20

EGR temperature sensor G98

Diagnostic port
Exhaust gas temperature sender -1- G235

Exhaust gas temperature sender 4

(downstream of particulate filter) G648

Exhaust gas temperature sender 2

(upstream of cat, BIN5 only) G448

Differential pressure sensor G505

Auxiliary signals:
- Cruise control system - Terminal 50
- Speed signal - Crash signal from airbag control unit
- "Request to start" to ECU (Kessy 1 + 2)

22
 Actuators

Piezo-electric element for injector, cylinder 1 – 3

N30, N31, N32

Piezo-electric element for injector, cylinder 4 – 6

N33, N83, N84

Automatic glow period control unit J179

Glow plugs Q10, Q11, Q12

Glow plugs Q13, Q14, Q15

Oil pressure regulating valve N428

NOx sensor 1 Throttle valve control unit J338

control unit J583
(downstream of
turbocharger)
Fuel metering valve N290
ProCarManuals.com

Fuel pressure regulating valve N276

Exhaust gas recirculation cooler pump V400

Exhaust gas recirculation servomotor V338

NOx sensor 2
control unit J881 EGR cooler changeover valve N345

EGR cooler changeover valve 2 N381

Turbocharger 1 control unit 1 J724

Intake manifold flap motor 1, 2 V157, V275

Charge air cooler bypass control unit J865

Auxiliary signals:

Air conditioner
compressor
Auxiliary coolant heater
Fan speeds 1 + 2
Auxiliary heater heating
element Z35
Reduction agent metering system control unit J880*
Reduction agent injector N474
Reduction agent pump heater Z103
Reduction agent line heater Z104

Reduction agent pump V437

Reduction agent transfer pump V436
Reduction agent tank heater Z102

Fuel cooling pump V166

Oxygen sensor heater Z19

Fuel pump relay J17

Fuel pump (pre-supply pump) G6

Auxiliary fuel pump relay J832

428_025 Auxiliary fuel pump V393

23
 Exhaust gas aftertreatment

System overview
In stage 1, emissions and fuel consumption are
reduced by intra-engine modifications, and in
stage 2 the emissions are reduced again to a
minimum by exhaust gas aftertreatment.
In addition to the familiar oxidising catalytic con-
verter and diesel particulate filter, new components
are used for minimising nitrous oxide emissions.
The exhaust system consists of a close-coupled
oxidising catalytic converter, the catalysed soot
filter, the active exhaust gas aftertreatment system
and the silencer.
The following sensors are integrated in the exhaust
system:
– Temperature measurement sensors upstream and
downstream of the oxidising catalytic converter,
downstream of the diesel particulate filter
– Differential pressure sensor for soot load
measurement
– NOx sensor upstream of oxidising catalytic
converter and DeNox catalytic converter
These sensors can be used to check the exhaust gas
aftertreatment process.

NOx sensor 1 control unit J583

(downstream of turbocharger)
Exhaust gas temperature
sender 1 G235

Private CAN to ECU

ProCarManuals.com

EGR temperature Oxygen sensor G39

sensor G98

Engine control unit J623

Combustion chamber
pressure sender for
cylinder 2, 5
G678, G681
NOx sender 1 G295

Exhaust gas temperature

sender 2 G448 (BIN5 only)

Catalytic converter temperature

sensor -1- G20

Exhaust gas temperature

sender 3 G495

Exhaust gas temperature

sender 4 G648

Oxidising catalytic
converter

Diesel particulate filter Reduction agent

injector N474

24
 The exhaust gas aftertreatment system is com- For this purpose, a 32.5 percent urea/water solution
prised of the DeNox catalytic converter, the reduc- is used as a reduction agent (the reduction agent is
tion agent injector and the reduction agent storage marketed under the name AdBlue®) and injected
tank system with reduction agent fuel delivery unit into the exhaust system in small doses.
and reduction agent lines.
Due to the auxiliary DeNox catalytic converter,
located downstream of the oxidising catalytic con-
verter and the diesel particulate filter, nitrous oxide
emissions can be largely eliminated.

DeNox catalytic converter = nitrous oxide reducing catalytic converter

ProCarManuals.com

Tank with:
- Reduction agent tank sender G684
- Reduction agent temperature sender G685
- Reduction agent tank heater Z102

Reduction agent pump V437 with:

- Pressure sender for reduction agent
metering system G686
- Reduction agent pump heater Z103

NOx sender 2 G687

NOx sensor 2 control unit J881

428_027

DeNox catalytic converter

25
 Exhaust gas aftertreatment

Fuel and reduction agent tanks

In addition to the conventional diesel tank, two
reduction agent storage tanks were added - the
active tank and the passive tank. A diesel tank
capacity of 100 litres was maintained by making
optimal use of the design space available in the
underbody area. The reduction agent tank system
is configured as a closed-circuit pressurised tank
system.
To avoid overpressure or underpressure, a pressure
relief valve is installed close to the filler neck.
It opens at pressures below –40 mbar and above
150 mbar and thus protects the tank system against
mechanical overload. Both tanks are connected to
the pressure relief valve by ventilation lines.
The reduction agent storage volume of approx.
23 litres is distributed between the 7.5 litre active
tank, directly below the tank filler neck, and the
15.5 litre passive tank in the underbody area.
The diesel tank is filled as per usual through the filler
neck.
If the vehicle has an ultra low emission system, the
reduction agent tanks are filled through an additional
filler neck. Both tanks can be accessed via the filler
flap.

Transfer line
Reduction agent
filler neck
ProCarManuals.com

Breather valve
Reduction agent
Active tank 428_031

Diesel tank Reduction agent tank

Seal Seal
Reduction agent pump

428_034

Improved fuel tank

with 100 l capacity

Filler pipe

Breather valve
Reduction agent
Passive tank

26
 Active tank

The reduction agent pump V437, the overflow fitting return lines are mounted to the active tank.
for filling the passive tank, the pipe union for filling The active tank is heated and contains sensors.
the passive tank and the heated supply and

View from below

Supply line Return line
Overflow fitting

Reduction agent
pump V437

Ram pot
Connection to reduction
agent injector

Overflow
ProCarManuals.com

When the active tank is filled, the reduction agent

flows into the passive tank under the force of gravity
after the pre-defined fill level in the active tank is
reached. The passive tank serves as an additional
reservoir. It is not heated and contains no sensors.
Transfer pump V436 is mounted to the passive tank
and is used for the delivery of reduction agent. It is to
designed in much the same way as the diaphragm passive tank
piston pump, which is driven by the ECU.
Transfer pump V436 is activated by ECU J623 and
pumps reduction agent from the passive tank into
the active tank.
The reduction agent transfer pump V436 is activated
428_038
whenever tank sender G648 in the active tank detects
a low reduction agent level, and if the vehicle is
travelling faster than 10 kph.
Note
Due to sloshing of the reduction agent on winding
The reduction agent tanks are designed
roads, the tank sender may not indicate full for a
so that one tank filling is sufficient to
short time. The ECU J623 detects this condition and
meet the demand for reduction agent
likewise activates the reduction agent transfer pump.
in between service intervals.

Passive tank
Reduction agent
transfer pump V436

428_041

If there is no reduction agent left in the passive tank, the ECU detects (from the current draw) that the pump
is running dry and shuts the pump off.
27
 Exhaust gas aftertreatment

Ram pot in the active tank

The ram pot integrated into the active tank from below and contains an electrical resistance heating mat,
a reduction agent filter (designed for lifetime use), a tank sender and a reduction agent temperature sensor.

Heating mat strips extend down

to the bottom of the active tank.

Reduction agent
tank heater Z102

Heating mat in
reduction agent filter
ProCarManuals.com

Reduction agent
tank sender G684

Reduction agent
temperature sender G685

428_045

Heated connection
Supply line
Connection for level gauge
and temperature sensor

Heating current
connection

28
 Reduction agent tank sender G684
Level gauge circuit diagram
Spacer ring

Reed Temperature
contact* 2 sensor
Status I

Float with
Status II magnet
Reed
contact 1

Status III

428_043

BIN5
ProCarManuals.com

428_046
428_069

EU6

Function description

428_068

Status I

Operating Reed contact 2 initialises start of

point of reed
contact 2
dynamic fuel range calculation
3700 km
Level 4.4l (start value for calculation = 3700 km)

2400 km / 1500 mil If the level drops below this mark, a white
Status II filling bottle is indicated in the dash panel
insert display.
Operating
point of reed
contact 1
Alignment of calculation/level measure-
Level 2.4l ment via reed contact 1
1000 km / 600 mil If the level drops below this mark, a yellow
filling bottle is indicated in the dash panel
Status III insert display.

Level 0 0 km If the level drops below this mark, a red

428_070
filling bottle is indicated in the dash panel
insert display.
Refilling:

The tank must be filled with at least 3.8 litres/two AdBlue® refill containers* (2x 1.9l = 2x 0.5 gal) to reset the
sensors to status I (refer to info sticker on inside of filler flap).

29
 Exhaust gas aftertreatment

AdBlue® reduction agent

A high-purity, transparent 32.5 percent urea/water solution is used as a reduction agent. It is marketed in
Europe under the brand name AdBlue® and in the USA under the name Diesel Exhaust Fluid AdBlue®.

The reduction agent is non-toxic, non-flammable, biodegradable and belongs to the lowest water pollution
hazard category. It is neither classified as a hazardous substance nor as hazardous cargo.

Properties of the reduction agent:

– It freezes at temperatures below –11 °C.

– At high temperatures of approx. 70 °C – 80 °C, the reduction agent degrades and can produce a noxious
odour due to the formation of ammonia.

– Aged reduction agent differs from the largely odour-neutral, fresh solution due to its unpleasant odour.

– Aged reduction agent or foreign medium is detected by the NOx sensors in the exhaust system.

– Leaked reduction agent crystallises into white salts.

– The reduction agent has a high viscosity and penetrates the smallest spaces, owing to its capillary effect.

How to handle AdBlue ® reduction agent

ProCarManuals.com

– Use the AdBlue® reduction agent approved by Audi/VW in accordance with the VW Standard and DIN 70070.
Foreign media can damage the DeNox system.

– Do not reuse reduction agent which has been drained off, in order to avoid contamination.

– Only perform filling using the approved tools and containers specified by the manufacturer.
The AdBlue® active tank filler cap can be opened using the car's tool kit (wheel brace).

Half-gallon (1.89 litre) AdBlue®

AdBlue® refill container 10 litre reduction agent tank

428_073

428_058

30
 Functional principle of the DeNox catalytic converter system
Several minutes after starting the engine, DeNox catalytic converter will have reached its operating tempera-
ture, with the exhaust gas temperature at 180 °C. After this temperature information has been sent to the
ECU J623 from the exhaust gas temperature sender 4 G648 upstream of the DeNox catalytic converter, the
reduction agent can be injected (dispensed). Various chemical processes take place along the route from the
injector N474 to (and within) the DeNox catalytic converter.

If the reduction agent is injected into a stream of hot gas, the water initially evaporates.
CO(NH2)2 + H2O CO(NH2)2
Reduction agent urea
This is followed by a thermolysis reaction, during which urea is reduced to isocyanic acid and ammonia.
CO(NH2)2 NH3 + HNCO
Urea ammonia + isocyanic acid
If hot surfaces are present, the isocyanic acid can be converted by hydrolysis to carbon dioxide and an
additional ammonia molecule.
HNCO + H2O NH3 + CO2
Isocyanic acid + water ammonia + carbon dioxide
Ammonia is stored within the DeNox catalytic converter and reacts with the nitrogen monoxide (NO) and
nitrogen dioxide (NO2) in the exhaust gases to form nitrogen (N2) and water (H2O).

NO + NO2 + 2NH3 2N2 + 3H2O

Nitrogen monoxide + nitrogen dioxide + ammonia nitrogen + water
ProCarManuals.com

The water required for the reaction is contained in the exhaust gases as a reaction product of the engine
combustion processes. Thus, two molecules of ammonia can be extracted from a single molecule of urea
and utilised for reactions in the reduction catalytic converter.

DeNox catalytic converter

NOx sender 2 G687

428_076

Reduction agent
Spray cone

Reduction agent
injector N474 Mixer

428_033

Thermolysis = a chemical reaction during which a reactant is broken down into multiple substances
by heating.

Hydrolysis = decomposition of a chemical compound by reaction with water

31
 Exhaust gas aftertreatment

Overview of the DeNox system

Reduction agent
metering system
control unit
J880

Engine
control unit
J623

Tank flap module

ProCarManuals.com

Passive tank Active tank

Reduction agent
transfer pump
V436

32
ProCarManuals.com

Reduction agent pump V437 with:

- Pressure sender for reduction agent
metering system G686
- Reduction agent pump heater Z103

Reduction agent
DeNox catalytic converter
injector N474

428_040

33
 Exhaust gas aftertreatment

Reduction agent pump V437

The reduction agent pump is mounted to the active
tank. A heated, electronically controlled gear-type
pump, the reduction agent pump is driven by the
ECU by a pulse-width modulated signal (PWM
signal).
The reduction agent pump is the centrepiece of the
tank system, and its task is to supply reduction agent
at the required pre-pressure of 5 bar to the reduction
agent injector.
The reduction agent pump is capable of purging the
supply line to the reduction agent injector after the
engine is shut off.
This prevents the reduction agent in this area from
freezing while the engine is stationary.
ProCarManuals.com
The pump switches to suction mode whenever the
engine is shut off by reversing the direction of rota-
tion of the reduction agent pump (by PWM signal).
To regulate the pressure, the pump has an inte-
grated differential pressure sensor which senses
the direction of rotation of the pump by sensing
positive or negative pressure.
To prevent hot exhaust gas from being extracted,
the injector is opened in a time-delayed fashion
(depending on the temperature within the exhaust
system, the maximum delay is 60 seconds) and the
reduction agent is drawn back.
The reduction agent pump is connected to the
active tank by the supply and return lines, and to
the reduction agent injector by the heated feed line.

Pressure regulating valve with

restrictor for setting the reduction
agent pressure of 5 bar

Supply line from active tank

Pressure sender for reduction

agent metering system G686

Return line to active tank

428_064

to reduction agent injector

with 5 bar pressure

Specifications of reduction agent metering system pump:

– Geared displacement pump

– Pump speed N max = 2400 rpm during feed, 3500 rpm during purging
– Feed pressure Pmax = 6 bar (electronically controlled via a pressure sensor (always used))
– Current draw = 25 W, nominal 12 W
– Flow rate Vmax = 5 – 10 l/h at 5 bar throttle valve differential pressure (target: 6 litres)

34
 Reduction agent injector N474
Reduction agent must be fed continuously to the
catalytic converter. For this purpose, reduction
agent is injected by the reduction agent injector
N474.
The reduction agent injector is driven in a pulse-
width modulated (PWM) fashion by the ECU.
The open time of the injector depends on the
amount of ammonia which has accumulated in
the DeNox catalytic converter.
Functioning of the injector and the DeNox catalytic
converter is monitored by the NOx sender 2 G687
downstream of the DeNox catalytic converter.
An even distribution of ammonia inside the DeNox
catalytic converter is very important for achieving
high conversion efficiency.
To ensure that this is the case, extensive improve-
ments were made to the spray geometry and the
mixer located downstream in the exhaust system.
This mixer is arranged directly behind the reduction
agent injector and is responsible for optimally mix-
ing the reduction agent and the exhaust gases.
The mixer induces turbulence in the flowing
exhaust gases and reduction agent. With its heated
surface, it also acts as an evaporator enabling the
reduction agent to enter into a partially gaseous
state.

Electrical connection
for valve activation
ProCarManuals.com

Reduction agent
pump connection

3-hole
injector

Control piston for

injector actuation
Magnetic coil
428_065

Upwards of a temperature of approx. 180 °C, the urea in the exhaust gas is converted to ammonia (NH 3).
The temperature threshold is also an enabling criterion for the injection of reduction agent.

Mixer

Reduction agent
injector N474

428_074

35
 Exhaust gas aftertreatment

Heating the reduction agent system

Because the reduction agent freezes at –11 °C, the
metering system is heated.
A heating mat integrated in the ram pot heats both
the ram pot itself from top to bottom, and the filter
and couplings.
Furthermore, elongated sections of heating mat
project into the tank.
The tank is additionally heated by a heating
cartridge in the head of the reduction agent pump.
To keep the reduction agent to the reduction agent
injector ice-free, the feeder line is heated electrically
by heating filament wrapped around its
circumference.

Note

Heating circuit 1 = tank heater

Heating circuit 2 = for heating the reduction agent pump and the heated lines
ProCarManuals.com

Electrical heating
of the return line Reduction agent pump
Electric connection
Electric connection for heating circuit 2
for heating circuit 1 (multiple connections)
(on the ram pot)

428_054

Electrical heating
of the supply line
Heating cartridge in the head
of the reduction agent pump
metering system

36
 The heaters are actuated electrically by the reduction
agent metering system control unit J880. This means
that they can easily be activated through the ECU,
whereby a distinction is made between thawing
mode and heating mode.

Information on reduction agent temperature is

provided by the reduction agent temperature sender
G685.

Reduction agent
tank heater Z102

Reduction agent pump V437

with heater Z103

Reduction agent line heater Z104

ProCarManuals.com

to reduction agent injector

Heating filament for

return line coupling
Heating filament for
reduction agent filter

Reduction agent injector N474

Reduction agent
temperature sender G685

Heating mat extension

in supply line coupling 428_037

Note

If the reduction agent metering system heater or parts of it malfunction, the reduction agent
can freeze while driving. Injection of the reduction agent cannot take place. The exhaust gas
warning lamp K83 is activated and a fault is stored in the ECU memory.

37
 Exhaust gas aftertreatment

Temperature curve of the reduction agent system heater

Temperature curve
Time (s)

Temperature (°C)

The temperature characteristic is prescribed by law in the North American Region (NAR).
ProCarManuals.com

Heating circuit 1 Heating circuit 2

Activation If the temperature inside the tank or of the
ambient air is below –7 °C, the reduction agent
tank heater is activated by the ECU through the
reduction agent heater control unit.
If the ambient air temperature is below –5 °C,
the reduction agent pump heater and the
reduction agent line heater are activated by
the ECU through the reduction agent heater
control unit.

Heating Heating duration is approx. 20 minutes at tem-
duration peratures between –7 °C and –13 °C, and up
to 45 minutes at temperatures down to –25 °C.
Reduction agent is actively thawed so it is ready
for metering by the system.
Heating duration is approx. 100 seconds at
temperatures below –5 °C, increasing to
21 minutes at temperatures down to –25 °C.

Post-heating At temperatures below –7 °C, the heating phase

is always followed by a post-heating phase.
This takes approx. 5 minutes.
The purpose of the post-heating phase is to
ensure that a sufficient amount of thawed
reduction agent is available at all operating
points.

38
 Display in dash panel insert
for the reduction agent system

The DeNox system indicator is integrated in the It lights up to prompt the driver, in advance, to refill
dash panel insert display. the tank with reduction agent, or to alert the driver
to a fault in the system.

Display

428_082

Where reduction agent is used for exhaust gas aftertreatment, exhaust emission standard EU6/BIN5 requires
that engine starting be prohibited under the following conditions:

– There is not enough reduction agent in the tank.

– It is not possible to meter (inject) the reduction agent due to system faults.
– The reduction agent is of insufficient quality.
– Variance in reduction agent consumption (leaks).
ProCarManuals.com

The aftertreatment display strategy of the dash panel insert

If the quantity of reduction agent in the tank drops below a defined level, the driver is prompted to refill the
tank with reduction agent in three warning stages.

Remaining Acoustic Display in Information for the driver

range warning dash panel insert

2400 km 1 x gong
This instruction appears together with a white filling
and less bottle if the quantity of reduction agent is only suffi-
cient to cover the remaining range indicated.
Please
The driver is prompted to refill the tank with reduction
refill tank
agent. An acoustic warning signal sounds as an addi-
with AdBlue!
tional reminder.

1000 km 1 x warning
and less buzzer This instruction appears together with a yellow filling
bottle if the quantity of reduction agent is only suffi-
Refill tank cient to cover the remaining range indicated.
with AdBlue! The driver is prompted to refill the tank with reduction
Engine cannot agent. The driver is informed that the engine cannot be
be started in started after the indicated remaining range has expired.
1000 km! An acoustic warning signal sounds as an additional
reminder.

0 km 3 x warning
This instruction appears together with a red filling
buzzer
bottle if the reduction agent tank is empty.
The driver is informed that the engine cannot be
Refill tank
started, and is prompted to refill the tank with reduc-
with AdBlue!
tion agent. Three consecutive warning signals sound as
Engine cannot an additional reminder.
be started!

39
 Exhaust gas aftertreatment

Refilling tank with wrong medium

If the reduction agent tank is filled with a medium other than AdBlue® reduction agent, the NOx sensor
may detect some reduction in the operating efficiency of the DeNox catalytic converter.
In this case, the following information is displayed to the driver via the dash panel insert.

Remaining Acoustic Display in Information for the driver

range warning dash panel insert

1000 km 1 x warning
and less buzzer This instruction appears together with a red filling
bottle if the quantity of reduction agent is only
Check sufficient to cover the remaining range indicated.
AdBlue! The driver is informed that the engine cannot be
Engine cannot started after the indicated remaining range has
be started in expired.
1000 km! The driver is prompted to take car to the nearest Audi
dealer or service facility for servicing. An acoustic
ProCarManuals.com

warning signal sounds as an additional reminder.

0 km 3 x warning
buzzer This message appears together with a red filling bottle
if misfilling is identified.
The driver is informed that the engine cannot be
Check
started after it is shut off, and is prompted to take the
AdBlue!
car to the nearest Audi dealer or service facility for
Engine cannot servicing. Three consecutive warning signals sound
be started! as an additional reminder.

Note
When this information appears in the dash panel insert display in the Audi Q7, the tank must
be refilled with at least 3.8 litres (two 1.89-litre (half-gallon) containers of AdBlue®):
After refilling the tank with the requisite quantity of reduction agent, the system detects
within approx. 2 minutes that the tank has been refilled and re-enables engine starting.
The displays and filling quantities refer to the Audi Q7.
Different displays and filling quantities may apply when using the ultra low emission system
on other models.

40
 Diesel tank misfuel inhibitor

Release catch Tension spring

Spring-loaded
sealing flap 428_072 428_081

Flap bearing
Ground contacts Emergency fuelling slots
ProCarManuals.com

To ensure that the diesel tank is correctly refuelled with diesel, a sealing flap is integrated in the filler neck.
This sealing flap can only be released by a fuel nozzle having the exact diameter of a diesel fuel nozzle, since
the diesel fuel nozzle must push out both release catches simultaneously to open the sealing flap. If only one
of the two release catches is actuated by a worn diesel fuel nozzle, the actuating mechanism does not allow
the sealing flap to open due to the tension spring.

However, with a little patience, the tank can be filled with the contents of a spare fuel container through
emergency refuelling slots at the sides.

Release catch, top Spring-loaded flap

428_055

Clearance required to release flap Release catch

(pushed open by fuel nozzle) with flap bearing

41
 Service

Handling reduction agent

Note
Instructions for customers Before handling the AdBlue® refill con-
tainer, please read the current directions
for use and the sticker inside the filler flap.
Reduction agent consumption often increases when
driving under load (when climbing, towing a trailer),
with the result that the low reduction agent warning
is indicated in the dash panel insert earlier than
usual.
If this occurs, the customer can self-refill the
(AdBlue®) reduction agent tank with two half-gallon
(1.89 litre) refill containers of AdBlue®.
AdBlue® reduction agent is available from Audi
partners or selected filling stations.

To refill the tank, a fill adaptor must be screwed onto 428_061

the AdBlue® refill container.
After screwing on the AdBlue® refill container, the
bottle can be screwed onto the filler neck of the
reduction agent tank.
By applying pressure to the bottle, the valve in the fill
adaptor opens allowing the reduction agent to be
poured into the active tank.
The gases which are displaced from the reduction
agent tank enter the reduction agent tank ventilation
ProCarManuals.com

system.
428_066
At the start of the cold season, the active tank should Half-gallon (1.89 litre)
be kept filled with reduction agent, as there are no AdBlue® refill container
heating elements installed in the passive tank and Filler adaptor with open
and close functions
the reduction agent will be unavailable if frozen. In
this way, it can be ensured that active tank contains
sufficient reduction agent to last the entire cold
season.

428_058

428_059

To open:
Press the AdBlue® refill container.
To close:
Pull out the refill container.

428_060

42
 Instructions for workshops

Reduction agent tanks are to be filled at

the pre-delivery inspection* or at every
30,000 km mileage-based service event*
using the filling device for reduction agent
VAS 6542.

428_049

For this purpose, screw the filling device

for reduction agent VAS 6542 onto the
reduction agent tank's filler neck and onto
the reduction agent tank.
A ventilation line integrated in the filling
line ensures that the reduction agent tank
ProCarManuals.com

and container are always well-ventilated.

The contents of the tank can drain off in
one direction of flow.

428_050

Please make sure that the container is

suspended at least 700 mm above the filler
neck of the active tank, in order to ensure
that the passive tank is properly filled.

428_051

AdBlue® active tank

When the pre-defined fill level in the active

tank is reached, the passive tank is filled
through the overflow fitting in the active
tank.

* Filling quantities are specified in the current

"Maintenance" literature. 428_052

43
 Annex

Test yourself

Which of the following answers is correct?

Sometimes only one answer will be correct.
Perhaps more than one answer is correct – or all!

1. What does the name AdBlue®stand for?

A The colour (blue) of the reduction agent added to the fuel.

B A reduction agent admixed with the exhaust gas to reduce certain exhaust emissions.
C An oxidant used to reduce hydrocarbon and carbon monoxide emissions in the exhaust gas.

2. What are the properties of the AdBlue® reduction agent?

A It is combustible and highly flammable.

B It degrades at temperatures between 70 and 80 °C (noxious odour).
C It freezes at temperatures below –11 °C.
ProCarManuals.com

3. Please annotate the drawing below!

1 ……………………………………………………

2 ……………………………………………………

3 ……………………………………………………

4 ……………………………………………………

428_075

4. What is the purpose of the reduction agent transfer pump V436?

A To circulate the reduction agent.

B To keep the active tank filled.
C To extract reduction agent from the active tank.

44
 5. From which reduction agent tank is the reduction agent taken?

A Active tank
B Passive tank
C Depends on which tank still contains reduction agent.

6. What happens after all the reduction agent in the vehicle is used up?

A An advance warning is indicated in the dash panel insert and an acoustic signal sounds.
B If the reduction agent is completely used up, the engine cannot be started.
C A prompt appears instructing the driver to refill the tank. However, the vehicle can still be driven
without any limitations.
ProCarManuals.com

7. What is the maximum injection pressure of the common rail injection system?

…………………

8. Why should the active tank be filled prior to the cold season?

A So that the passive tank contains heated reduction agent.

B Because the content of the passive tank will otherwise freeze.
C To extend the range of the reduction agent.

8. B;
7. 2000 bar
6. A, B;
5. A;
4. A, B, C;
3 = Reduction agent, 4 = Mixer
3. 1 = Exhaust gas flow, 2 = Reduction agent injector N474,
2. B, C;
1. B;

Solutions:

45
 Annex

Glossary

This glossary explains to you all terms written in italics or indicated by an asterisk (*) in this Self-Study
Programme.

AdBlue® PSG
AdBlue® is a registered trademark of the German This abbreviation stands for "Pressure Sensor
Automotive Industry Association e. V. (VDA). Glow Plug". It is a glow plug that is simultaneously
It is a reduction agent which is admixed with the capable of measuring pressure inside a cylinder.
exhaust gas to reduce certain exhaust emissions.
The reduction agent is a non-hazardous, synthetic
solution. It is one third urea and two-thirds water.

AdBlue® refill container Reed contact

This is in fact a refill bottle of AdBlue® reduction
agent with a special closure mechanism.
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A special switch which operates contact-lessly. The
contact is actuated by an external magnetic field
generated by a permanent magnet (reed contact)
located nearby, or electrically by a magnetic coil.

DeNox catalytic converter Reduction agent metering system control

The term DeNox stands for "nitrous oxide reducing". unit J880
During this chemical reaction, not all constituents It is wired discretely and is responsible for heating
of the exhaust gas are reduced, only the nitrous the AdBlue® system, which is also the designated
oxides. output for the tank heating system.

Gallons Nitrous oxides

A unit of volume used for example in the USA to
denote fuel volumes (or quantities).
One gallon is equivalent to approx. 3.8 litres.
A collective chemical term for compounds of nitro-
gen and oxygen.
(NO, NO2)
They are produced in the engine during combustion
processes and are partially responsible for causing
harm to the environment.

Piezo
Piezo is of Greek origin and translates to "to press".
A piezo-electric crystal is a special crystal which
outputs a measurable voltage under pressure or,
conversely, changes length when voltage is applied.
Common rail injection elements make use of this
effect.

46
 Summary

The ultra low emission system by Audi is the very best exhaust gas aftertreatment technology that can
currently be implemented in volume production.

It enables vehicles with ultra low emission system to undercut both the strict limits of the US BIN5 standard
valid for all federal states, including California, and the limits currently being discussed for the EU6 standard,
planned for 2014.

This means that the TDI can be operated all around the world. Thanks to the combined package of new
technologies, the 3.0 TDI also achieves a further reduction in fuel consumption and thus of CO 2 emissions.
The customer is able to enjoy driving a sporty and powerful vehicle and still feel good about taking
environmental issues to heart.

The TDI is also fit for the future from another perspective: it can also be run on alternative fuels.
All forecasts predict a significant increase in the proportion of diesel vehicles on the world market.
With the TDI and ultra low emission system, Audi is perfectly prepared.
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Self-Study Programmes

This Self-Study Programme summarises all you need to know about the 3.0l V6 TDI engine.
For more information about the content of this document, please refer to the relevant Self-Study Programmes.

428_078 428_079 428_080

SSP 325 Audi A6 ’05 Engines and Transmissions – Contents: 3.0l V6 TDI with Common Rail Injection
SSP 409 Audi A4 ’08 – Contents: 2.0l TDI and 2.7/3.0l V6 TDI with Common Rail Injection
SSP 429 Audi Q5 Engines and Transmissions – Contents: 2.0l TDI and 3.0l V6 TDI with Common Rail Injection

47
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specifications subject to
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AUDI AG
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