Audi 4.

0l V8 TDI engine
of EA898 series
Self Study Programme 652
ProCarManuals.com

For internal use only

Audi Service Training


As a source of superior driving power in the premium segment, the
V8 TDI engine offers high traction and ample power reserves in any
driving situation. The new V8 TDI continues to follow this course.
An electric powered compressor (EPC) contributes to good drive-
away performance.
The derivatives of the new engine generation will be available with
the following features:
• Power spread from 310 kW to 320 kW
• Maximum torque of up to 900 Nm
• Certification to EU6 (ZG) emission standard
• Certification to EU5 and ULEV125 emission standards for
export markets
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Learning objectives of this self study programme:
This self study programme describes the design and function of
the 4.0l V8 TDI engine of the EA908 engine series.
After you have completed this self study programme you will be
able to answer the following questions:
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In addition to the main development targets, a key aim was to
create a standard engine for all markets. The different emission
standards are differentiated by the vehicle exhaust system.
The state-of-the-art technologies described in this self study
programme have been implemented with the following aims:
• High engine power output and high torque for sporty position-
ing in an S model
• Low fuel consumption for high efficiency in the high-perform-
ance segment
• Low and sustainable emissions certified to EU6, EU5 and
ULEV125 exhaust emission standards for world-wide use
• Spontaneous power delivery and optimal drive-away perform-
ance as well as a high level of comfort
652_002
• What is the structure of the components located in the
inner V?
• How is the coolant pump driven and how can it be switched
off?
• What is the voltage applied to the electric powered compres-
sor (EPC)?
• How does the charge pressure control system work?
 Contents

Introduction
Brief description and special features _ ____________________________________________________________________________________________________________________ 4
Specifications _________________________________________________________________________________________________________________________________________________ 6
Engine concept with "inner hot side" _ _____________________________________________________________________________________________________________________ 7

Engine mechanicals
Engine block __________________________________________________________________________________________________________________________________________________ 8
Timing gear __________________________________________________________________________________________________________________________________________________ 10
Cylinder head ________________________________________________________________________________________________________________________________________________ 12
Audi valvelift system (AVS) _________________________________________________________________________________________________________________________________ 13
Crankcase ventilation system ______________________________________________________________________________________________________________________________ 14

Oil supply
System overview ____________________________________________________________________________________________________________________________________________ 16
Oil circuit _____________________________________________________________________________________________________________________________________________________ 18
Oil filter ______________________________________________________________________________________________________________________________________________________ 18
Oil pump _____________________________________________________________________________________________________________________________________________________ 19
Oil cooling _ __________________________________________________________________________________________________________________________________________________ 19

Exhaust gas recirculation

Overview _____________________________________________________________________________________________________________________________________________________ 20
EGR cooler ___________________________________________________________________________________________________________________________________________________ 21

Cooling system
System overview ____________________________________________________________________________________________________________________________________________ 22
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Coolant module _____________________________________________________________________________________________________________________________________________ 24

Air supply and turbocharging

Combined design cover with integrated air filter ________________________________________________________________________________________________________ 27
Intake system _______________________________________________________________________________________________________________________________________________ 28
Intake manifold header ____________________________________________________________________________________________________________________________________ 29
Electric powered compressor (EPC) _______________________________________________________________________________________________________________________ 30
48-volt electrical subsystem _______________________________________________________________________________________________________________________________ 33
Charging group ______________________________________________________________________________________________________________________________________________ 34
Charge-air pressure control ________________________________________________________________________________________________________________________________ 35

Fuel system
System overview ____________________________________________________________________________________________________________________________________________ 38
High-pressure fuel system _________________________________________________________________________________________________________________________________ 40
SCR system __________________________________________________________________________________________________________________________________________________ 41

Exhaust system
Overview _____________________________________________________________________________________________________________________________________________________ 42
Exhaust gas treatment module ____________________________________________________________________________________________________________________________ 42
Ammonia slip catalyst (version for NAR) _________________________________________________________________________________________________________________ 43

Engine management
System overview ____________________________________________________________________________________________________________________________________________ 44

Service
Special tools and workshop equipment ___________________________________________________________________________________________________________________ 46

Appendix
Self study programmes _____________________________________________________________________________________________________________________________________ 47

The self study programme teaches a basic understanding of the design and mode of operation of new models, Note
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.
This content is not updated. Reference
For further information about maintenance and repair work, always refer to the current technical literature.

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Introduction

Brief description and special features

Synergy with the 3.0l V6 TDI Gen2 evo CO2 reduction measures

• Concept of the timing gear • Innovative Thermal Management (ITM) 2

• Concept of the cylinder heads
• Concept of the thermal management system
• Concept of the single-scroll
high-pressure exhaust gas recirculation system
• Concept of a fully variable oil pump
• Friction reduction through the use of coated piston rings and
reduced preload
• Friction reduction in the exhaust turbocharger rotor
• Use of engine oil 0W-20

Oil pump Audi valvelift system (AVS)

• Combined oil/vacuum pump integrated in the oil pan • Located at the intake and exhaust ends
• Fully variable oil pump flow rate control

Chain drive for

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oil/vacuum pump

652_032
oil/vacuum pump

652_021

Integrated oil filter

• Installed in the oil pan behind a cover

Oil filter

652_022

Active engine mountings

• Engine oscillation reduction

652_088

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High-pressure fuel system Combined exhaust aftertreat-

• Common rail injection system which delivers injection pressures of up to
ment system
2500 bar
• Common NOx oxidation catalyst (NOC) and SCR-coated diesel
particulate filter installed in the inner V, i.e. near the engine

652_017

652_023

Turbocharging
• Combination of active and passive turbochargers
• Inner hot side
• Switching of passive turbocharger via
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AVS on exhaust valve side

Active turbocharger

Passive turbocharger

652_019

Electric powered
compressor (EPC)
• Complementary to conventional exhaust turbochargers
• Powered by 48-volt electrical subsystem

652_015
652_024

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Specifications
Torque-power curve of 4.0l V8 FDI engine EA898
(engine code CZAC)

  Power output in kW

  Torque in Nm

652_050
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The engraved engine code is located at the front left below the
cylinder head on the protruding edge of the engine block as seen in
the direction of travel. Engine speed [rpm] 652_007

Features Specifications

Engine code CZAC

Type 8-cylinder engine with 90° V angle

Displacement in cm 3
3956

Stroke in mm 91.4

Bore in mm 83.0

Number of valves per cylinder 4

Firing order 1-5-4-8-6-3-7-2

Compression ratio 16.0 : 1

Power output in kW at rpm 320 at 3750 - 5000

Torque in Nm at rpm 900 at 1000 - 3250

Fuel type Diesel to EN 590

Turbocharging VTG, active and passive turbochargers, e-actuator,

electric powered compressor (EPC)
Engine management Bosch CRS 3.25

Maximum injection pressure in bar 2500 bar

Exhaust gas treatment NOC (NOx oxidation catalyst), SCR-coated diesel particulate filter
with integrated ammonia slip catalyst
Emission standard EU 6 (ZG)

CO2 emissions in g/km 189 – 1981)

1)
Depending on tyre size.

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Engine concept with "inner hot side"

The exhaust turbocharger and the exhaust gas recirculation system
are integrated in the inner V of the engine. This compact layout
follows a strict multi-level architecture which, thanks to a twin-
scroll exhaust manifold system, allows short gas flow paths and
close-coupling of the exhaust gas aftertreatment system. This
concept, with a "hot side" in the inner V, provides the basis for
meeting fuel economy and emission targets. The exhaust gas
recirculation system is located on the lowest level of the inner V.
The EGR cooler with U-shaped throughflow, pneumatic EGR bypass
valve and electric controlled EGR valve (exhaust gas recirculation
valve GX5) has been optimised for minimal pressure loss.

Components in the inner V

Exhaust manifold Charging group

Active turbocharger

Passive turbocharger
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Exhaust gas recirculation

652_044

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Engine mechanicals

Engine block
Engine block GJV450 is a completely redesigned sand-core package
casting. The positioning of the "hot side" in the inner V and the
separate head-block cooling system have to a large extent defined
the geometry of the engine block.

The engine block has been designed with a systematic focus on

reducing wall thickness The complex part of the media supply
system to the oil/coolant heat exchangers is now separate from
the engine block and integrated in a lightweight aluminium trans-
fer plate.
The split head block cooling configuration allows the coolant to
stand inside the engine block at cold start, which results in ever
faster warming up thanks to the low volume of the water jacket.
The cylinder liners are plate-honed to attain an optimal cylinder
shape during engine operation. This process is a basic requirement
for reliable functioning of the piston rings with a low preload and
is a key factor contributing to an optimal friction balance.
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Oil filter integrated

in the oil pan

Pistons

For reasons of friction and strength, the aluminium pistons with

salt-core cooling port are designed as sleeve pistons with a DLC1)-
coated gudgeon pin. After casting and premachining, the highly
stressed bowl rim is re-melted by means of laser energy to produce
the finest and strongest possible aluminium microstructure.

The piston ring assembly was designed with a special emphasis on

reduced friction. For example, lower piston ring preloads and
Re-melted bowl
piston ring heights are used. A combined system of PVD (physical
rim
vapour deposition) and DLC1) layers provides the required wear
resistance of the first ring (control ring).

Salt-core cooling
duct

DLC1) coated
gudgeon pin

Pin bore bushing

1)
 LC stands for Diamond like Carbon, an amorphous carbon.
D
These strata exhibit very high hardness and are noted for having
very low dry coefficients of friction. They can be identified by
their glossy, black-gray surface. 652_026

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Engine block

Coolant pump drive sprocket

Oil cooler
(oil/coolant heat exchanger)
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Oil/vacuum pump

652_025

Transfer plate

The area to the oil/coolant heat exchangers has been separated

from the engine block and integrated into a lightweight aluminium
transfer plate.

Transfer plate

Oil/coolant
heat exchanger 2

Oil/coolant
heat exchanger 1

652_008

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Timing gear
The layout for the new V8 TDI engine has been taken from the V6 In this engine the oil/vacuum tandem pump flange-mounted to
TDI engine family. The timing drive is, therefore, located on the the oil pan is driven directly from the front end of the crankshaft
flywheel side. To meet the high dynamic requirements of the via a separate chain track.
high-pressure pump during use of the 2500 bar injection system,
the chain drive for the high-pressure fuel pump is configured as a
torsionally rigid twin-shaft drive which eliminates resonance and
high chain forces across the entire rev band.

Previous
chain drive

New-generation
chain drive
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652_027

High pressure fuel pump

Chain drive
Fuel pump

Drive shaft
Coolant pump

Timing gear

Chain drive
Oil/vacuum pump

Oil/vacuum pump

652_028

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Camshaft drive

An intermediate gear mounted in the cylinder head provides a 2:1
ratio without the need for large camshaft sprockets. Taking this
intermediate gear as the starting point, camshaft drive is provided
by a downstream double gear-wheel stage with each gear wheel
having backlash compensation for acoustic reasons. To minimise
friction in these additional bearing points, the intermediate gear
mounting takes the form of a needle bearing. To provide greater
robustness in terms of oil quality and different oil viscosities, the
Audi V configuration diesel engines exclusively use bush chains
with chrome-plated pins.

Spur gear step with

backlash compensation

Support for
omega spring
connecting to
fixed gear
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Idler gear

Sprocket

Omega spring

Needle bearing

Fixed gear

652_029
Idler

Backlash compensation
Recess in the fixed gear Omega spring
Backlash is compensated by the omega spring, which engages the
recess in the fixed gear and is preloaded by a spring guide in the Hole for insertion of the
idler. excentric bolt during
assembly
When the camshaft gear is installed, it is relieved of stress by an
excentric bolt and engages the drive wheel with a degree of play.
Snap ring
On completion of assembly, the excentric bolt is removed. The
spring force rotates the two gears towards each other, and the
Camshaft
gear runs without backlash in the drive sprocket.

Fixed gear

Idler 652_074

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Cylinder head
The high demands imposed on the cylinder head in terms of power
output and maximum cylinder pressure have been met by means of
an axle-parallel, symmetrical valve star and a two-part water
jacket.
In order to eliminate micro-notching effects in high-stress zones,
the coolant jacket and the intake ducts have been optimised with
respect to their parting burr characteristics. The objective was to
eliminate mould parting burrs from highly stressed areas and to
allow these areas to be deburred reliably and automatically.
The structural design of the cylinder head has been adapted to the
engine concept with the "hot side" of the cylinder head located in
the inner V. In conjunction with other structural improvements,
this makes both cylinder heads about 7.0 kg lighter than in the
predecessor engine.

Intake cam adjuster

Fuel injector

Movable cam
element

Roller-type cam
follower
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Exhaust duct to
passive turbocharger

Glow plug Exhaust duct to

active turbocharger 652_030

Cooling jacket
Upper coolant jacket
Thanks to very fast flow rates, the lower water jacket ensures
intensive cooling of the combustion chamber plate and the highly
stressed valve webs. Despite the gain in performance, web tem-
peratures have been reduced by as much as 30° C compared to the
predecessor engine with a single-part water jacket.
In the upper water jacket requiring less cooling, slow flow rates
prevail in order to minimise the water-side pressure losses.

Lower coolant jacket

652_031

Vent duct

If leaks occur in the area of the injector ring seal, a vent duct
allows the combustion pressure to escape. This duct is integrated
in the cylinder head above the intake module.

It prevents excess pressure from the combustion chamber escap-

ing via the crankcase ventilation system to the compressor side of
the turbocharger and causing the turbocharger to malfunction, or
damaging the ring seals or blowing them out of the crankcase.

Vent duct 652_065

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Audi valvelift system (AVS)

The Audi valvelift system (AVS) is the core element of the multi-
stage turbocharging system. The system had been used previously
in the petrol engines of the VW Group and has been improved to
meet the general operating requirements of the diesel engine.
Due to the position of the injectors and the alignment of the valves
perpendicular to the combustion chamber plate, the basic shaft of
the AVS is mounted between the individual cylinders. The basic
shaft has a spline which accommodates the individual, axially
displaceable cam elements. The pins of the electromagnetic
actuator (cam adjuster) engage the gate of the cam element and
move it axially between the two cam shift positions. Two different
cam contours are used on the intake side to vary event duration
with the aim of maximising drive-way performance while generat-
ing the required power output by means of long valve opening
times, short valve timings for drive-away performance (opening
angle of 160 crank angle degrees) and long valve timings for
power (opening angle of 185 crank angle degrees).
Thanks to variable intake valve timing, it has been possible to
achieve an optimised intake valve lift curve which provides good
response at low engine speeds and volumetric efficiency at high
engine speeds. This combination, together with leakage-free
switch-over between the two exhaust turbochargers and variable
exhaust valve timing, results in significantly better spontaneity.

Intake end Exhaust end

Intake cam adjuster

Injector

Cam element
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Cam element
Exhaust cam adjuster

Glow plug

Active exhaust valve

for multi-stage
charging

163 crank
angle deg.
652_075 652_032
185 crank
angle deg.
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Crankcase ventilation system

The 4.0l V8 TDI engine is equipped with an efficient crankcase
ventilation system consisting of a crankcase breather module and
blow-by gas ducts leading into the cylinder head covers.
The blow-by gases rising up out of the crankcase are collected at
the centre of the cylinder head covers and ducted through the
coarse oil separator. This separator consists of multiple ascending
steps (settling chambers) which are responsible for initial separa-
tion of the oil and air in the blow-by gases. The blow-by gases
subsequently reach the fine oil separators, of which there is one in
the left cylinder head cover and two in the crankcase breather
module. The blow-by gases are ducted through a labyrinth into the
two fine oil separators with swirls, which are installed horizontally
and vertically in an enclosed housing. The remaining oil residues
are thereby separated.
The separated oil flows along several discharge ducts and into the
oil pan above the oil level. The oil-free blow-by gases flow through
the pressure control valve to the intake end of the active turbo-
charger and are admitted into the combustion chamber.

Overview

Fine oil separator Treated blow-by gases to the intake end

of the active turbocharger
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Crankcase breather module Oil return Vent tube with Cylinder head cover with
with 2 fine oil separators fixed connection integrated fine oil separator

652_009

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Crankcase breather module

The crankcase breather module is located at the back of the hand cylinder bank, the pressure control valve and the oil return
engine. In it are integrated the two fine oil separators for the right- line from the fine oil separator of the left-hand cylinder bank.

Treated blow-by gases to Fine oil separator for the left cylinder bank Non-return check valve
the intake end of the
active turbocharger
A non-return check valve, installed in the oil return line from the
Blow-by gases from
crankcase breather module, ensures that oil cannot be drawn into
the left cylinder bank
the intake area from the oil pan in situations such as icing-up of the
crankcase breather.

Oil return from the left

cylinder bank

Blow-by gases
from the right
Pressure control cylinder bank
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valve
Fine oil separator for
the right cylinder bank

Oil return to oil pan

Non-return check valve 652_014

Fine oil separator

In terms of their working principle, the fine oil separators are
centrifugal separators - or what are known as axial swirls
(PolyswirlTM). Each of these separators consists of 8 permanently
open swirls and 2 packs of 8 swirls which are activated and deacti-
vated depending on volumetric flow. The two packs are activated
and deactivated by action springs with different spring characteris-
tics. The fine oil separator is opened by the blow-by gas flow in
dependence on engine speed. The spring force of the action
springs is used for closing.

Action springs Permanently open swirls

Cleaned blow-by gas

Swirl

Separated oil Blow-by gas inlet

(raw gas)

Pack of 8 swirls
(flow-dependent opening)

Permanently open swirls

652_016

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Oil supply

System overview
Key:

A Camshaft bearing
B Support element
A A A A A
C Main bearing

1 Exhaust turbocharger 1
B B B B B B B B
2 Exhaust turbocharger 2
3 Flow restrictor
4 Oil/coolant heat exchanger 1
5 Oil/coolant heat exchanger 2
6 Oil filter module
7 Chain tensioner pinion A:
8 Chain tensioner pinion D:
9 Piston cooling nozzle A A A A A
10 Non-return valve
11 Oil pressure control valve N428
12 Controlled oil pump
B B B B B B B B
13 Vacuum pump

Cylinder head 2
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10
High pressure circuit

Low pressure circuit

10

10 12 13

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A A A A A

B B B B B B B B

1 2

A A A A A

B B B B B B B B

Cylinder head 1
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9 9 9 9

C C C C C

11

Engine block

Oil pan
652_005

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Oil circuit

Passive turbocharger

Active turbocharger

Oilways for supplying the Chain tensioner

camshafts and the support
elements

Main oil gallery

Piston cooling jets

Oil pressure switch

F22

Oil/coolant
heat exchanger 2

Oil filter module

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(in oil pan)

Oil/coolant
heat exchanger 1

Oil pressure control valve

N428
Oil/vacuum pump

652_047

Oil filter
Due to the constraints on space, the oil filter has been installed
inside the oil pan. The oil filter is accessible through a sevice cover
on the oil pan.

Oil filter cartridge

Service cover on the oil filter

with seal

Service cover on the oil pan

with seal

652_010

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Oil pump
The oil circuit uses the fully variable oil pump of the V6 TDI engine,
which has been adapted to the oil demand of the V8 TDI engine.
The vane pump, continuously controlled by way of an eccentric
ring, permits optimum adaptation of the pressure/volume flow
depending on engine load and speed. Additionally, the throughput
of the piston jets can be influenced, or shut off, by way of the
pressure map in order to optimise friction.

Design
Flutter valve Rotor with vane cells

Valve

Vacuum pump Rotor with vacuum

cover pump vane

Input shaft Adjustment ring Oil pump cover

with control spring
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Cold start valve Intake manifold

Oil strainer

Oil cooling
To allow the oil to heat up oil quickly after a cold start, volumetric
flow to the oil/coolant heat exchangers takes place on the coolant
side. There is no coolant flow through the oil/coolant heat
exchangers during the cold start phase and at low engine loads. It
652_052
is not until a certain, evelated oil temperature is reached that
coolant flow through the oil/coolant heat exchangers is enabled by
switching the oil cooler valve.

Transfer plate

Oil/coolant
heat exchanger 2

Oil/coolant
heat exchanger 1

652_008

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Exhaust gas recirculation

Overview
In a combustion process involving surplus air, unwanted nitrogen
oxides form at high combustion chamber temperatures in any
internal combustion engine. The formation of nitrogen oxides can,
to a large extent, be avoided by recirculating the exhaust gases.
The exhaust gas recirculation system directs a portion of the
exhaust gases back into the combustion chambers. This reduces
the amount of fresh, oxygen-rich air in the exhaust gases thereby
inhibiting the chemical reactions within the combustion chamber.
The resultant reduction in combustion temperatures in turn means
significantly lower NOx emissions.

Exhaust gas extraction point Active turbocharger

on active turbocharger

Exhaust gas
recirculation pressure sensor
G691

Exhaust gas
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recirculation valve
GX5

Charge air pipe

EGR cooler

652_062

Exhaust gas inlet

in the charge air pipe

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EGR cooler
Coolant flow

Due to the gas flow configuration in the EGR cooler, double the EGR cooler Exhaust gas outlet Exhaust gas inlet
distance of the EGR cooler is utilised. The exhaust gases from the
exhaust manifolds flow in a U shape from the bottom to the top
section of the exhaust gas recirculation cooler. The gases flow
through the coolant tubes and dissipate their heat to the coolant.
To enlarge the cooling surface area, the gas-carrying pipes are
embossed. The cooled coolant flows into the EGR cooler at the hot
exhaust gas inlet. This results in so-called "continuous flow
cooling" at the bottom end of the EGR cooler and "counterflow
cooling" at the top end of the EGR cooler.

Coolant outlet
Coolant inlet

Gas-carrying pipes
with embossings Exhaust gas
recirculation valve
GX5

652_066

Bypass mode Cooling mode

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A key feature of the external exhaust cooling system is that the
exhaust gases on the exhaust side of the engine are extracted from
the exhaust manifold and returned to the combustion process.
When the engine is cold, the hot exhaust gases are channelled
directly into the charge air system via the bypass duct. This ensures
rapid heating of the oxidising catalytic converter and of the engine.
To reduce nitrogen oxide emissions still further, the exhaust gases
are additionally cooled via the liquid-controlled exhaust gas recir-
culation cooler. The EGR bypass valve, activated by the EGR cooling
bypass valve N386, opens the inlet to the EGR cooler. The exhaust
gases are now channelled through the cooled pipes and dissipate
their heat to the coolant. This allows the combustion chamber
temperature to be reduced thereby ensuring lower NOx levels in the
exhaust gases.

Pneumatic Exhaust gas inlet Pneumatic Exhaust gas inlet

EGR bypass valve EGR bypass valve

Exhaust gas Exhaust gas

recirculation valve recirculation valve
GX5 To GX5
To
EGR inlet on EGR inlet on
charge air pipe charge air pipe

Cooler bypass valve open Cooler bypass valve closed

EGR cooler Coolant outlet EGR cooler Coolant outlet

652_045 652_046

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Cooling system

System overview

1 2

V488

N509
3

N474

6 8
5
7 9
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10

12

G812 G8

11

13

14

15 16/F265 15

17

G62 18
15

G83 19 20

J671 J293 V645

21

15
652_004

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Key to figure on page 22:

1 Front heater heat exchanger F265 Thermostat for mapped engine cooling
2 Rear heater heat exchanger
3 ATF cooler G8 Oil temperature sensor
4 Exhaust turbocharger 1 G62 Coolant temperature sensor
5 Coolant expansion tank G83 Coolant temperature sensor at radiator outlet
6 Cylinder head, bank 1 G812 Coolant temperature sensor 3
7 Cylinder head, bank 1
8 Cylinder head, bank 2 J293 Radiator fan control unit
9 Cylinder head, bank 2 J671 Radiator fan control unit 2
10 EGR cooler
11 Exhaust turbocharger 2 N474 Reducing agent injector
12 Oil/coolant heat exchanger 1 N509 Gearbox oil cooling valve
13 Oil/coolant heat exchanger 2
14 Coolant pump V488 Heating assistance pump
15 Non-return valve V645 Electric compressor coolant pump
16 Rotary slide valve with electrically heated
wax expansion element
17 Oil cooling circuit control valve
18 Electric powered compressor (EPC)
19 Head block cooling circuit control valve Cooled coolant
20 Flow restrictor
21 Radiator Warm coolant
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Components on the engine

Passive turbocharger

EGR cooler Active turbocharger

EGR valve
GX5

Vent

Thermostat for mapped

engine cooling
F265

Return line
Coolant cooler

Coolant module
Oil cooler circuit
control valve

Coolant pump Head block cooling circuit

control valve

Radiator
supply line

652_040

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Coolant module
The innovative thermal management concept permits autonomous
supply to the interior and gearbox oil heating, the EGR cooler and
the exhaust turbocharger via the cylinder head circuit, regardless
of the coolant standing in the engine block.

Coolant flows through the engine block and cylinder heads in two
parallel cooling circuits. The coolant flow for both circuits runs
from the hot inner V intake across the engine block or cylinder
head to the cold outer side.

The water pump located in the inner V now has a covered impeller
with three-dimensionally curved blades, and continuously supplies
the two sub-circuits. The coolant pump is driven by a drive shaft
integrated in the timing gear via a sprocket.

The coolant module, in which key functional components of the

coolant circuit are integrated, is installed at the front end of the
engine. The volute casing of the coolant pump forms the coolant
module. The map-controlled thermostat with rotary slide valve and
electrically heated wax expansion element for switching the large
cooling circuit is flange-mounted to the coolant module on the
supply side. Also integrated in the coolant module are the head
block control valve, activated by the pressure reducing valve N155, 652_060
and the oil cooler bypass valve, activated by the EGR cooling
Coolant module with coolant pump
bypass valve 2 N387 in a pulse width modulated fashion using
vacuum.
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Design Supply line to Coolant pump Oil cooling circuit Head block cooling circuit
engine control valve control valve

Rotary slide valve

(open)

Return from engine Intake to

radiator

Thermostat for mapped engine cooling

F265

Return from radiator

652_039

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Map-controlled thermostat with rotary slide valve and electrically heated wax expansion element

The temperature level of the cylinder head cooling circuit is con-
trolled via a mapped thermostat with a heated wax expansion
element. The thermostat is de-energised during the warm-up
phase and opens at 90 °C. Thus, no thermal energy is dissipated to
the main radiator in order to achieve this temperature. Hot coolant
is provided for heating the ATF oil and for heating as necessary.
The temperature level of the cylinder head cooling circuit can be
reduced – within the physical bounds of the radiator – by energis-
ing the map-controlled engine cooling thermostat.

Actuation of the rotary slide valve

Deflection point

Rotary slide valve

open
Guide rod
Coolant flow is enabled

Sliding element with

spring

Wax expansion element

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Electrical connection
Control piston actuates
for heating the wax
the sliding element
expansion element
against the pressure of
the spring

652_070

The wax expansion element is a pressure-resistant cell filled with a
wax-like expanding material. An integrated heater melts the
expanding material in the wax expansion element, causing the
volume of the latter to increase significantly. As a result, the
control piston pushes outwards and the sliding element moves
against the pressure of the spring. The sliding element connected
to the rotary slide valve is now guided along a guide rail. The linear
movement of the sliding element is translated to a rotational
movement of the rotary slide valve at a deflection point. This
causes the rotary slide valve to open or close. The expanding
material contracts when it cools down again and the spring-loaded
control piston closes the rotary slide valve.

Thermostat closed Thermostat open

652_042 652_041

Coolant temperature sensor Coolant temperature sensor

at radiator outlet G62
G83

25
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Pnuematically actuated control valves (rotary piston valves)

There are two coolant valves on the coolant module. In terms of

their working principle, both are pneumatically activated rotary
piston valves with the following functions.

Head block cooling circuit control valve Oil cooling circuit control valve

Firstly, the cylinder block cooling circuit is positioned above the
coolant outlet, the vacuum-controlled rotary piston valve is shut
off and operated with standing coolant in order to shorten the
warm-up phase of the engine and reduce friction at the crank
mechanism.
After the engine has heated up, the temperature level in the
cylinder block cooling circuit is adjusted to approx. 105 °C by
means of the vacuum-controlled rotary piston valve. The crankgear
can, thus, be operated in the ideal temperature range in frictional
terms. To this end, the rotary piston valve is activated by the
pressure reducing valve N155 in a pulse width modulated (PWM)
fashion.
To promote rapid heating of the engine, the concept provides for
oil cooler throughflow on the oil side. To this end, the rotary piston
valve is activated by EGR cooling bypass valve 2 N387 in a pulse
width modulated fashion.
To allow the oil to heat up oil quickly after a cold start, volumetric
flow to the oil/coolant heat exchangers takes place on the coolant
side. There is no coolant flow through the oil/coolant heat
exchangers during the cold start phase and at low engine loads.

Function for head block cooling circuit

Rotary piston valve closed

Linkage Vacuum cell
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Vacuum

Rotary piston, closed

652_012

Rotary piston valve open

Coolant flow

Atmospheric
pressure

Rotary piston, open 652_011

26
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Air supply and turbocharging

Combined design cover with integrated air filter

The design cover, which acts as the air filter cover, is a multi-part
welded construction. The bottom part of the design cover houses
the air filter base attached to the engine with air filter cartridges,
the connections to the turbochargers and the suspension geometry
for the oil filler tube. The two air mass meters G70 and G246 are
also integrated. The air filter housing has two connecting ports on
the raw air side at the front end of the engine. Drainage of the air
filter housing is provided by an integrated multi-outlet water
discharge system which provides for reliable drainage while driving
in spray/rain and during offroad operation on inclines within the
permissible operating parameters. The main drainage system is
atmospherically controlled (water outlet hose).
As the engine has a very high demand for air, no bypass flap is
installed in the air filter. The inflowing moist air precipitates on the
inner left and right deflecting surfaces which also protect the air
filter cartridge against ingress of moisture.

Overview

Two-piece design cover

(air filter cover)
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Oil filler tube

Intake manifold

Air mass meter 2

G246

Air filter box Air filter cartridges

Deflecting surface

Air mass meter

G70

Air intake from the

front end
Intake manifold
with silencer

652_058

27
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Intake system
Charge air flow

The charge air flows from both turbochargers merge in an
X-shaped distributor piece, after which they are separated into
equal partial flows and channelled to the left and right charge air
coolers via an IHPF aluminium pressure tube. The electric powered
compressor (EPC) is integrated in the left-hand charge air system
aft of the charge air cooler, albeit still close to the engine, and is
operated via a pneumatic bypass flap in dependence on the operat-
ing point. The partial charge air flows merge again in an aluminium
sand-cast charge air pipe on the front end of the engine down-
stream of the throttle flaps. The centrally inserted slotted EGR
pipe here ensures that the recirculated exhaust gases are effec-
tively mixed with the fresh air. The design of the charge air pipe
ensures an even distribution of the charge air to the intake air
headers on the outside of the cylinder heads. An integrated system
of swirl control by means of a single flap per cylinder is imple-
mented on bank-by-bank basis using an electric actuator (intake
manifold flap motor 1 V157 or intake manifold flap motor 2
V275).

System overview
Passive turbocharger

Pressure line between

the turbochargers

Right charge air cooler

Active turbocharger

Compressor sequence valve

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Intake air temperature sensor

G42

Charge air pipe X-shaped distributor piece

(aluminium sand casting)

Pressure line between the turbochargers

The pressure line from the active charger outlet to the turbine
shaft of the passive turbocharger is required for sealing the Passive turbocharger Pressure line
bearing shaft. When the system is in preparation for biturbo mode,
vacuum is briefly present after opening the recirculation valve. Sealing rings
on the turbine shaft
Given that this vacuum would draw off the bearing oil in the
turbine shaft, the charging pressure of the active turbocharger is
used to build up pressure in the interstice between the two sealing
rings thereby compressing the sealing rings against the housing
and sealing it.

Charge air
recirculation module
GX37 Active turbocharger
(recirculation valve)
652_071

28
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Intake manifold header

An integrated system of swirl control by means of a single flap per Intake manifold flap control unit GX14 bzw.
cylinder is implemented on bank-by-bank basis using an electric Intake manifold flap control unit 2 GX15
with:
actuator (intake manifold flap motor 1 V157 or intake manifold
intake manifold flap motor 1 V157 or
flap motor 2 V275). Swirl is controlled by means of 8 swirl flaps in intake manifold flap motor 2 V275
the new 4.0l V8 TDI engine.

The ports, which are fitted with a swirl flap, duct the air into the
Charge air outlet
filling ports and the ports without a swirl flap duct the air into the
to the combustion chambers
swirl ports. This ensures that the air always flows via the swirl
ports at low engine speeds and via both intake ports under load
when the swirl flap is open.

Charge air recirculation module

GX37
(recirculation valve)
Intake
manifold flap shaft

1 intake manifold flap

per cylinder
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Intake manifold header

(bottom section)

652_013

Charge air intake

Intake air temperature sensor 2

G299

Electric powered compressor (EPC)

with electric compressor control unit
J1123

Left charge air cooler

EPC bypass valve

652_035

29
 < Back Forward > Ξ Contents

Electric powered compressor (EPC)

The electric powered compressor (EPC) consists of the compressor Specifications of the electric powered compressor:
and electric motor modules. They are jointly housed in a common
housing which also accommodates the electronics in a separate Drive output of 7 kW
housing. It has the service designation electric compressor control electric motor
unit J1123. Maximum 70,000 rpm
The EPC is installed below the left headlight on the charge air compressor speed
cooler.
Maximum spool-up time 250 ms

Design

Electronics housing

Cooling jacket
Electric compressor control unit
J1123
Stator
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Rotor

Compressor wheel

652_049

Shaft bearing

The maximum RPM, in conjunction with high speed gradients,

requires a specially rated bearing. The shaft with compressor wheel
and rotor is supported in the housing by a fixed-loose bearing with
maintenance-free greased ball bearings.

Method of operation

The difference between the actual and computed dynamic nominal
charge pressures is determined from the charge pressure differen-
tial to be produced by the electric powered compressor. If a
defined threshold value is exceeded, the electric powered compres-
sor is activated. The charge pressure model for the engine and the
nominal value generator in the electric powered compressor
subsequently interact with one another. The use of the electric
powered compressor further increases the acceleration capacity of
the turbines and the compressor of the active turbocharger. The
electric powered compressor is deactivated again when the sta-
tionary nominal charge pressure is sufficient for meet the engine's
operating requirements. It continues to run in standby mode at a
speed of approx. 5000 rpm. The electric powered compressor is
encapsulated in order to reduce noise.

30
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Line connections on the electric powered compressor

Due to the high speeds at which the engine runs, the electric electrical system (refer to page 33), the electric powered compressor
powered compressor requires additional cooling. For this purpose, has a further electrical terminal which communicates with the
it is integrated in the engine coolant circuit and is fitted with electric powered compressor control unit J1123 and the engine
coolant connections. In addition to the terminals for the 48-volt control unit J623 via the sub-bus system.

On the underside: Connection for

vacuum connection to intake hose Signal line

Connections for
48-volt electrical sub-
system
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Pre-compressed air
from active charger
– inflow via the charge
Coolant outflow air cooler

Coolant inflow

Pre-compressed air – outflow

into the charge air bypass 652_069

Vacuum connection from EPC

to active charger return line

Note
To stop the blow-by gases in the charge air system from entering the electronics, a pressure line connected on the underside
of the electric powered compressor continuously extracts the accumulated oil from the housing.

31
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Interaction of the charging group with the electric powered compressor (EPC)

The electric powered compressor is active at the start of accelera-
tion and assists driving away from a standing start. The engine
runs in monoturbo mode. Only the active turbocharger is driven via
the corresponding manifold scroll. The air mass flow is increased
directly by the electric powered compressor and provides a full-
throttle injection rate which, given the same air ratio, is signifi-
cantly higher than during operation without an electric powered
compressor.
The illustration shows by way of example graphs of acceleration
with and without assistance by the electric powered compressor
(EPC).

Torque [Nm]

EPC active with EPC

without EPC

Time [s]
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Car
with EPC

Time [s]

Car
without EPC

Distance
covered

652_072

32
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48-volt electrical subsystem

The very high demands on the dynamics of the electric powered
compressor result in peak electrical power outputs of up to 7 kW
The electric powered compressor receives its energy from an
electrical subsystem which is configured as a power island. This
amount of energy is provided by a separate 48-volt electrical
subsystem, which is coupled to the conventional 12-volt electrical
system via a DC-DC converter. A compact 10 Ah lithium-ion battery
is used as an energy accumulator. The 12-volt electrical system is
supplied by a 200A generator.

In-car components Power distributor 2 for terminal 40 Torque converter, 48 V/12 V Battery, 48 V
TV67 A7 A6
Power distributor for terminal 40
TV66
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Roll stabilisation control unit 2

J1096

Electrically powered compressor 652_090

J1123

Circuit

12 volts 48 volts

12-volt starter 12-volt power consumer 48-12 volt 48-volt battery

voltage converter
12 volt generator 12-volt battery 48-volt power consumer
652_089

Reference
For more information about the 48-volt electrical subsystem, refer to Self Study Programme 651 "Audi Q7 (type 4M)".

33
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Charging group
The charging group consists of the following compo-
nents:
• Active turbocharger with access to exhaust gas recir-
culation system
• Passive turbocharger with compressor sequence valve
• Recirculation valve
Exhaust turbocharger
speed sensor 2 G689
Both turbochargers are regulated by speed control of
charge pressure actuators.
Exhaust turbocharger
Bracket of the passive turbocharger
control unit 2
J725 with V546

Passive turbocharger

Compressor sequence valve

Exhaust gas temperature
sensor 1 for bank 2
G236
Charge air pipe

Charge air
Pressure line between recirculation module
the turbochargers GX37
(recirculation valve)
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Exhaust gas temperature

sensor 1
G235
Active turbocharger

Exhaust turbo- Exhaust gas turbo-

charger speed charger control unit
sensor 1 G688 J724 with V465

Bracket of the
active turbo-
charger

Connecting socket of the

crabkcase breather

Intake tube

Intake hose with silencer

652_064

Charge air recirculation module GX37 (recirculation valve)

To ensure rapid spool-up of the passive turbocharger and to avoid a Charge air recircula-
sudden loss of drive power to the active turbocharger, the recircu- tion module
lation valve is opened and the pre-compressed air from the passive GX37
turbocharger is ducted into the intake section of the active turbo-
charger.

Rotatable flap of
the recirculation
valve

652_068

34
 < Back Forward > Ξ Contents

Charge-air pressure control

To facilitate switching between the active and passive turbocharg- Passive turbocharger Active turbocharger
ers, the exhaust gases from the two exhaust valves of each cylinder
flow to both turbines in two separate scrolls – the active scroll and
the passive scroll.

This systematic separation of the exhaust scrolls into two per

cylinder bank allows complete thermal decoupling of the active
and passive exhaust scrolls where a steady flow through the active
turbocharger is always maintained. The passive turbocharger is
used at engine speeds of over 2700 RPM. Each cylinder bank has
two integrally insulated exhaust manifolds made of cast steel.

Interconnection of the cylinder banks

The two cylinder banks are interconnected by integrally insulated

exhaust pipes. To achieve an optimal balance in terms of thermal
expansion, the design is a composite of Inconel decoupling ele-
ments as well as cast steel pipe and flange geometries. InconelTM is
a trademarked brand name for corrosion resistant nickel-based
alloys designed specially for high-temperature applications.
652_067

Monoturbo mode Biturbo mode

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On the exhaust end, the AVS switches a cam without valve lifter in In switching position 2 a cam contour with valve lifter opens the
position 1 for the exhaust valves of the passive exhaust scroll with exhaust valve so that the engine runs in biturbo mode.
the result that one exhaust valve stays closed per cylinder.

Movable cam
member

Passive scroll

Active scroll Active scroll

652_033 652_034

Operating ranges

Key:
1 3
1 Monoturbo mode

2 Temporary activation range of the EPC

2
3 Biturbo mode

4 Switch-over transition range

  Power output in kW
4
  Torque in Nm

Engine speed [rpm] 652_091

35
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Monoturbo mode with electric powered compressor (EPC)

The electric powered compressor is active at the start of accelera-
tion and assists driving away from a standing start. The engine
runs in monoturbo mode. Only the active turbocharger is driven via
the corresponding manifold scroll. The air mass flow is increased
directly by the EPC and provides a full-throttle injection rate which,
given the same air ratio, is significantly higher than during opera-
tion without an EPC.
The higher heat content of the exhaust gas not only increases
engine torque directly, but also enables the active turbocharger to
spool up much more quickly.
Maximum charge pressure is achieved 1 second earlier, and there is
a noticeable increase in the engine torque available from idle
speed upwards.

Exhaust valves with AVS OFF

Recirculation Active turbocharger

valve closed

Compressor
sequence valve
closed

Electric powered
compressor (EPC)
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EPC bypass valve

closed

Throttle valve in
charge air pipe closed 652_037

Monoturbo mode

When the active turbocharger reaches its full performance level, it dynamic active turbocharger, is able to utilise fully the advantages
switches the electric powered compressor (EPC) off. The engine of multi-stage charging.
continues to run in monoturbo mode and, thanks to the highly

Exhaust valves with AVS OFF

Recirculation
Active turbocharger
valve closed

Compressor
sequence valve
closed

EPC bypass valve

eopn

Throttle valve in
charge air pipe open
652_036

36
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Monoturbo mode in preparation for biturbo mode

To utilise the full performance potential of the engine at high
engine speeds, the engine enters the multi-stage transition mode
and is prepared for activation of the passive turbocharger as of
about 2,000 RPM. The individual exhaust valves (firing order)
leading to the manifold scroll of the passive turbocharger open
gradually so that the passive turbocharger is spooled up without a
sudden reduction in drive power to the active turbocharger. This
process takes place with the recirculation valve open.
The exhaust valves are gradually opened by activating the first
exhaust valve and then the second exhaust valve. The remaining six
exhaust valves are operated simultaneously amd the firing order is
activated accordingly.

Passive turbocharger
Exhaust valves with AVS partially ON

Recirculation
Active turbocharger
valve open

Compressor
sequence valve
closed
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652_061

Biturbo mode

When the system switches over to biturbo mode after the remain-
ing multi-stage exhaust valves open, the recirculation valve is
closed and the passive turbocharger is able to build up charge
pressure and override the spring-loaded compressor sequence
valve. The engine runs in biturbo mode at engine speeds upwards
of about 2700 RPM and, with two active exhaust valves, is able to
fully utilise the high degree of charging even at high engine
speeds. The engine reaches its nominal power output of 320 kW at
3750 RPM and continues to deliver sporty performance up to 5000
RPM. The maximum charge pressure of 3.4 bar is already achieved
at 1500 RPM. The maximum engine torque of 900 Nm is available
from about 1500 RPM under dynamic full-throttle acceleration. In
stationary operation, maximum engine torque is already achieved
at 1000 RPM.

Exhaust valves with AVS ON Passive turbocharger

Recirculation Active turbocharger

valve closed

Compressor
sequence valve
open

652_038

37
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Fuel system

System overview
The fuel system is subdivided into 3 pressure areas:

High pressures of up to 2500 bar

Return flow from the injectors at a pressure of about 14 bar
Supply pressure, return pressure
Return flow from High-pressure
the injectors connecting line

Injector, cylinder 5
N83

Rail 2
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Injector, cylinder 6
N84
Fuel metering valve High pressure fuel pump
N290

Injector, cylinder 7
N85

Injector, cylinder 8
N86

High-pressure
supply line,
cylinder bank 2

High-pressure sensor
G65

Fuel return line

Fuel supply line

38
 < Back Forward > Ξ Contents

Fuel pressure control valve N276

Solenoid coil

Injector, cylinder 1 Valve pintle

N30

Return port

The fuel pressure control valve is located on the high-pressure

accumulator (rail) of cylinder bank 1 and it is used to set the fuel
pressure in the high-pressure area. If the fuel pressure in the
high-pressure area is too high, the control valve opens a return
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duct so that a portion of the fuel flows from the high-pressure

Injector, cylinder 2
accumulator into the fuel return line.
N31
If the fuel pressure in the high-pressure area is too low, the control
valve closes and seals the high-pressure area off from the fuel
return line.
Rail 1

Injector, cylinder 3
N32
Pressure retaining valve

Return flow from the injectors

at a pressure of about 14 bar

Injector, cylinder 4
N33

Spring-loaded ball valve

High-pressure supply line,

cylinder bank 1

To fuel return line

at a pressure of about 6 bar

The pressure retaining valve is an all-mechanical valve. It is located

between the return lines from the injectors and the fuel supply line
to the fuel system. The pressure retaining valve maintains a fuel
pressure of about 14 bar in the fuel return line from the injectors.
This fuel pressure is required for functioning of the injectors.
Low-pressure fuel pressure sensor
G410

Fuel temperature sensor

G81
652_087

39
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High-pressure fuel system

For the first time at Audi, a common rail system with a maximum
injection pressure of 2500 bar is being used as the high-pressure
fuel injection system. Rail pressure is produced by two CP4.2
dual-plunger high pressure pumps. Their stroke has been modified
from 5.625 mm to 7.5 mm in order to achieve the fuel injection
rate needed to deliver peak engine torque. By increasing the fuel
injection pressure by up to 500 bar compared to the predecessor
engine, it has been possible to design the fuel injectors with only a
moderate increase in flow rate at the injector from 400 to 430 ml /
30 s.

Rail High-pressure Fuel pump

supply line,

Injector, cylinder 4 Fuel return line

N33

Fuel supply line

Injector, cylinder 3 Fuel metering valve

N32 N290
High-pressure supply
line,
Injector, cylinder 2 High-pressure sensor
N31 G65
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Injector, cylinder 1
N30
Injector, cylinder 8
N86

Injector, cylinder 7
N85

Injector, cylinder 6
N84

Injector, cylinder 5
N83

Fuel pressure High pressure

control valve N276 Connecting line

652_043

High-pressure fuel pump drive

To ensure that fuel delivery is in sync with the injection phase, a ance targets for the engine while creating ideal conditions for
pulley to crankshaft ratio of 1 : 1 is employed. To keep chain forces low-emission combustion in conjunction with the improved com-
to a minimum, the pump is mounted to the engine in a phase- bustion process.
oriented fashion. This makes it possible to achieve the perform-

40
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SCR system
Reducing agent tank Equalisation chamber

The 24-litre reducing agent tank is manufactured from two half-
shells as an injection moulding (not as a blow-moulded tank). This
has the advantage of saving weight. This means that allowance can
be made in the vehicle design for the integration of baffles and a
heating system adapted to the cabin as installation space.
To be able to hold the reducing agent which flows into the tank at
a high rate, there are equalisation chambers in the upper section of
the vent line and at the filler neck. Since splashing reducing agent
would cause the fuel nozzle to shut off, reducing agent is retained
and allowed to settle in the equalisation chamber.

Reducing agent filler neck Reducing agent tank sensor G684

Equalisation chamber The tank sensor is an entirely electronic component and does not
require float contact points. An antenna (coil) and the reducing
agent (capacitive fluid) form an electrical resonant circuit. A
change in the fluid level alters the impedance of the circuit and
shifts the resonance frequency (5 MHz – 12 MHz) proportional to
the fluid level.
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Vent duct

Charging port

Reduction agent
tank sensor
G684

Filling level and fluid level in the SCR tank

Fluid level [mm]

Baffle Filling volume [l]

Reducing agent tank heater

Z102

Start of range calculation Maximum filling volume

652_059 Metering system delivery unit for reducing agent
GX19

652_073

Reference
For more information about quality analysis of the reducing agent, refer to Self Study Programme 632 "Audi Q7 (type 4M)".

41
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Exhaust system
Overview

Exhaust gas temperature sensor 4

(after diesel particulate filter)
G648

Exhaust gas treatment module

Flexible pipe

Particulate sensor
G784

NOx sensor 2
G687
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Exhaust gas treatment module

Connecting pipe
Exhaust gas temperature sensor 3 NOx accumulator and Oxygen sensor
after oxidation catalyst oxidation catalyst G39
G495 (NOC) with a capacity of
2.37 litres
Exhaust gas temperature sensor 2
G448

NOx sensor
G295
Connection to differential pressure sensor
G505

Exhaust gas temperature sensor 4

(after diesel particulate filter)
G648

Oxygen sensor after

catalytic converter
G130

652_006

Reducing agent injector Mixer Diesel particulate filter with a The diesel particulate filter has a precious-
N474 copper-zeolyte SCR coating metal washcoat at the end of the exhaust
and a capacity of 5.0 litres gas recirculation system (refer to page 43 for
further details of function).

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Ammonia slip catalyst (version for NAR)

For the North American Region (NAR), the SCR-coated diesel

Ammonia slip catalysts particulate filter is followed downstream by ammonia slip cata-
lysts, which have a combined SCR and oxidising catalyst coating
and perform two tasks:

• Task 1: Their first task is to oxidise the carbon monoxide (CO)

produced during soot regeneration to carbon dioxide (CO2) by
reaction with the coating containing precious metal.

• Task 2: The ammonia slip catalysts also ensure that no NH3

(ammonia) leaves the exhaust system under any circumstances.
In this process NH3 is oxidised to N2 and H2O .

652_051
ProCarManuals.com

Note
The tail pipes must not be sealed to carry out leak testing as the backpressure will cause irreparable damage to the speakers.

Engine noise generation actuator 2

R258

Rear silencer
(baffle silencer)

Engine noise generation actuator 1

R257
652_003

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Engine management

System overview
Sensors
Air mass meter G70 Power unit
Air mass meter 2 G246 mounting sensor 1
G748
Engine speed sensor G28
Power unit mount-
ing control unit
Intake manifold pressure sensor G71 J931

Intake air temperature sensor G42

Intake air temperature sensor 2 G299

Exhaust turbocharger speed sensor 1 G688

Exhaust turbocharger speed sensor 2 G689
Power unit
mounting sensor 2
Engine cover temperature sensor G765
G749

Hall-effect sensor G40

Accelerator pedal position sensor G79 with

Accelerator pedal position sensor 2 G185

Brake light switch F

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Combustion chamber pressure sensor for cylinder 2 G6781)

Combustion chamber pressure sensor for cylinder 6 G6821)

Data bus diagnostic

Fuel pressure sensor G247
interface
J533
Low-pressure system fuel pressure sensor G410

Fuel temperature sensor G81

Biodiesel concentration sensor G8551)

Water level sensor G1201)

Engine control unit

Coolant temperature sensor G62 J623
Coolant temperature sensor 3 G812

Radiator outlet coolant temperature sensor G83

Oil level/temperature sensor G266

NOx sensor
NOx sensor 2 control unit 2
Oil temperature sensor G8 G687 J881

Oil pressure sensor G10

Exhaust gas recirculation pressure sensor G691 NOx sensor

NOx sensor control unit
Exhaust gas recirculation potentiometer G212 G295 J583

Exhaust gas temperature sensor 1 - 5

G235, G236, G448, G495, G648
Catalytic converter temperature sensor 1 G201)
EGR temperature sensor G98

Differential pressure sensor G505 Particulate sensor

G784
Oxygen sensor G39
Oxygen sensor downstream of catalytic converter G130

1)
Only installed in vehicles for the NAR.

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Actuators
Injector, cylinders 1 – 4 N30 – N33
Injector, cylinders 5 - 8 N83 - N86
Power unit
mounting actuator 1 1)
Automatic glow period control unit for J179
N513 Glow plug 1 + 4 Q10, Q13
1) Glow plug 6 + 7 Q15, Q16

Automatic glow period control unit 2 J703

Glow plug 2 + 3 Q11, Q12
Glow plug 5 + 8 Q14, Q17

Electrical compressor control unit J1123

Charge air recirculation module GX37

Power unit Throttle valve control unit GX3

mounting actuator 2 Throttle valve control unit 2 GX4
N514
Exhaust turbocharger control unit J724 with V465
Exhaust turbocharger control unit 2 J725 with V546

Coolant circuit solenoid valve N492

Fuel metering valve N290

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Fuel pressure control valve N276

Diagnostic port
Reducing agent injector N474

Intake cam adjuster 1 for cylinders 1 - 8

F448, F452, F456, F460, F464, F468, F472, F476

Exhaust cam adjuster 1 for cylinders 1 - 8

F450, F545, F458, F462, F466, F470, F474, F478

Oil pressure control valve N428

Electro-hydraulic engine mounting solenoid valve, left and

right N144, N145

Intake manifold control unit GX14

Intake manifold control unit 2 GX15

Exhaust gas recirculation valve GX5

EGR cooling bypass valve N386

EGR cooling bypass valve 2 N387
Electric powered compressor bypass flap valve N731

Electric powered compressor coolant pump V645

Heating assistance pump V488

Pressure reducing valve N155

Thermostat for mapped engine cooling F265

Radiator fan control unit J293

Radiator fan V7

Radiator fan control unit 2 J671

Radiator fan 2 V177

652_018 Oxygen sensor heater Z19

Heater for oxygen sensor 1 downstream of catalytic converter
Z29

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Service

Special tools and workshop equipment

T40320/3 Assembly tool T40355 Assembly tool

652_077 652_078

For installation of the clutch-side shaft oil seal For locking the chain tensioner in place

T40356 Locking pin T40359 Counter-hold tool

ProCarManuals.com

652_079

652_080

For locking the chain sprocket Used for counterholding vibration damper when centre bolt for crankshaft
is loosened or tightened. This tool is used in combination with T40298.

VAS 5161A/37 Guide plate VAS 6095/1-16 Bracket V.A.G 1763/11 Adapter

652_081
652_083

652_082

For removing and installing the valve cotters. For clamping the engine onto the For checking the compression above the
engine and gearbox bracket VAS 6095 injector shaft.

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Appendix

Self study programmes

For more information about the 4.0l V8 TDI engine, refer to the
following self study programmes.

SSP 411 Audi 2.8l and 3.2l FSI engines SSP 604 The Audi 3.0l V6 TDI biturbo
with Audi valvelift system engine

• Audi valvelift system • Turbocharging

• Sound exhaust system

SSP 622 Second-generation Audi clean SSP 626 Basics of Audi engine
diesel ­technology
ProCarManuals.com

• General information • Engine technology

about the SCR system

SSP 632 Audi Q7 (type 4M) SSP 651 Audi SQ7 (type 4M)

• SCR system • Sound exhaust system

• 48-volt electrical subsystem

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Subject to amendment.

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AUDI AG
I/VK-35
service.training@audi.de

AUDI AG
D-85045 Ingolstadt
Technical revision status 06/16