Tài Liệu Động Cơ Audi 4.0l V8 TFSI (Engine Biturbo Charging)

607 Audi Vorsprung durch Technik Self Study Programme 607 For internal use only Audi 4.0l V8 TFSI engine with biturbo charging All rights reserved Technical specifications are subject to change Copyright AUDI AG I/VK-35 service.training@audi.de AUDI AG D-85045 Ingolstadt Technical status 02/12 Printed in Germany A12.5S00.91.20 Audi Service Training Audi has a new addition to its family of V engines The 4.0l V8 TFSI is the first eight-cylinder petrol engine to feature twin exhaust turbocharging and FSI technology The engine is based on the 4.2l V8 FSI naturally aspirated engine of the Audi A8 ’12 The basic engine derives largely from the 4.2l V8 FSI To improve fuel economy, the displacement was reduced to 4.2 litres from 4.0 litres Another "active" measure for reducing displacement is "cylinder on demand" This system allows the engine to operate more efficiently at partial load Another key feature is the HSI (Hot Side Inside) configuration For this purpose, both exhaust turbochargers are integrated in the inside V of the cylinder block Even the charge air cooler is housed here One of the major development challenges was finding space for the engine in the engine bay Firstly, the heat generated under the bonnet by the HSI configuration had to be taken into consideration On the other hand, the statutory regulations concerning pedestrian safety had to be met The engine has a wide range of power outputs to accommodate various Audi models Furthermore, other Group brands also use this unit in their models The 4.0l V8 TFSI engine employs all the technologies from Audi’s modular efficiency platform These range from the start-stop system and the recuperation system to a broad array of frictionreducing measures The V8 is assembled at Audi’s Hungarian plant in Györ using high-end technologies such as "plate honing" 607_006 In this Self Study Programme you will learn about the technology of the 4.0l V8 TFSI engine When you have worked your way through this Self Study Programme, you will be able to answer the following questions: • How is the basic engine designed? • How the engine systems (e.g air supply, oil supply, cooling) work? • What does cylinder on demand and how is this implemented? • What are the special features of the 2nd generation thermal management system? • What aspects of the engine management system have changed compared to the 4.2l V8 FSI engine? • What are the points to note when servicing the vehicle? Contents Introduction Eight cylinders symbolised by four rings _ Brief technical description _ Specifications Engine mechanicals Cylinder block 12 Cranktrain _ 16 Crankcase ventilation 18 Activated charcoal filter (ACF) system _ 23 Cylinder heads 24 Chain drive 26 Auxiliary units drive 27 Oil supply Overview 28 Oil pump 30 Oil cooling 33 Oil filter _ 34 Oil pressure monitoring _ 36 Switchable piston cooling jets 38 Cooling system System overview _ 44 Engine circuit and cooling module _ 48 Gear oil cooling/heating _ 50 Charge air cooling 53 Heating circuit 54 Radiator layout _ 54 Air supply and charging Overview 56 Twin-scroll exhaust turbocharger 58 cylinder on demand Introduction 62 Function _ 64 Active engine mounting system 68 Active noise cancelation (ANC) _ 72 Fuel system Overview 76 Exhaust system Overview 78 Exhaust valves 80 Secondary air system 82 Engine management system System overview _ 84 MED 17.1.1 engine management system 86 Annex Service _ 88 Test your knowledge _ 90 Self Study Programmes _ 91 The Self Study Programme teaches a basic knowledge of the design and functions of new models, new automotive components or new technologies It is not a Repair Manual! Figures are given for explanatory purposes only and refer to the data valid at the time of preparation of the SSP For further information about maintenance and repair work, always refer to the current technical literature Note Reference Introduction Eight cylinders symbolised by four rings High-performance eight cylinder engines have long been a staple of Audi's product portfolio They reflect the brand’s premium status particularly in the segment of high-performance and sporty luxury-class saloons However, V8 engines are also available as options in Audi’s sports cars and SUVs The origins of eight-cylinder engines bearing the four-rings of the Audi badge go back much further Development of the first eightcylinder engines began at Horch-Werke, a brand affiliated to Auto Union, which later became Audi AG 1927 – Germany's first eight-cylinder The Horch 303 by Horch-Werke of Zwickau was the company’s first luxury-class straight-eight engine Production began in January 1927, and it was the first successful German production car with an eight-cylinder engine The straight-eight engine with double overhead camshafts was designed by Paul Daimler, son of Gottfried Daimler Even the most basic version of this model, an open tourer, rated among the top luxury vehicles in Germany An impressive 8490 units of this double-camshaft engine were produced before production ended in 1931 The Horch eight-cylinder was noted for its particularly smooth running Apparently, the engine ran so smoothly, a coin would stay balanced on edge on it while it was running 607_103 1933 – Horch launches its first V8 engine In 1933, Auto Union presented a Horch with V8 engine for the first time at the Berlin Motor Show It had a cubic capacity of litres Because of its number of cylinders and displacement, the "little" Horch was designated Type 830 Continuing the Horch V8 model series, the Horch 830 BL was launched in 1935 on a long- wheelbase chassis In terms of numbers, this was one of the most successful products of the Horch factory Fifty percent of the total of 6,124 units built were Pullman saloons (see illustration) 607_104 1988 – Entry into the automotive luxury class The Audi V8 was presented to the public at the 1988 Paris Motor Show The vehicle was built at the Neckarsulm plant The V8 was the only saloon vehicle in the luxury class to be able to boast permanent four-wheel drive The V8 engine initially had a displacement of 3562 cm³ and developed 185 kW at 5800 rpm It was followed by a version with a displacement of 4.2 litres, which was also used in the successor model, the Audi A8 The V8 marked Audi’s entry into the automotive luxury class Production of the Audi A8 ended after six years early in the summer of 1994 In the early 1990's, Audi made a successful foray into the German Touring Car Championship with its V8, winning two championship titles For more information, please refer to Self Study Programme 106 "Audi V8" and Self Study Programme 217 "The V8 5V engine" 607_105 2006 – FSI direct injection To utilise the potential of direct fuel injection for its V8 engines, Audi equipped the 4.2l V8 engine with FSI petrol direct injection The engine was available in two versions - a comfort-oriented basic version (used for the first time in the Audi Q7) and a sporty highrevving version for the Audi RS4 ’06 (309 kW at 7800 rpm) The V8 was reconfigured for use on the Audi Q7 (257 kW at 6800 rpm) Characteristics of this new engine included a fuller torque curve up to maximum rated speed and immediate throttle response The engine excelled not only with its dominant power output and high torque The resultant driving performance was excellent, and stood up well against the tough competition For further information, please refer to Self Study Programme 377 "Audi 4.2-litre V8 FSI engine" 607_106 2012 – Turbocharging and cylinder on demand The 4.0l V8 TFSI is the first Audi eight-cylinder petrol engine to feature twin exhaust turbocharging and FSI technology There are multiple versions of this engine, which are used in various models of the Audi C and D series The main focus of development was on reducing fuel consumption - and this was achieved by a number of measures, such as cylinder on demand You will find a detailed description of this engine in this self study programme 607_107 Brief technical description • Eight cylinder V engine with 90° bank angle • 2nd generation thermal management system (ITM 2) • FSI petrol direct injection • Crossflow cooling • Cast aluminium cylinder block • MED 17 1.1 engine management system with p-N control • Biturbo charging with twin-scroll exhaust turbochargers in the inside V of the cylinder block • Recuperation system for energy recovery under braking • Double air gap insulated exhaust manifold • Start-stop system (model and country dependent, see table on page 7) • Indirect charge air cooling • Active engine mounting system with oscillating coil actuators • Cylinder management/cylinder on demand (COD) Engine on the Audi S7 Sportback, viewed from the rear 607_013 Versions The 4.0l V8 TFSI engine is used on various Audi models Depending on model series and the markets in which vehicles are available, the engines used have different characteristics The following table provides an overview of the versions and types or adaptations You will find further specifications on the following pages Model line C71) D42) Model Audi S6 ’12 Audi S7 Sportback Audi A8 ’12 Audi S8 ’12 Engine code CEUC CEUA CGTA Power output in kW (HP) 309 (420) 309 (420) 382 (520) Torque in Nm 550 600 650 Markets without recuperation system and start-stop system Asia, USA, Canada, Korea, SAM3) Asia, SAM3) Asia, USA, Canada, Korea Exhaust emission standards • • • • • • • • • • • ULEV • Tier 2 BR • EU 5 plus Engine weight in kg 219 219 224 Gearbox DL511-7Q AL551-8Q AL551-8Q EU 2 ddk ULEV Tier 2 BR EU EU 5 plus EU 2 ddk ULEV Tier 2 BR EU EU 5 plus The illustration shows the engine on the Audi S6 ’12 The illustration shows the engine on the Audi S8 ’12 3) SAM = South American Market 1) 2) ! Note The technical descriptions given in this self study programme are based on the engine type of the Audi S6 ’12 and Audi S7 Sportback (C7 series) Differences between this engine and other engine versions are highlighted in the descriptions of the individual modules Specifications Audi S6 ’12, S7 Sportback (C7 series) The 4.0l V8 TFSI engine is used on the C7 series in a single power rating Key distinguishing features between the engines in the D4 series are: • One-sided air intake for both turbochargers • No power steering pump • Engine cover design Front view of engine in Audi S7 Sportback with air intake 607_014 Torque/power curves 4.0l V8 TFSI engine with engine code CEUC Power in kW Torque in Nm Engine speed [rpm] 607_002 Engine code CEUC Type Eight cylinder V engine with 90° bank angle Displacement in cm 3993 Power output in kW (hp) at rpm 309 (420) at 5000 – 6400 Torque in Nm at rpm 550 at 1400 – 5200 Number of valves per cylinder Firing order 1-5-4-8-6-3-7-2 Bore in mm 84.5 Stroke in mm 89 Compression ratio 10.1 : Engine management Bosch MED 17 1.1 with p-N control Fuel Premium unleaded (sulphur-free) 95 RON Exhaust emission standards EU 2 ddk, ULEV 2, Tier 2 BR, EU 5, EU 5 plus CO2 emission in g/km 225 Model S6 ’12, S7 Sportback Audi A8 ’12, Audi S8 ’12 (D4 series) The 4.0l V8 TFSI engine is used in the D4 series in two power ratings Key distinguishing features between the engines in the C7 series are: • Double-sided air intake (in the Audi S8 ’12 only) • Additional power steering pump Front view of engine in Audi S8 ’12 with air intake 10 • Engine cover design • The secondary air pump motor has a different installation position (on the right-hand side of the engine compartment) 607_007 Exhaust system Overview Oxygen sensor G108 Exhaust turbocharger right cylinder bank Exhaust turbocharger left cylinder bank Oxygen sensor G39 Oxygen sensor after catalytic converter G131 Exhaust manifold left cylinder bank Decoupling element Oxygen sensor after catalytic converter G130 Front silencer (reflection/absorption silencer) Oxygen sensors and catalytic converters The lambda control concept is largely identical to that of other Audi TFSI engines, i.e • pre-cat oxygen sensors designed as broadband sensors (Bosch LSU 4.9) • post-cat oxygen sensors designed as nonlinear sensors (Bosch LSF 4.2) Both catalytic converters are designed as ceramic catalytic converters 78 Special features The exhaust system has a twin-scroll design in all vehicle and engine versions For reasons of space, a "cross-over" exhaust pipe configuration is used downstream of the exhaust turbochargers Exhaust valves are installed in the outer tailpipes of both rear silencers in order to control noise emissions In the Audi A8 ’12, an exhaust valve is installed only in the outer tailpipe of the left rear silencer For the first time in an Audi, the exhaust valves are actuated by an electric actuator Exhaust flap in the outer tailpipe Exhaust valve control unit J883 Centre silencer (absorption silencer) Rear silencer (reflection/absorption silencer) Exhaust valve control unit J945 607_102 79 Exhaust valves Electrically actuated exhaust valves are used together with the 4.0l V8 TFSI engine (see figure on page 79) A major advantage is the possibility for system diagnostics Switchable exhaust valve In addition, all requirements relating to noise emission must be met both in 4-cylinder mode and in 8-cylinder mode Because the requirements relating to acoustics and back pressure/engine output are very different, exhaust systems for 8-cylinder vehicles are designed very differently to those for 4-cylinder vehicles The exhaust system in the 4.0l V8 TFSI engine, however, must meet both sets of requirements This is achieved by using switchable exhaust valves In 4-cylinder mode, the exhaust valves are closed The exhaust system systematically reduces the low frequencies produced by 4-cylinder mode Without this measure, unwanted humming noise would be transmitted to the occupant cell, and the ANC system alone would not be capable of eliminating this 607_108 In 8-cylinder mode, the exhaust valves are largely open, thereby reducing flow noise and exhaust back pressure In addition, the exhaust system has a very sporty note The exhaust flaps are switched according to a characteristic map The engine control units uses the following factors to plot the characteristic map: • Engine load • Engine speed • Selected gear • Vehicle speed The exhaust valves are built into the silencers and, therefore, can only be replaced together with the rear silencer However, it is possible to replace the electrical actuator or to separate it from the exhaust valve for fault-finding purposes Electrical connection Cover with power electronics A mounting system using ceramic materials prevents the valves from becoming blocked under normal load Actuator motor with worm gear Heat shield Design The housing of the electrical actuator accommodates not only the electric motor but also a printed circuit board containing the power electronics The power produced by the electric motor is transmitted to a worm gear Power is transmitted from ther worm gear to the exhaust valve by means of a special spring (compression and leg spring) This spring isolates the actuator thermally from the hot exhaust system In addition, this spring protects the worm gear from destruction if the valve should again become stuck (e.g due to foreign bodies) In addition, the electronics switch off the actuator in the event of a blockage Compression and leg spring Adjustable exhaust valve with shaft Exhaust flow in the outer tailpipe 607_109 80 Function The exhaust valves are activated by the gearbox control unit The "open actuator" and "close actuator"" commands are issued by means of a PWM signal Electrical actuator diagnostics are communicated over the same line, likewise by means of a PWM signal The exhaust flaps are switched according to a characteristic map The engine control units uses the following factors to plot the characteristic map: • • • • Depending on vehicle type, the exhaust valve can have a different basic position (at idle) The valves in the Audi S6 ’12, the Audi S7 Sportback and the Audi A8 ’12 are open Depending on the selector lever position, the valves in the Audi S8 ’12 are open or closed A characteristic map in the engine control unit determines the shift pulses, as well as the basic position of the exhaust valves Engine load Engine speed Selected gear Vehicle speed Function diagram Key: J623 Engine control unit J883 Exhaust valve control unit J945 Exhaust valve control unit 2 Positive line, terminal 87 Bidirectional line (PWM) – Signals from the engine control unit to the exhaust valve control units – Event memory entry on engine control unit Ground 607_110 Diagnostics If an electrical fault occurs, the valve stops, regardless of what position it is in A corresponding entry is made in the event memory by the engine control unit self diagnostics Entries can be made in the event memory, both in the engine control unit and in the actuator electronics No further diagnostic options are provided Another possibility is "mechanical diagnostics" The electrical actuator must be disconnected from the exhaust valve The parts of the worm gear could otherwise be damaged, because they are made of plastic If the electric actuator has been disconnected from the exhaust valve, a check can be made to determine whether the exhaust valve has an easy mechanical action Customer service work The actuator can be replaced It is attached to the valve unit heat shield by three self-locking nuts The position of the worm gear does not have to be taken into consideration during installation The parts are designed in such a way that they interlock at startup (initialisation phase), whereby the spring locks into the valve axis The initialisation cycle starts when the connector is plugged in and the ignition turned on ! The motor runs the valve against the limit stops and learns them This allows the valves to run against the limits stops softly, thus avoiding switching noise in the exhaust valve The initialisation cycle is performed: • after delivery • after a fault has been detected and a reset made (disconnected connector) • after 35 cycles and reset Note The event memory in the engine control unit can only be cleared if the connector has been disconnected from the electrical actuator, i.e terminal 87 must have dropped out (bus idle) The entry is thus deleted from the actuator's event memory 81 Secondary air system The secondary air system ensures the faster availability of the catalytic converters after a cold start Depending on engine version, several components are arranged or designed differently Air from the secondary air system is injected into the exhaust system downstream of the exhaust valves for a defined period of time after cold-starting the engine The uncombusted hydrocarbons and carbon monoxide which are contained in the exhaust gas or have deposited in the catalytic converter then react with the oxygen in the air The heat released heats up the catalytic converters more quickly Secondary air injection downstream of the exhaust valves C7 and Audi A8 ’12 series Combination valve (vacuum-controlled) Secondary air feed port in cylinder head Connection to vacuum reservoir Vacuum pump Separate air filter for the secondary air system (lifetime) Combination valve (vacuum-controlled) Secondary air pressure sensor G609 Secondary air injection valve N112 Secondary air injection valve N320 Secondary air pump motor V101 Resonator 607_088 82 Secondary air injection valves Water separator The two secondary air injection valves (N112 and N320) from activating both combination valves are located on the left-hand side of the engine (bank 2) They control the vacuum and, for this purpose, are electically activated by the engine control unit Vacuum is supplied by the mechanically driven vacuum pump In extreme situations, such as when driving through puddles, dirty water and water spray can enter the engine and reach as far as valves N112, N320 and N75 This can lead to a possible ingress of moisture into the vacuum system through the ventilation port This moisture could damage components in the system For this reason, two filter elements are fitted in the vacuum hose in order to absorb any moisture System diagnostics Audi S8 ’12 The secondary air pressure sensor G609 can be used for diagnosing the secondary air system The process of diagnostics using G609 is described in SSP 437 Combination valve (vacuum-controlled) Air intake from the right-hand air filter box Vacuum pump Secondary air injection port in cylinder head Secondary air pressure sensor G609 Resonator Secondary air pump motor V101 Combination valve (vacuum-controlled) Secondary air injection valve N112 Water separator Secondary air injection valve N320 607_089 83 Engine management system System overview Sensors Throttle valve control unit J338 Throttle valve drive angle senders 1+2 for electronic power control G187, G188 Brake light switch F Hall senders 1 – 4 G40, G163, G300, G301 Accelerator pedal position sensor G79 Accelerator pedal position sensor G185 Knock sensors 1 – 4 G61, G66, G198, G199 Low-pressure system fuel pressure sensor G410 Secondary air pressure sender G609 Coolant temperature sender G62 Coolant temperature sender at radiator outlet G83 Oil temperature sender G664 Temperature sender for engine temperature control G694 Engine speed sender G28 Oil level/oil temperature sensor G266 Intake manifold flap potentiometer G336 Intake manifold valve potentiometer G512 intake air temperature sensor G42 Intake manifold pressure sensor G71 Fuel pressure sensor G247 Fuel pressure sensor G624 Engine cover temperature sensor G765 Charge pressure sensor G31 Charge pressure sensor G447 Charge air cooler temperature sensors 1+2 G763, G764 Brake servo pressure sensor G294 Oxygen sensors 1+2 G39, G108 Oxygen sensor after catalytic converter G130 Oxygen sensor after catalytic converter G131 Oil pressure switch F22 Oil pressure switch for reduced oil pressure F378 Oil pressure switch, stage F447 Auxiliary signals: − Cruise control system − Speed signal − Start request to engine control unit (keyless start + 2) − Terminal 50 − Crash signal from airbag control unit 84 Engine control unit J623 Actuators Fuel pump relay J17 Fuel pump control unit J538 Fuel predelivery pump G6 Charge pressure regulation solenoid valve N75 Piston cooling jet control valve N522 Ignition coils 1 – 8 with output stage N70, N127, N291, N292, N323 – N326 Throttle valve drive (electronic power control) G186 Injector, cylinders 1 – 8 N30 – N33, N83 – N85 Map-controlled engine cooling thermostat F265 Gearbox cooling valve N509 Secondary air injection valves 1+2 Ν112, Ν320 Turbocharger divert air valve N249 Turbocharger bypass valve, cylinder bank N427 Intake manifold flap valve N316 Cylinder head coolant valve N489 Coolant run-on pump V51 Charge air cooling pump V188 Camshaft adjustment valves 1+2 N205, N208 Exhaust camshaft timing adjustment valve N318 Fuel metering valves 1+2 N290, N402 Oil pressure control valve N428 Intake camshaft adjusters 1+2 for cylinder F452, F453 Exhaust camshaft adjusters 1+2 for cylinder F454, F455 Intake camshaft adjusters 1+2 for cylinder F456, F457 Exhaust camshaft adjusters 1+2 for cylinder F458, F459 Secondary air pump relay or motor J299, V101 Intake camshaft adjusters 1+2 for cylinder F464, F465 Exhaust camshaft adjusters 1+2 for cylinder F466, F467 Intake camshaft adjusters 1+2 for cylinder F476, F477 Exhaust camshaft adjusters 1+2 for cylinder F478, F479 Coolant circulation pump V178 Coolant run-on pump V51 Activated charcoal canister solenoid valve N80 Exhaust valve control units 1+2 J883, J945 Oxygen sensors heaters 1+2 Z19, Z28 Oxygen sensor heaters 1+2, after catalytic converter Z29, Z30 Tank leakage diagnostics control unit J909 Radiator fan control unit J293 Radiator fan V7 Radiator fan control unit J671 Radiator fan V177 607_001 Auxiliary signals: − A/C compressor − Assembly mounting control unit J931 − Digital sound package control unit J525 85 MED 17.1.1 engine management system The Bosch MED 17.1.1 engine management system is used in the 4.0l V8 TFSI engine The signals from the pressure and temperature sensors are used as the main control variables for load detection The engine control unit is an UDS control unit A sensor for detecting the ambient air pressure is installed in the control unit Its signal can be compared to the corresponding measured value The control unit communicates via the powertrain CAN bus (see topology of corresponding vehicle) Operating modes As with all FSI and TFSI engines, the 4.0l V8 TFSI engines operates in multiple operating modes The fuel pressure level and the opening times of the injectors are defined by the corresponding characteristic maps The following descriptions refer to the period from starting a cold engine until the engine reaches operating temperature: Injection during the compression stroke Warm-up The cold engine is started with an injection in 'high pressure stratified start' mode The fuel is injected during the intake stroke The warm-up phase then begins Fuel is injected twice until the coolant temperature has reached 70 °C Catalytic converter heating Homogeneous mode If the engined has started, the heating phase of the catalytic converters begins immediately Fuel is injected three times This is assisted by secondary air injection The three fuel injections take no longer than a minute (this is map-controlled) If the coolant temperature exceeds 70 °C, the engine changes over to homogeneous mode The fuel is injected once during the intake stroke Sound actuator system On the windscreen: structure-borne noise actuator J214 The sound actuator system consists of the structure-borne noise control unit J689 and the structure-borne noise actuator R214 Various sound files, which are played depending on vehicle model and operating data (engine load, engine speed, vehicle speed), are stored in the structure-borne noise control unit J689 and transmitted to the actuator The actuator produces the structure-borne noise, which is then transmitted to the vehicle interior via the body and the front windscreen The actuator is fitted to the base of the windscreen at the bottom left using a special bracket The base of the windscreen serves as the system's "tuning fork" Different vehicles need to be excited differently in order to produce a balanced engine sound Infomation on the fitted engine type and body type is stored on the powertrain CAN databus (powertrain CAN) and is evaluated The structure-borne noise control unit J689 independently detects the vehicle in which it is installed The driver can select different sound settings via the MMI Under the seat: structure-borne noise control unit J869 607_111 Reference For more information about the functional principle of the sound actuator system, please refer to Self Study Programmes 491 "Audi 1.4l TFSI engine with twin charging" and 603 "Audi A6 Avant ’12" 86 Temperature management in engine bay The temperature in the engine bay is measured by engine cover temperature sensor G765 G765 is fitted under the engine design cover in proximity to the cylinder bank turbocharger G765 is an NTC sensor It has an operating range of up to 180 °C Its task is to measure the temperature in the vicinity of the turbocharger Engine cover temperature sensor G765 In some situations, for example if the vehicle suddenly has to stop at traffic lights after operating at high load or encounters slowmoving traffic or a tailback after driving at high motorway speeds, a high build-up of heat could occur due to the high heat output to the turbochargers and the catalytic converters fitted immediately downstream This could damage surrounding components in the inside V of the engine block and in the area of the engine bulkhead If a defined temperature stored in the characteristic map is exceeded, the engine control unit switches on the electric fan This forces air through the engine bay when the bonnet is closed The resulting heat build-up is dissipated through the vehicle underbody The radiator fan can also be activated after the vehicle has been shut off Depending on requirements, the fans can run on for up to 10 minutes 607_113 Effect of failure If this sensor fails, an entry will be made in the event memory A substitute value of 180 °C is used and both radiator fans are activated 100 % The sensor is checked electrically (i.e for short circuits) by the engine control unit It is not an integral part of the OBD2 diagnostics (plausibility diagnostics such as comparison with other temperature signals) If the sensor is faulty, no fault is indicated in the instrument cluster and engine power output is not reduced 87 Annex Service Special tools and workshop equipment T40272 T40269 607_125 607_126 Rotation of the crankshaft in the Audi A8 ’12 and S8 ’12 Assembly work on the chain drive in the area of the camshaft adjusters T40048 VAS 6095/1-13 607_127 Replace crankshaft oil seal on the belt side 88 607_129 Engine-dependent bracket for 4.0l V8 TFSI, used in combination with VAS 6095 and VAS 6095/1 T40264 T40257 607_128 Locking of the camshafts 607_0130 Rotation of the crankshaft in the Audi S6’12 and S7 Sportback Maintenance operations shown using the Audi S8 ’12 as an example Oil change interval with LongLife Service max 30,000 km / years according to Service Interval Display Engine oil specification: VW 50 400 Oil change interval without LongLife Service 15,000 km or 1 year (whichever occurs first) Engine oil specification: VW 50 400 or 50 200 Oil filter replacement During every oil change Engine oil change quantity 8.3 litres (including filter) Engine oil extraction / drainage both are possible Scale values for the electronic oil gauge tester (if no dip stick is fitted) Default value for the setting ring (upper scale value): 185 Default value for the oil to oil max range (lower scale value): – 21 Air filter replacement 90,000 km Spark plugs 60,000 km / years Fuel filter Lifetime Timing drive chain Lifetime Timing gear chain tensioning system Lifetime Poly-V belt Lifetime Poly-V belt tensioning system Lifetime ! Note The instructions given in the workshop manual must be followed when checking the oil level and changing the oil 89 Test your knowledge What happens if a fault occurs in the activation circuit or in the wiring of the piston cooling jet control valve N522? □ a) The piston crowns are continuously cooled □ b) The piston crowns are no longer cooled Nothing else happens □ c) The piston crowns are no longer cooled The engine is operated at reduced power output How is cylinder on demand implemented? □ □ □ a) The injection of fuel into the deactivated cylinders is interrupted In addition, the valves are no longer actuated Fresh air is trapped and the deactivated cylinders act as gas dampers b) The valves of the cylinders to be deactivated remain closed Hot exhaust gas is trapped in the combustion chamber The ignition and injection systems are deactivated c) The injection of fuel into the deactivated cylinders is interrupted The valves remain open The amount of fuel injected is reduced to a minimum, thus ensuring that the catalytic converter continues to function Which systems are used to counteract the low-frequency audible noise which penetrates the vehicle and is mainly produced by the exhaust system in 4-cylinder mode □ a) In 4-cylinder mode, the exhaust valves are closed In addition, the CNC system counteracts low-frequency vibration interference □ b) In 4-cylinder mode, the exhaust valves are closed In addition, the CNC system counteracts low-frequency vibration interference □ c) In 4-cylinder mode, the sound actuator is activated Low-frequency counter-vibration is produced, cancelling the background noise How does the ANC system produce the counter-vibration for background noise cancelation? □ a) The ANC control unit calculates the counter-vibration, which is output via the sound actuator □ b) The ANC control unit calculates the counter-vibration, which is output via the treble loudspeaker of the sound system □ c) The ANC control unit calculates the counter-vibration, which is output via the bass loudspeaker of the sound system How can the proper mechanical functioning of the exhaust valves be checked? □ □ □ a) Initiate the actuator diagnostics b) The exhaust valve can be actuated mechanically by hand Before doing this, unplug the connector from the actuator Conclusions can then be drawn on the functioning of the engine and the exhaust valve c) Actuate the exhaust valve by hand Before doing this, unscrew the electrical actuator Why does the 4.0l V8 TFSI engine require the engine cover temperature sensor G765? □ a) It measures the temperature in the vicinity of the turbocharger The signal is utilised to activate the coolant circulation pump V178 □ b) It measures the temperature in the vicinity of the turbocharger The signal is utilised to activate the charge air cooling pump V188 □ c) It measures the temperature in the vicinity of the turbocharger The signal is utilised to activate the electrical fan Test solutions: a; b; a; c; c; c 90 Self Study Programmes You will find further information on the technology of the 4.0l V8 TFSI engine in the following Self Study Programmes 607_114 607_115 607_116 SSP 267 The 6.0l W12 engine on the Audi A8 - Part 1, order number: 140.2810.86.20 • Electronic coolant control SSP 377 The Audi 4.2l TFSI engine, order number: A06.5S00.23.20 • Predecessor engine • Basic engine mechanicals SSP 411 Audi 2.8l and 3.2l FSI FSI engine with Audi valvelift system, order number: A07.5S00.42.20 • Camshaft adjustment with AVS 607_117 607_118 607_119 SSP 437 Audi 3.0l V6 TDI engine with Roots blower, order number: A08.5S00.53.20 • Auxiliary electrical coolant pump • Diagnostics of the secondary air system SSP 490 The Audi 6.3l FSI engine, order number: A11.5S00.81.20 • Crankcase breather with impactor • Coolant thermostat SSP 491 The Audi 1.4l TFSI engine with twin charging, order number: A11.5S00.82.20 • Sound actuator system 91 607 Audi Vorsprung durch Technik Self Study Programme 607 For internal use only Audi 4.0l V8 TFSI engine with biturbo charging All rights reserved Technical specifications are subject to change Copyright AUDI AG I/VK-35 service.training@audi.de AUDI AG D-85045 Ingolstadt Technical status 02/12 Printed in Germany A12.5S00.91.20 Audi Service Training ... please refer to Self Study Programme 377 "Audi 4.2-litre V8 FSI engine" 607_106 2012 – Turbocharging and cylinder on demand The 4.0l V8 TFSI is the first Audi eight-cylinder petrol engine to feature... right-hand side of the engine compartment) 607_007 Torque/power curves 4.0l V8 TFSI engine with engine code CEUA 4.0l V8 TFSI engine with engine code CGTA Power in kW Power in kW Torque in Nm... successor model, the Audi A8 The V8 marked Audi s entry into the automotive luxury class Production of the Audi A8 ended after six years early in the summer of 1994 In the early 1990's, Audi made a successful