The Audi 1.8L and 2.0L Third Generation Ea888 Engines: Eself-Study Program 920243

eSelf-Study Program 920243
The Audi 1.8L and 2.0L Third Generation

EA888 Engines
1
Audi of America, LLC
Service Training
Created in the U.S.A.
Created 11/2013
Course Number 920243
©2013 Audi of America, LLC
All rights reserved. Information contained in this manual is based on
the latest information available at the time of printing and is subject to
the copyright and other intellectual property rights of Audi of America,
LLC., its affiliated companies and its licensors. All rights are reserved
to make changes at any time without notice. No part of this document
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All requests for permission to copy and redistribute information should
be referred to Audi of America, LLC.
Always check Technical Bulletins and the latest electronic service repair
literature for information that may supersede any information included
in this booklet.
Revision 2: 12/2013
2
Contents
Introduction..........................................................................................5
Development goals ....................................................................................................................................................... 6
Brief technical description ........................................................................................................................................... 7
Technical features ........................................................................................................................................................ 8
Engine mechanicals............................................................................ 10
Overview ......................................................................................................................................................................10
Cylinder block ..............................................................................................................................................................10
Oil pan ..........................................................................................................................................................................11
Crankshaft assembly ..................................................................................................................................................12
Chain drive ...................................................................................................................................................................14
Balance shafts .............................................................................................................................................................15
Auxiliaries mounting bracket .....................................................................................................................................16
Cylinder head ..............................................................................................................................................................18
Integral exhaust manifold .........................................................................................................................................21
Positive crankcase ventilation ...................................................................................................................................23
Oil supply............................................................................................ 28
System overview .........................................................................................................................................................28
Oil supply .....................................................................................................................................................................30
Oil filler cap .................................................................................................................................................................32
Switchable piston cooling jets ...................................................................................................................................32
Cooling system................................................................................... 34
System overview .........................................................................................................................................................34
Innovative Thermal Management (ITM) ...................................................................................................................36
Air supply and charging...................................................................... 49

System overview .........................................................................................................................................................49
Air routing system for transversely mounted engines ............................................................................................50
Air routing system for longitudinal mounted engines ............................................................................................51
Intake manifold ..........................................................................................................................................................52
Turbocharger ...............................................................................................................................................................53
Fuel system........................................................................................ 57
System overview .........................................................................................................................................................57
Mixture formation / dual injection system ...............................................................................................................58
Operating modes ........................................................................................................................................................59
Engine management system.............................................................. 62

System overview example – 1.8l TFSI engine ..........................................................................................................62
Differences between 1.8L longitudinally and transversely mounted engines ......................................................64
Differences between components in the engines with 1.8 l and 2.0 l displacement ...........................................65
Component differences for the 2015 Audi S3 .........................................................................................................66
Differences between the exhaust turbochargers ....................................................................................................67
Differences between combustion methods .............................................................................................................68
Special tools....................................................................................... 69
Self Study Programs........................................................................... 70
Knowledge Assessment..................................................................... 71
3
This eSSP contains video links which you
can use to access interactive media.
This eSelf Study Program teaches a basic knowledge of the design and functions of new models, Note
new automotive components or technologies.
It is not a Repair Manual!
All values given are intended as a guideline only.
For maintenance and repair work, always refer to the current technical literature. Reference
4
Introduction
The launch of the new 1.8L and 2.0L TFSI engines marks the Another design requirement was that the engines be suit-
beginning for the third generation of the successful EA888 able for use in all markets, including those where low grade
four cylinder engine family from Audi. The motives for this fuel is prevalent.
development are increasingly stringent exhaust emission
standards, better fuel economy and reduced CO2 emissions. Please note:
To achieve these goals, the engines have been completely Some illustrations of the 1.8L engine in this eSelf-Study
revised. Program are for the world-wide market. With the North
American introduction of the third generation EA888
This “global engine” is manufactured at Audi’s Hungarian engines, the 1.8L engine will not have a continuously adjust-
plant in Györ; in Silao, Mexico; Shanghai and Dallan China. able exhaust camshaft nor AVS.
In the future it will also be produced in Changchun. Like the
second generation versions of this engine, it is available in
Learning objectives of this eSelf Study Program:
both 1.8L and 2.0L displacements. It is used for a variety of
vehicle platforms and Group brands and is available in a wide This eSelf-Study Program introduces you to the technology
range of power ratings. of the third generation of EA888 4 cylinder engines. Upon
completing this eSelf-Study Program, you will be able to
answer the following questions:
• What are the key technical modifications behind the
development of the EA888 engine family?
• How do the innovative, new technologies work?
• What changes do the 1.8L and 2.0L engines bring to
customer service?
606_001
Reference
For a detailed technical description of the first generation engine, please refer to eSelf-Study Program 921703,
The Audi 2.0 Liter Chain-driven TFSI Engine.
Reference
To find more about the modifications to the first and second generation engines, please refer to eSelf-Study
Program 922903, The 2.0L 4V TFSI Engine with AVS.
5
Development goals
The main goals for developing the third generation of the The following innovative, new technologies are featured:
EA888 engine family were to meet more stringent exhaust
• Exhaust manifold integrated into the cylinder head
emission standards and provide compatibility of the engine
with various modular platforms. • Dual injection system with direct and port injection**
• New, compact turbocharger module with cast steel
The engineers in Ingolstadt placed special emphasis on the turbine housing, electrical wastegate actuator and
following priorities during the development cycle: oxygen sensor upstream of the turbine
• A high proportion of identical parts for all engine • Innovative Thermal Management system with fully
versions electronic coolant temperature control
• Reducing engine weight
• Minimizing intra-engine friction
• Increasing power output and torque in conjunction with
good fuel economy
Modular adaptation
To use the third generation of the EA888 engine family as a Engine mounts and a dipstick are used if the engine is trans-
"global engine" in the modular longitudinal application versely mounted. If the engine is longitudinally mounted,
(MLB) and the modular transverse application (MQB), it was use is made of engine supports and a sealing cap in place of
necessary to revise its dimensions, mounting and connecting a dipstick.
points.
CO2 reduction
To meet emission limits while reducing CO2 output, the

following design modifications have been made:
Downsizing/downspeeding* Cylinder head

• Cylinder head with Integrated Exhaust Manifold (IEM)
Friction and weight reduction • Weight-reduced exhaust turbocharger housing
• Balance shafts partially mounted in needle bearings • Electrical wastegate actuator
• Smaller main crankshaft bearing diameter
• Lower oil level Injection
• Reduced tensioning force in the auxiliary drive • FSI and MPI fuel injectors**
Thermal management
• Rotary slide valve control
Reducing friction
The chain tensioners have been optimized for the reduced oil The poly-Vee belt drive configuration is identical for longitu-
pressure. In addition to this, the tensioning force of the dinal and transverse mounted engines. However, the alterna-
chains has been reduced, in turn reducing friction. tors and A/C compressors are model-dependent.
Also, the crankshafts are made with smaller main bearing
diameters which produce less friction.
* The term downspeeding is used to describe the reduction in engine speed achieved by altering the overall transmission ratio. Use of a drive
ratio optimized for fuel efficiency makes it possible to achieve reductions in fuel consumption similar to those achievable by reducing engine
displacement. The higher power output and average pressure level of turbocharged engines allows the operating point to be shifted towards
lower engine speeds and higher engine loads. This means that the engine can be operated in an rpm range that is more favorable in terms
of fuel economy. Downspeeding concepts generally go hand in hand with downsizing concepts - a combination particularly well suited to
turbocharged direct injection gasoline engines.
** The initial offering of the 3rd generation engine in the North American market will be equipped only with FSI. The dual injection system
with both MPI and FSI will be introduced in later models.
6
Brief technical description
Engine type
• Four-cylinder in-line gasoline engine with direct injection
and MPI*
• Exhaust turbocharging with charge air cooling
• Chain driven camshafts Animation showing the overall engine.
• Balance shafts - partially supported by needle bearings

Valve control
• Four valves per cylinder, double overhead camshafts
• Continuous intake and exhaust camshaft adjustment on
the 2.0L engine
• Continuous intake camshaft adjustment on the 1.8L
engine
• Audi valvelift system (only on the exhaust camshaft of
2.0L version in the North American market)
Engine Management
• Electronic engine management system with EPC
• Combined direct and port injection systems*
• Adaptive O2 sensor control
• Mapped ignition with high voltage ignition coils
• Cylinder-selective adaptive knock control
* The initial offering of the 3rd generation engine in the
North American market will be equipped only with FSI. The
dual injection system with both MPI and FSI may be intro-
duced in later models.
606_057
7
Technical features
1.8l TFSI engine
Engine code CNSB
Installation position transverse
Displacement cu in (cm3) 109.7 (1798)
Power output at rpm 170 hp at 5100 - 6200

(125 kW at 5100 - 6200)
Torque at rpm 184 lb ft at 1250 - 5000
(250 Nm at 1250 - 5000)
Bore 3.24 in (82.5 mm)
Stroke 3.31 in (84.1 mm)
Compression ratio 9.6 : 1
Main crankshaft bearing diameter 1.88 in (48 mm)
Engine management system Simos 12
Fuel type Premium 91 AKI
Emissions standard SULEV

Firing Order 1–3–4–2
Knock control yes
Turbocharging yes
Exhaust gas recirculation internal

(camshaft adjustment)
Intake manifold flaps yes
Intake camshaft adjustment - continuous yes
Exhaust camshaft adjustment - continuous no
High pressure injectors (FSI) yes
Injectors in the intake manifold (MPI) no
Secondary air system yes
Audi valvelift system - for exhaust valves no
Rotary slide valve yes
Regulated oil pump yes
Tumble flaps yes
1.8L & 2.0L engines overview
8
2.0l TFSI engine
Engine code CNTA CYFB
Installation position longitudinal transverse
Displacement 121.0 cu in 121.0 cu in

(1983 cm3) (1983 cm3)
Power output 220 hp at 4500 - 6250 285 hp at 5500 - 6200
(162 kW at 4500 - 6250) (206 kW at 5500 - 6200)
Torque at rpm 258 lb ft at 1500 - 4500 280 lb ft at 1800 - 5500
(350 Nm at 1500 - 4500) (380 Nm at 1800 - 5500)
Bore 3.24 in (82.5 mm) 3.24 in (82.5 mm)
Stroke 3.65 in (92.8 mm) 3.65 in (92.8 mm)
Compression ratio 9.6 : 1 9.3 : 1
Main crankshaft bearing diameter in mm 52 52
Engine management system Simos 12 Simos 12
Fuel type Premium 91 AKI Premium 91 AKI
Emissions standard SULEV LEV3
Firing order 1–3–4–2 1–3–4–2
Knock control yes yes
Turbocharging yes yes
Exhaust gas recirculation internal internal

(camshaft adjustment) (camshaft adjustment)
Intake manifold flaps yes yes
Intake camshaft adjustment - continuous yes yes
Exhaust camshaft adjustment - continuous yes yes
High pressure injectors (FSI) yes yes
Injectors in the intake manifold (MPI) no no
Secondary air system yes yes
Audi valvelift system - for exhaust valves yes yes
Rotary slide valve yes yes
Regulated oil pump yes yes
Tumble flaps no no
Drumble 1)
yes yes
1.8L & 2.0L engines overview
1)
Please see page 64
9
Engine mechanicals
Overview
In addition to significantly reducing the weight of the cylin- The balance shafts are now partially supported by needle
der block, a second cooling-side oil gallery has been devel- bearings to reduce friction and ensure their robustness for
oped to accommodate the electrically switchable piston start-stop or hybrid applications. The weight of the balance
cooling jets. The cross-sections of the coolant and oil return shafts has also been reduced which lowers the inertia
lines have been modified and the position of the knock required to move them.
sensors has also been optimized.
The oil return line on the "hot" side of the engine has been
completely reconfigured.
Weight saving measures (1.8l TFSI engine)
The third generation of the EA888 engine family delivers a

total weight saving of approximately 17.1 lb (7.8 kg).
To achieve these savings, the following components have
been modified or are used for the first time:
• Thin-walled cylinder block • Die cast aluminium oil pan top section (including
• Integrated coarse oil separator aluminium bolts)
• Cylinder head and turbocharger • Plastic oil pan bottom section
• Crankshaft (with smaller main bearing diameters and • Aluminium bolts
four counterweights) • Balance shafts
Cylinder block
The cylinder block has been significantly revised to save Other modifications are:
weight. The wall thickness has been reduced from approxi- • A second pressurized cooling-side oil gallery for the
mately 0.13 in (3.5 mm) to 0.11 in (3.0 mm). In addition, electrically switchable piston cooling jets
the coarse oil separator has been integrated with the block. • Modified coolant and oil return line cross-sections
These modifications result in a weight saving of approxi- • Optimized, long coolant jacket
mately 5.29 lb (2.4 kg) compared to the second generation • Oil cooler supply via cylinder head coolant return line
engines. • Optimized knock sensor positionings
Sealing
Both the timing chain cover and a sealing flange on the

output side of the cylinder block are sealed using a liquid
sealant.
10
Overview
Timing chain cover
Knock sensor 1 G61
Oil Pressure Switch Level 3 F447
Sealing flange,
power output side
(attached with aluminum bolts)
Engine Speed Sensor G28
Cast iron cylinder block
Oil pan top section with baffle

plate
Oil Pressure Regulation Valve N428
Regulated oil pump
Honeycomb insert
Seal
Oil Level Thermal
Sensor G266
Oil pan bottom section
606_028
Oil pan
Oil pan top section Oil pan bottom section
The oil pan top section is made from die cast aluminium. The The oil pan bottom section is made from plastic. This pro-
oil pump and the honeycomb insert for oil intake and oil vides a weight savings of approximately 2.2 lb (1 kg). It is
return are integral with the top section. The oil pan top sealed to the upper oil pan with a rubber gasket and
section also accommodates the pressurized oil galleries and attached with steel bolts.
the two-stage oil pump control valve.
Oil Level Thermal Sensor G266 is integrated with the oil pan
It is sealed off from the cylinder block with a liquid sealant bottom section. The oil drain plug is made from plastic
and attached by aluminium bolts. (bayonet lock).
To enhance the acoustic characteristics of the engine assembly,

the upper main bearing supports are integral with the top
section of the oil pan.
11
Crankshaft assembly
Reducing weight and frictional losses was a main developmental goal.
Piston
Snap ring
Wrist pin
Connecting rod
(cracked lower end)
Upper connecting rod-

bearing shell
Crankshaft
Lower connecting rod bearing shell

606_030
Connecting rod
bearing cap
Animation showing the crankshaft

assembly and sprocket chain drive,
including the drive mechanism for the
regulated oil pump and engine coolant
pump.
12
Piston Connecting rods/wrist pins
Piston clearance has been increased in order to reduce fric- The connecting rods are cracked at the large end.
tion during the warm-up phase. A wear-resistant piston skirt
coating is also used. A significant modification is the elimination of the bronze
bushing in the connecting rod small end. The connecting rod
Upper piston ring = taper face ring / on 2.0l engines is fitted to the wrist pin without using a bushing by a special
Rectangular ring, asymmetrically process patented by Audi AG. The wrist pin is floating and
barrelled rides directly on the piston without any bushings. A special
Middle piston ring = taper face ring surface coating known as DLC is applied to the wrist pin.
Upper piston ring = oil control ring (two piece,
double bevelled spiral expander DLC stands for Diamond like Carbon, an amorphous carbon.
ring) DLC strata are very hard and are noted for having very low
dry coefficients of friction. They can be identified by their
glossy, black-gray surface.
Crankshaft Cradle support
Compared to the second generation engine, the main The upper oil pan is bolted to the lower main bearing caps.
bearing diameters of the crankshaft have been reduced from This modification helps reduce vibration and noise thus
2.04 in (52 mm) to 1.88 in (48 mm), and the number of enhancing driver comfort.
counterweights reduced from eight to four. This has reduced
the weight of the crankshaft by 3.5 lb (1.6 kg). The upper
and lower main bearing shells are a two-layer lead-free
composition. This ensures that the crankshaft is suitable for
start-stop operation.
Cylinder block
Cradle support
Oil pan top section
Bolted from below 606_027
Cross bolted
at side
13
Chain drive
The basic configuration of the chain drive system has been There are new chain assembly installation procedures and
adopted from the second generation engine. However, new special tools required for the third generation engine.
design parameters were implemented. Because of the
reduction in friction of the drive assemblies, less power is In addition, an adaptation procedure must be performed
needed to drive the chain mechanism. The chain tensioners using the Scan Tool after doing work on the chain drive. The
have been adapted to operate at lower oil pressures. adaptation entails making measurements to establish allow-
able tolerances needed for diagnostic Test Plans.
Exhaust camshaft Exhaust camshaft with Audi valvelift High pressure fuel pump
adjuster (only on the 2.0L version system (AVS) (only on the 2.0L version
for the North American market) for the North American market)
Intake camshaft
adjuster
Chain drive
606_002
Regulated oil pump Balance shaft Main coolant pump
14
Balance shafts
In addition to a reduction in overall mass, the balance shafts

are now partially supported by needle bearings. This has
reduced friction; especially at lower oil temperatures. This
modification also increases the suitability of the components
for use in start-stop or hybrid applications.
Ring
Needle bearing
Needle cage
Sliding rail
Ring
Idler gear
Balance shaft drive chain
Sliding rail
Crankshaft sprocket
Tensioning rail
Bolt-in tensioner
606_029
15
Auxiliaries mounting bracket
Oil filter and oil cooler holders are integrated into the engine The oil filter cartridge is accessible from above. To ensure
auxiliaries mounting bracket. The auxiliaries mounting that no oil is discharged when changing the filter, a sealing
bracket contains oil ducts and coolant ducts routed to the oil element is opened when the filter is released, allowing the
cooler. oil from the filter to flow back into the oil pan.
The oil pressure switch, the electrical switching valve of the

piston cooling jets and the poly-V belt tensioner are inte-
grated in the bracket.
Design (shown using the transverse mounted 1.8l TFSI engine)
Oil ducts
Oil supply line from oil cooler Oil filter

to oil filter and engine cartridge
Oil Pressure Switch

F22
Piston Cooling Reduced Oil Pressure

To the mechanical valve Nozzle Control Switch F378
of the piston cooling jets Valve N522
Oil supply to the engine
Oil return duct to oil pan for:

−− venting the mechanical valve of the piston cooling jets
−− draining off oil when changing the oil filter
606_026
Oil supply from the oil pump
Poly V-belt tensioner
Oil supply to the piston cooling jets
Cooling jet switching Oil supply to the engine oil cooler

valve vent
16
Coolant ducts
The oil supply line for the oil cooler is also integrated into
the auxiliaries mounting bracket.
Engine oil cooler
From engine
To Engine Temperature Control Actuator N493
606_055
17
Cylinder head
The cylinder head is a completely new design. It features an

integral exhaust cooling and routing system.
Camshaft Adjustment Ignition Coils with Power Output Stage N70, Exhaust camshaft with
Actuators N127, N291, N292 Audi valvelift system
F366 - F373
Camshaft adjuster
Intake
Camshaft adjuster
Exhaust (2.0L engine only)
Integrated cooling ducts Exhaust gas ducts to
turbocharger
606_006
Note
Only the 2.0L engine will have a continuously adjustable exhaust camshaft and AVS at the introduction of this engine in
North America.
Reference
To learn more about the variable valve timing system, refer to eSelf-Study Program 921103, The Audi 3.0L V6
Engine.
18
Design
8
9
10
11
12
13
14
15
16
16
17
18
606_031
Key:
1 Camshaft Position Sensor 3 G300 10 Exhaust camshaft adjuster (2.0L engine only)
2 Cylinder head cover 11 Exhaust valve
3 Camshaft Adjustment Actuators F366 - F373 (2.0L only) 12 Camshaft Position Sensor G40
4 Intake camshaft 13 Port dividers
5 Intake camshaft adjuster 14 Engine Coolant Temperature Sensor G62
6 Roller-type cam follower 15 Cylinder head
7 Support element 16 Freeze plug
8 Intake valve 17 Integral exhaust manifold stud
9 Exhaust camshaft 18 Cylinder head gasket 19
Sealing
The cylinder head cover is attached with steel bolts and

sealed with a liquid sealant.
The cylinder head gasket is two layer metal gasket.
Audi valvelift system (AVS)
The Audi valve lift system has been developed to optimize

the change cycles of the dual fuel injection system. AVS is
used when changing between FSI and MPI operation of the
engine. Initially it will only be installed on the exhaust cam-
shaft of the 2.0L version of the EA888 3rd generation engine
even though the dual injection system will not be utilized.
Camshaft adjuster
Another key modification is the use of a camshaft adjuster The result is rapid torque delivery. The high torque level
on the exhaust camshaft. This maximizes the scope for across a wide rpm range allows the transmission ratios to be
charge cycle management. The AVS system and the exhaust adapted differently (downspeeding). This improves fuel
camshaft adjustment make it possible to adapt to the economy.
various charge cycle requirements at full and partial throttle.
Other modifications:
• Long spark plug threads • Repositioned high pressure fuel pump

• New ignition coils (retained by bolts, discrete • Improved fine oil separator
ground wires) • The turbine housing of the exhaust turbocharger is
• Weight-optimized camshafts bolted directly to the cylinder head
• Optimized roller cam followers (for reduced friction) • Optimization of the intake ports
• Reduced spring forces in valve gear • Improvement of the fuel injection components including
• New oil filler cap integrated into the upper chain case sound insulation
• Engine Coolant Temperature Sensor G62 integrated into
the cylinder head (ITM)
Note
There are also several changes relevant to assembly work on the cylinder head. For a detailed description of the procedure,
please refer to the relevant repair information.
20
Integral exhaust manifold
A cooled exhaust manifold with cylinder sequence separation Because of the new manifold design, there is no longer a
is directly integrated with the cylinder head. need for full throttle mixture enrichment to protect the
turbocharger turbine during high speed engine operation.
The use of this manifold significantly lowers the exhaust This improves fuel economy during normal operation and
temperature upstream of the turbine when compared to a when driving in a more aggressive, sporty manner.
conventional manifold layout. In addition, a highly heat
resistant turbocharger is used. The integral exhaust manifold facilitates rapid coolant
heating and therefore, is a key part of the thermal manage-
ment system.
Exhaust ports
The exhaust ports are designed so that exhaust gases from The full energy of the exhaust gas flow is available for
one cylinder do not interfere with the purging process of driving the turbocharger. The exhaust ports of cylinders 1
other cylinders. and 4 as well as cylinders 2 and 3 converge at the transition
to the turbocharger.
Exhaust gas ports

to the turbocharger
Turbocharger
module
606_007
21
Cooling of the integral exhaust manifold
The integral exhaust manifold facilitates rapid heating of the The system goes into cooling mode even after a short
coolant and, therefore, is an integral part of the thermal warm-up phase. This is necessary because the coolant in
management system. proximity to the integral exhaust manifold would otherwise
boil off very quickly. For this reason, Engine Coolant Tem-
During the warm-up phase, heat is transferred to the coolant perature Sensor G62 is installed at the hottest point in the
within a very short period of time. This heat is directly uti- cylinder head.
lized to heat the engine and passenger compartment. Due to
the reduced heat loss, the downstream components - oxygen
sensor, turbocharger and catalytic converter - are able to
reach their optimal operating temperature more quickly.
Intake side
Main water jacket
Upper coolant tract
Lower coolant tract
Exhaust gas duct with flange

connecting to turbocharger
Exhaust side
606_032
Animation showing the cylinder head

and the integral exhaust manifold.
22
Positive crankcase ventilation
The positive crankcase ventilation system has also been The system comprises the following components:
systematically improved. The cylinder block pressure to • Coarse oil separator integrated with cylinder block
ambient air pressure ratio is configured for a high pressure • Fine oil separator module, bolted onto the cylinder
gradient. head cover
• Hose for the discharge of cleaned blow-by gases
A strong emphasis has been placed on reducing the number • Oil return line in the cylinder block with shutoff valve
of components. On the exterior of the engine, for example, in the oil pan honeycomb insert
there is now only one pipe for the discharge of cleaned
blow-by gases.
Entry of blow-by gases into the intake manifold module

(in naturally aspirated mode)
Entry of blow-by gases into the turbocharger

(in charging mode)
Fine oil separator module
Oil return duct from

the fine oil separator
Oil return line shut-off valve Coarse oil separator Oil return duct from the fine oil separator
for the fine oil separator (below the oil level in the oil pan)
(below the oil level in the oil pan)
606_043
23
Coarse oil separation
The coarse oil separator function is an integral part of the The separated oil returns to the oil pan via the return duct in
cylinder block. A portion of the oil is separated by changing the cylinder block. The end of the duct is below the oil level.
the direction of oil flow in a labyrinth.
Fine oil separation
The coarsely cleaned blow-by gases flow from the cylinder A sporty driving style (high transverse acceleration) could
block into the fine oil separator module through a duct in potentially expose the immersed oil return line because of
the cylinder head. the oil sloshing inside the oil pan. In this case, too, the
shutoff valve keeps the oil return line closed. The shutoff
Here, the gases are cleaned in a cyclone separator. The valve is a shutter-type valve.
separated oil from the cyclone separator returns to the oil
pan through a separate duct in the cylinder block. The end of The cleaned blow-by gases are directed into the combustion
this duct is below the oil level. chamber via the single-stage pressure control valve. The
pressure control valve is rated for a pressure difference of
A shutoff valve prevents oil from being drawn in from the oil -1.45 psi (-100mBar) relative to the ambient air. The point at
pan in unfavorable pressure conditions. which the blow-by gases are admitted into the combustion
chamber is dictated by the pressure ratio in the air supply
system.
Bypass valve Pressure control valve

opens at excessively high blow-by
flow rates (very high engine speed)
oil is also separated here by the
high flow rate
Connection to carbon
canister
606_045
Blow-by duct from the Cyclone separator Blow-by line to

cylinder block and cylinder turbocharger
head (charging mode)
24
Supply of cleaned blow-by gases to the combustion chamber
After the blow-by gases have been cleaned of fine oil drop- The non-return valves return to their initial position when
lets and allowed to flow through the pressure control valve, the engine is shut off. The non-return valve facing the
they are admitted into the combustion chamber. Gas flow is exhaust turbocharger is open, while the non-return valve
controlled automatically by self-actuating non-return valves facing the intake manifold is closed.
integrated into the fine oil separator module.
Faulty installation detection Full throttle operation (charging mode)
Emission regulations require that safeguards be provided to Since pressure is now present throughout the charge air
detect faulty installation of these components. tract, non-return valve 1 closes.
If the venting line on the crankcase breather module is not The difference between the pressure inside the crankcase
installed (or not properly installed) an installation detection and the pressure on the intake side of the turbocharger
contact opens. causes non-return valve 2 to open.
This contact is connected directly to the air intake side of the The cleaned blow-by gases are inducted by the compressor.
cylinder head. The engine immediately begins to induct
unmetered air which is detected by the oxygen sensors.
Bypass valve
Cyclone
separator
Non-return valve 2 Non-return valve 1

(open) (closed)
606_047
Blow-by passage to turbocharger

(charging mode)
25
Idle and partial throttle operation (naturally aspirated mode)
In naturally aspirated mode, non-return valve 1 is opened by The cleaned blow-by gases are admitted directly into the
the vacuum present in the intake manifold and non-return combustion chamber via the intake manifold.
valve 2 is closed.
Blow-by gas intake
Pressure control valve
Blow-by passage to intake mani-

fold (naturally aspirated mode)
606_046
PCV valve Non-return valve 2 Non-return valve 1

(closed) (open)
26
Positive crankcase ventilation
The crankcase breather is installed in a module on the The crankcase is vented via the venting line connected
camshaft cover together with the fine oil separator and upstream of the turbine and a calibrated port in the crank-
the pressure regulator. case breather valve.
The system is therefore designed in such a way that it is only

vented when the engine is running in naturally aspirated
mode.
Connection to carbon
Calibrated bore for canister
positive crankcase
ventilation
PCV valve diaphragm

(removed)
Blow-by line to intake manifold

(naturally aspirated mode)
Cyclone separator
Blow-by gas intake

606_083
27
Oil supply Bearing bridge
A
System overview
Key:
A Camshaft bearing
B Support element 1
C Balancer shaft bearing
D Exhaust balancer shaft bearing 1
E Connecting rod
F Main bearings 1 – 5
3
1 Exhaust Camshaft Adjustment Valve 1 N318 A

2 Hydraulic vane cell adjuster (exhaust) 2 4
3 Non-return valve, integrated. into bearing bridge
4 Mesh oil filter
5 Camshaft Adjustment Valve 1 N205
6 Hydraulic vane cell adjuster (intake)
5
7 Non-return valve, integrated into cyl. head
8 Fine oil separator
9 Vacuum pump
10 Flow restrictor
11 Lubrication of cam for high pressure fuel pump
3
12 Oil cooler
A
13 Non-return valve, integrated into oil filter 4
6
14 Oil filter
15 Oil drain valve
16 Oil Pressure Switch F22 33.3 - 43.5 psi (2.3 - 3.0 bar)
17 Reduced Oil Pressure Switch F378 7.25 - 11.6 psi
(0.5 - 0.8 bar) Auxiliaries mounting
18 Piston Cooling Nozzle Control Valve N522 bracket 12 13 14
19 Mechanical switching valve
20 Chain tensioner for balancer shafts
21 Chain tensioner for timing gear
22 Turbocharger 18
23 Coarse oil separator 16 17
24 Oil Pressure Switch Level 3 F447 15
25 Lubrication of gear step

26 Oil Level Thermal Sensor G266 19
27 Cold start valve
28 Non-return valve, integrated into oil pump
29 Regulated oil pump
30 Oil Pressure Regulation Valve N428
High pressure circuit

Low pressure circuit
Oil pan top

section
28
29
30
27
26
4
Oil pan bottom section
28
8
Oil channels
A A A A A 9
4 10
B B B B B B B B 11
Vacuum pump
B B B B B B B B
A A A A
7
Cylinder head
20 21
22
D
C C C
E E E E
23
F F F F F
24
4 4
C C C
25
Cylinder block
606_018
29
Oil supply
The engine lubrication system has been redesigned. The Together, these modifications have reduced friction within
main points are: the engine assembly thus improving fuel economy still
further.
• Optimization of the pressure ducts in the oil system,
reducing pressure losses while simultaneously
increasing volume
• Reduction of pressure losses in the pressurized
oil galleries
• Extension of the rpm range in the low pressure stage
• Oil pressure reduction in the low pressure stage
• Switchable piston cooling jets
Oil Pressure Switch Level 3 F447
Oil cooler Oil filter
Reduced Oil Pressure

Switch F378
Oil Pressure
Switch F22
Piston Cooling
Nozzle Control
Valve N522
Auxiliaries mounting bracket
Oil Pressure Regulation Valve

N428
Regulated oil pump
606_003
Piston cooling jet
Raw oil Modifications to the oil pump:

Clean oil • Modified pressure level
Switchable piston cooling jets • Higher efficiency
• Modifications to the hydraulic control system
30
Regulated oil pump
The functional principle of the engine oil pump is similar to

that of the second generation engine with the following
differences:
• The hydraulic control system within the pump has been

improved, enabling the pump to control oil flow with
even greater precision.
• The pump drive ratios have been modified (i = 0.96) so
that the pump now runs more slowly.
606_033
Cover
Cold start valve Displacement unit
Control piston Control spring Driven shaft
Retention valve
Drive shaft with

drive pump gear
Driven pump gear

(axially displaceable)
Compression spring of displacement unit
Pump housing
Intake
Mesh oil filter
606_034
Reference
To find out more about the function and design of the regulated oil pump, refer to eSelf-Study Program
922903, The 2.0L 4V TFSI Engine with AVS.
31
Oil filler cap
Top part of oil filler cap
A new style engine oil filler cap is installed on the camshaft with bayonet lock
chain cover. It has been design to ease the opening and
closing action and seal the engine bay from the environment
in a safe, oil-tight manner.
Spring
The seal and bayonet lock of the new style cap are function-
ally separate. The sealing face of the elastomer rectangular
seal is smaller. No relative movement occurs between the
Bottom part of oil filler cap
seal and the camshaft chain cover when it is installed. This
minimizes the actuation forces. The bayonet lock secures
the cap by turning at 90 degree intervals.
Rectangular seal
606_082
Switchable piston cooling jets
The switchable piston cooling jets system includes the It is not necessary to cool the piston crowns in every operat-
following components: ing situation.
• Additional pressurized oil duct in cylinder block By replacing the previously spring controlled cooling jets
• New piston cooling jets without spring valves; there are with electrically control jets and selectively shutting them
jets with two different internal diameters (the jets of the off, it is possible to reduce the overall oil pressure level.
1.8l TFSI engines have smaller diameters). This is turn reduces the load on the engine oil pump and
• Oil Pressure Switch Level 3 F447 improves fuel economy.
• Piston Cooling Nozzle Control Valve N522
• Mechanical switching valve
Piston cooling jet control
The piston cooling jets are activated only when required. This The key calculation factors are:
calculation is made on the basis of a special map stored in
the engine control module • Engine load
. • Engine speed
The piston cooling jets can be activated both in the low and • Calculated oil temperature
high pressure stages.
258 lb ft
221 lb ft
184 lb ft
147 lb ft
Torque
110 lb ft
74 lb ft
37 lb ft
606_019
Engine speed [rpm]
Piston cooling switched off - oil temperature < 122 °F (50 °C) Piston cooling switched off - oil temperature > 122 °F (50 °C)
32
Piston cooling jets deactivated Piston cooling jets activated
Piston Cooling Nozzle Control Module N522 is energized by The piston cooling jets spray when N522 is de-energized.
the Engine Control Module. When N522 is de-energized, the control channel to the
mechanical switching valve is no longer supplied oil pressure
When energized, the control channel for the mechanical to both sides of the valve. The mechanical valve therefore
switching valve opens. Pressurized oil acts directly on both moves and opens the duct to the oil gallery of the piston
sides of the piston of the mechanical switching valve. The cooling jets. The spring in the switching valve is pre-ten-
spring displaces the valve and closes the passage to the oil sioned. The spring force keeps the oil gallery to the piston
gallery of the piston cooling jets. cooling jets shut at oil pressures of 13.0 psi (0.9 bar) or
higher.
To enable the switching valve to immediately return to its

Reduced Oil Pressure Switch
initial position after N522 is de-energized, the oil from the
F378
control piston must drain off quickly. There is a separate oil
Oil filter passage which allows the oil to drain without pressure into
mandrel the engine oil pan. This is the same oil passage that oil
drains into when replacing the oil filter.
Oil gallery to the piston
cooling jets closed
Oil gallery to the piston

cooling jets open
606_004
Control channel
Piston Cooling Nozzle Control Mechanical switching valve,

Valve N522, energized shuts off the passage to the oil
gallery of the piston cooling jets
606_005
Piston Cooling Nozzle Control Valve Switching valve venting line

N522, de-energized
Mechanical switching valve,

opens the port to the oil gallery
of the piston cooling jets
Function monitoring
When the piston cooling jets are switched on, the contact in The following electrical faults can be detected in the control
Oil Pressure Switch Level 3 F447 closes. The switch is located valve for the piston cooling jets:
at the end of the oil gallery for the piston cooling jets (see • Open circuit; piston cooling jets are always on
page 30, Fig. 606_003). • Short circuit to ground; piston cooling is off
• Short circuit to +; piston cooling is always on
The following faults can be detected by the oil pressure
switch: Faults resulting in loss of piston cooling lead to the follow-
• No oil pressure is present at the piston cooling jets ing emergency running reactions:
despite being requested • Torque and engine speed are limited by the ECM
• Faulty oil pressure switch • The regulated oil pump has no low oil pressure stage
• Oil pressure is present despite deactivation of piston • A message indicating that the engine speed is limited to
cooling jets 4000 rpm is displayed in the DIS, a single acoustic signal
sounds and the EPC lamp lights up
33
Cooling system
System overview
The cooling system is adapted to match the vehicle specifica- A distinction is made between longitudinal and transverse
tion and engine type. mounting, transmission version, and whether or not the
vehicle is equipped with an auxiliary heater. Vehicles sold in
the North American region will not have auxiliary heaters.
Coolant circulation
The 1.8l TFSI is given here as an example. It is in the longitu- Numbers from the key on page 35 have been added to the
dinal mounted version with a manual transmission. labels in the diagram.
Connections from and to

heater heat exchanger Rotary slide valve 2 Rotary slide valve 1 Coolant expansion tank
1 8 8 6
Coolant Recirculation Pump V50

4
Transmission heating
connection
Ducts of the integral

exhaust manifold
Turbocharger
9
606_009
Engine oil cooler Radiator

11 15
Note
Auxiliary heaters are not available in the North American market.
Note
For vehicle-specific terminal diagrams, refer to the applicable repair information.
34
1.8l TFSI longitudinal mounted engine with manual transmission*
1 2
3 4 6
7
8
9 11
10
12 13
15
14
606_023
Cooled coolant
Heated coolant
ATF
Key:
1 Passenger compartment heat exchanger 9 Exhaust turbocharger

2 Transmission gear oil cooler 10 Integral exhaust manifold
3 Climatronic Coolant Shut-off Valve N422 activated 11 Engine oil cooler (heat exchanger)
4 Coolant Recirculation Pump V50 12 Coolant Fan V7
5 Transmission Coolant Valve N488 13 Coolant Fan 2 V177
6 Coolant expansion tank 14 Engine Coolant Temperature Sensor on Radiator G83
7 Engine Coolant Temperature Sensor G62 15 Radiator
8 Engine Temperature Control Actuator N493
(rotary slide valves 1 and 2)
* This configuration will be introduced in later Audi models and does not apply to the 2015 Audi A3.
35
Innovative Thermal Management (ITM)
The complete coolant circuit was revised during develop- The two key components of the innovative thermal manage-
ment of the engine. The main emphasis was on rapid engine ment system are the exhaust manifold integrated into the
heating, reduction in fuel consumption by rapid and thermo- cylinder head (see "Cylinder head") and Engine Temperature
dynamically optimized engine temperature regulation, as Control Actuator N493 described below. It is installed as a
well as heating of the vehicle interior when required. module on the cooling side of the engine, together with the
coolant pump.
Coolant temperature at ambient temperature 68 °F (20 °C)

265 lb ft (360 Nm)
Key:
236 lb ft (320 Nm)
185 °F (85 °C)

Torque [Nm]
205 lb ft (280 Nm)

194 °F (90 °C)
203 °F (95 °C)
177 lb ft (240 Nm)
212 °F (100 °C)
221 °F (105 °C)
147 lb ft (200 Nm)
118 lb ft (160 Nm)
88 lb ft (120 Nm)
59 lb ft (80 Nm)
29 lb ft (40 Nm)
606_040
Engine speed [rpm]
36
Engine Temperature Control Actuator with rotary slide valve module and
coolant pump
Coolant pump
Supply line to radiator
N493
Rotary slide valve 2
Toothed belt drive gear
Toothed drive belt for coolant pump
606_035
Cover
Coolant pump drive gear
Return line from radiator
Rotary slide valve 1 Return line from heater, turbocharger and transmission
Animation showing the ITM system

and the function of the rotary slide.
37
Engine Temperature Control Actuator N493 (rotary slide valve)
Engine Temperature Control Actuator N493 is identical for Various switching positions can be implemented by configur-
longitudinally and transversely mounted engines. It regulates ing the rotary slide valves accordingly. This allows rapid
coolant flow by means of two mechanically coupled rotary heating of the engine, which, in turn, results in lower friction
slide valves. The angular position of the rotary slide valves is and improved fuel economy. In addition, variable engine
regulated according to various maps stored in the ECM. operating temperatures between 185 °F - 225 °F (85 °C -
107 °C) are possible.
1 2 3 4 5
6 7 10 11
606_036
Key:
1 N493 with sender 6 Shaft for rotary slide valve 1

2 Connecting piece for radiator supply line 7 Rotary slide valve housing
3 Connecting piece to lube oil cooler connection 8 Expanding element thermostat (fail-safe thermostat)
4 Idler gear 9 Sealing package
5 Rotary slide valve 2 10 Connecting piece for return line from radiator
11 Rotary slide valve 1
38
Function of Engine Temperature Control Actuator N493
A DC electric motor drives the rotary slide valve. It is acti- Rotary slide valve 2 is connected to rotary slide valve 1 via a
vated by a PWM signal (12V) from the Engine Control lantern gear. The gear is designed in such a way that rotary
Module. The activation frequency is 1000 Hz. The activation slide valve 2 engages and disengages in defined angular
signal is new. It is a digital signal with a configuration positions of rotary slide valve 1. Rotary slide valve 2 (which
similar to that of a CAN signal. opens the coolant flow through the cylinder block) begins to
rotate when rotary slide valve 1 is in an angular position of
The motor is activated until rotary slide valve is in the posi- approx. 145°. Rotary slide valve 1 disengages again in an
tion specified by the ECM. A positive activation signal causes angular position of approx. 85°. In this position, rotary slide
the rotary slide valve to rotate in the “open” direction. This valve 2 has completed its maximum rotation and the cylin-
can be observed in the MVBs. The motor drives rotary slide der block cooling circuit is fully open. The movements of the
valve 1 via a high reduction ratio worm gear. It controls the rotary slide valve are limited by mechanical stops.
coolant flow in the engine oil cooler, cylinder head and the
main radiator. The transmission cooler, turbocharger and
heater return lines are unregulated.
The warmer the engine, the further the rotary slide valve To determine the exact position of the rotary slide valve and
rotates. This causes various channels to open into variable to detect malfunctioning, a rotation angle sensor is mounted
cross-sections. on the rotary slide valve control board. This sensor supplies a
Single Edge Nibble Transmission (SENT) data protocol signal
to the ECM. This type of signal can, in conjunction with the
appropriate sensors, be used for digital data transfer as a
replacement for analog interfaces. The position of rotary
slide valve 1 can be seen in the MVBs.
Engine outlet Engine inlet
Rotary slide valve 2
DC adjustment Supply line to radiator

motor
606_010
Return line from Rotary slide valve 1 Belt drive

oil cooler
Worm gear Coolant pump
Return line from heater, turbocharger and transmission
Return line from radiator
39
Engine warm-up and operation is divided into three phases of regulation
Adjustment angle
Warm-up and regulation over 160° After-run over a total of 95°
Temperature control range for Warm-up range After-run range

partial and full load
Switch on engine Mini- Static
oil cooler volume coolant
stream
s522_107
The following pages describe the engine temperature regu-

lation from the warm-up range, the temperature control
range and finally to the after-run range. This is a highly
simplified representation and does not include the electrical
drive of the Engine Temperature Control Actuator N493 or
the main water pump drive.
40
Temperature regulation sequence
During warm-up, the engine runs through three phases: The different phases are accomplished through the positions
• Static coolant of the rotary valves. The objective is to use the energy gener-
• Mini-volume stream ated by the fuel combustion to heat the engine as much as
• Enable engine oil cooler possible. However, if passenger compartment heating is
required during the "static coolant" phase, heat energy is
provided to the interior.
Turbocharger
Non-return valves
Cylinder head with

integrated exhaust
manifold Passenger compart-
ment heat exchanger
Cylinder block
After-run Coolant
Pump V51
Climatronic Coolant
Engine oil cooler Shut-off Valve N422
Rotary valve 2
Rotary valve 1 Coolant pump
Engine Temperature
Control Actuator
Emergency mode Main radiator N493
thermostat
s522_092
41
Warm-up with static coolant
To keep the heat from the fuel combustion in the engine,

Rotary valve 2 is closed. This interrupts the coolant flow
from the engine coolant pump to the cylinder block. Rotary
valve 1 blocks return from the engine oil cooler and the
return from the main radiator.
Climatronic Coolant Shut-off Valve N422 interrupts the

coolant flow to the passenger compartment heat exchanger
and Coolant After-run Pump V51 is not activated.
V451
Engine block
N422
Rotary valve 2
Rotary valve 1
Main radiator s522_092
Warm-up with mini-volume flow

Turbocharger
This control phase in the warm-up range protects the cylin-

der head and the turbocharger from overheating from the
static coolant in the exhaust manifold.
At a Rotary valve 1 angle position of 145°, Rotary valve 2 is

engaged and begins to open. A small coolant flow begins
through the cylinder block, the cylinder head and the turbo-
charger returning back to the rotary valve module and
coolant pump.
Rotary valve 2
Rotary valve 1
s522_093
42
Warm-up with mini-volume flow and heating in
the vehicle interior
If heating is required in the passenger compartment during

this phase, N422 opens and After-run Coolant Pump V51
starts delivery. Rotary valve 2 temporarily interrupts the
coolant flow to the cylinder block. Heat exchanger
The coolant is directed through the cylinder head, turbo-

charger and heat exchanger. This, however, causes the
warm-up phase of the engine to take longer.
N422 and V51 are also always activated to comply with

requirements in the subsequent control ranges. The coolant
flow to the engine block is reduced or blocked by rotary valve
2 as required. V451
Engine block
N422
Rotary valve 2
s522_094
Warm-up with map-controled engine active
In this stage, the engine oil cooler is enabled during the

warm-up phase of the engine. Rotary valve 1 moves to a
120° angle position opening the passage to the oil cooler.
Because Rotary valve 2 is still engaged, it also turns more
and enlarges the coolant flow through the cylinder block. A
large amount of heat distribution occurs in the engine block
and excess heat is discharged via the oil cooler.
Engine block
Rotary valve 2
Engine
oil
cooler
Rotary valve 1
s522_095
43
Temperature control range
The innovative thermal management moves seamlessly from

the warm-up range to the temperature control range. Here,
rotary valve module regulation is dynamic and depends on
the engine load.
To conduct excess heat away, the connection to the main

radiator from the rotary valve module is opened. To do this,
positions rotary valve 1 in an angle position of 0° and 85°,
depending on how much heat has to be conducted away. At a
rotary valve 1 angle position of 0° the connection to the
main water cooler is fully opened.
Rotary valve 2
Rotary valve 1
If the engine is running at a lower load and speed (partial

load range), the thermal management adjusts the coolant
temperature to 225 °F (107°C). Since the full cooling power
is not required, rotary valve 1 temporarily closes the connec-
tion to the main radiator. If the temperature rises above this
threshold value, the connection to the main radiator is
opened again. Constant opening and closing is necessary to
keep the temperature as much as possible at a constant
225 °F (107°C).
When load and engine speed increase, coolant temperature

is reduced to 185 °F (85 °C) (full load range) by first com-
pletely opening the connection to the main radiator.
Rotary valve 2
Rotary valve 1
Main radiator
s522_102
44
After-run range when switching off the engine
To prevent the coolant from boiling in the cylinder head and

in the turbocharger when the engine is switched off, the ECM
initiates an after-run function. It can be active for up to 15
minutes after the engine is switched off.
During the after-run function, Rotary valve 1 of N493 is

positioned at an angle between 160 degrees and 255
degrees. The greater the after-run requirement, the higher
the angle position. At 255 degrees of opening angle, the
passage to the return line of the main radiator is fully open
so maximum heat is dissipated.
Rotary valve 2 is in the after-run position and not engaged V451

with Rotary valve 1. V51 circulates coolant through two
sub-streams in the coolant circuit.
N422
One sub-stream flows over the cylinder head and back to
V51. A second sub-stream flows via the turbocharger
through Rotary valve 1 to the main radiator and also to Rotary valve 2
After-run Coolant Pump V51.
The cylinder block is not supplied with coolant in the run-on

position. Rotary valve 1
45
Emergency running mode strategy
If the coolant temperature in N493 exceeds 235 °F (113 °C),

the emergency thermostat opens a bypass to the main
radiator. This allows the driver to continue driving the
vehicle to a limited extent if N493 is defective.
If the ECM doesn't receive feedback from N493, it moves

Rotary valve 1 to a maximum engine cooling position regard-
less of engine load and operating temperature.
If N493 should fail, for example, the electric motor fails or

the rotary valve drive should jam, further measures are
initiated: V451
• A fault message is displayed in the instrument cluster

and at the same time engine speed is limited to 4000 N422
rpm. A warning tone is issued and the EPC is illuminated.
• The actual engine coolant temperature is also displayed Rotary valve 2

in the instrument cluster.
• Climatronic Coolant Shut-off Valve N422 is opened.
• After-run Coolant Pump V51 is activated to ensure Rotary valve 1

cylinder head cooling.
• A DTC is logged in the Engine Control Module.
If the rotary valve position sensor signal is implausible or the Emergency mode thermostat
sensor fails, the ECM activates Rotary valve 1 to a maximum
cooling position as a failsafe. s522_097
Vehicles with DSG transmissions
On vehicles with DSG transmissions, the coolant circuit is

expanded to include a transmission heat exchanger and
Transmission Coolant Valve N488.
Gear oil cooler
Auxiliary radiator
Coolant shut-off valve N82
s522_101
46
Functional diagram of Engine Temperature Control Actuator N493
Connections
1 Sensor ground (connection in engine wiring harness)
2 Sensor signal
3 Sensor + (5 V connection in engine wiring loom)
4 Actuator – 2 3 4 5
5 Actuator +
606_021
Transmission Coolant Valve N488
N488 controls the flow of warm coolant from the engine to It is held open by mechanical spring force when not acti-
the transmission gear oil cooler. vated and closes when the engine is started. The coolant
flow to the transmission opens at a coolant temperature of
When required, the solenoid valve is activated by the ECM. 176 °F (80 °C) and closes again at 194 °F (90 °C). This helps
the manual transmission to attain its optimal friction
temperature.
Electrical connection
Coolant flow to the engine
Solenoid coil
606_022
Piston Coolant flow

to the cooler
47
This pump is used as a circulation pump for the passenger

compartment heat exchanger in vehicles with longitudinally
mounted engines. It is activated by Climatronic Control
Module J255 via a PMW signal. It is diagnosed through J255.
Function
Coolant Recirculation Pump V50 is activated when the igni-

tion is switched on depending on the coolant temperature
and the desired interior temperature setting of Climatronic
Control Module J255.
When V50 is running, coolant is circulated between the

engine and the passenger compartment heat exchanger.

Climatronic Coolant Shut-off Valve N422
606_056
N422 is installed on longitudinally mounted engines. The
valve permits or prevents coolant flow to the passenger
compartment heat exchanger. See page 35, figure 606_023.
Function
Climatronic Coolant Shut-off Valve N422 is identical to

Transmission Coolant Shut-off Valve N488 (see previous page).
It is open (allowing coolant flow) when it is not energized and
closes (preventing coolant flow) when current is applied.
It is opened by spring force and closes when the engine is
started.
The valve opens when the heating, run-on cooling and

start-stop functions are activated. N422 is controlled by
Climatronic Control Module J255 and requires adaptation using
the VAS Scan Tool.
Coolant After-run Pump V51 Coolant Shut-off Valve N82
V51 is installed on vehicles with transversely mounted Coolant Shut-off Valve N82 is activated by the Engine Control
engines. It is identical to Coolant Recirculation Pump V50 Module.
used in vehicles with longitudinally mounted engines. It is
activated by the ECM with a PWM signal after receiving a Depending on the requested temperature in the passenger
request from Climatronic Control Module J255. compartment, N82 shuts off the coolant flow through the
passenger compartment heat exchanger. This is done for
V51 also assists the engine coolant pump to increase coolant example, to heat up the engine.
flow through the passenger compartment heat exchanger at
defined engine speeds thus providing higher heating output.
It also helps reduce turbocharger temperature more quickly

which helps extend engine oil life.
48
Air supply and charging
System overview
A B D
V465 N249
G31
Exhaust gases
N316
J338
G186 Intake air (vacuum)
G
G187
G188 Charge air (charge pressure)
G336
Wastegate (charge pressure)
G42 with G71 606_025
Key:
A Exhaust flow G31 Charge Air Pressure Sensor

B Exhaust turbocharger G42 Intake Air Temperature Sensor
C Air filter G71 Manifold Absolute Pressure Sensor
D Fresh air flow G186 EPC Throttle Drive
E Wastegate valve G187 EPC Throttle Drive Angle Sensor 1
F Charge air cooler G188 EPC Throttle Drive Angle Sensor 2
G Intake manifold flaps G336 Intake Manifold Runner Position Sensor
J338 Throttle Valve Control Module
N249 Turbocharger Recirculation Valve
N316 Intake Manifold Runner Control Valve
V465 Charge Pressure Actuator
Note
The Charge Pressure Actuator V465 must be replaced after removing the lock nut from the linkage.
After replacement, the charge pressure actuator must be adapted using the Scan Tool.
49
Air routing system for transversely mounted engines
Turbocharger (B) Turbocharger Recirculation Charge Pressure Actuator Air filter

Valve N249 V465 (C)
606_037
Intake manifold Charge air cooler

(F)
Intake Manifold Runner Control Valve

N316
Intake Manifold Air intake Intake Air Temperature Sensor G42 with
Runner Position (D) Manifold Absolute Pressure Sensor G71
Sensor G336
Throttle Valve Control Module J338
Charge Pressure Sensor G31
50
Air routing system for longitudinal mounted engines
Air filter Charge Pressure Actuator Turbocharger Intake Manifold Runner

V465 Control Valve N316
Intake Air Temperature

Sensor G42 with Manifold
Absolute Pressure Sensor
G71
Throttle Valve Control

Module J338
Intake manifold
Air intake Intake Manifold

Runner Position Sensor
G336
Charge Pressure
Sensor G31
606_038
Charge air cooler
51
Intake manifold
To accommodate both FSI and MPI fuel injectors, a newly The shaft is actuated by Intake Manifold Runner Control
designed intake manifold was required. The manifold also Valve N316 using a vacuum motor based on signals from the
has pan-shaped flaps to direct air flow in the intake duct. ECM.
An angled, single piece stainless steel shaft maximizes the
torsional rigidity of the flaps. At initial launch of these The pan-shaped flaps are tensioned in the manifold in such a
engines, the North American version will only have FSI way to minimize excitation by the airflow.
injection.
Fuel Metering Valve N290 Intake Air Temperature Sensor

G42 with Manifold Absolute
High pressure pump Pressure Sensor G71
Vacuum motor for intake manifold flaps MPI injectors
Intake Manifold Runner

Position Sensor G336
606_041
FSI injectors
Intake manifold flaps
Intake Manifold Runner Control Valve

N316
FSI injectors
606_042
52
Turbocharger
An all new mono-scroll turbocharger is used on both the The use of a mono-scroll turbocharger improves full throttle
1.8L and 2.0L versions of the third generation EA888 response, particularly at high engine speeds. Twin-scroll
engine. It has the following features: channeling of exhaust gases from the cylinder head outlets
is continued to a point just short of the turbocharger
• Electrical wastegate actuator (Charge Pressure Actuator turbine.
V465 with Charge Pressure Actuator Position Sensor
G581) The turbocharger uses a Mixed Flow Turbine design. A Mixed
• Oxygen sensor upstream of turbine (Heated Oxygen Flow Turbine is a compromise between a radial turbine and
Sensor G39) an axial turbine. Exhaust gases flow radially through the
• Compact cast steel turbine housing with twin-scroll inlet radial turbine wheel (leading edge is parallel to axis of rota-
flanged directly onto the cylinder head tion). Consequently, the turbine is suitable for handling low
• Compressor housing with integrated pulsation silencer flow rates, such as those typical of passenger cars. On the
and Turbocharger Recirculation Valve N249 other hand, exhaust gases flow axially through the axial
• Temperature resistant Inconel turbine wheel rated for turbine wheel (the inlet edge is at an angle of 90° relative to
temperatures of up to 1796 °F (980 °C) the axis of rotation). This turbine wheel is suitable for han-
• Bearing housing with standard connections for oil and dling low flow rates, such as those typical of large displace-
coolant ment engines. Mixed Flow Turbines have a diagonal leading
• Milled compressor wheel for higher speed resistance edge. Because this type of turbine has an additional axial
and better acoustics impeller, which is ideal for high flow rates, a smaller impel-
• Turbine wheel configured as a Mixed Flow Turbine made ler can also be used. The advantage of better response in the
from Inconel 713 °C radial turbine is combined with the higher efficiency of the
axial impeller in the upper rpm range.
Mono-scroll turbines have only one intake scroll, which
directs the exhaust gases to the impeller. In contrast to
twin-scroll turbines, they are more simple in design, lighter,
and less expensive.
Sensors for detecting air mass and air temperature:
• Charge Air Pressure Sensor G31 is installed between the

charge air cooler and the throttle valve. Its signal is used
to monitor and control charge pressure
Charge Pressure Actuator

• Intake Air Temperature Sensor G42 with Manifold V465
Absolute Pressure Sensor G71 From air filter
Heated Oxygen Sensor G39
Turbocharger Recirculation
Valve N249
Cylinder head
Integrated pulsation
silencer
To charge air cooler
Turbine housing Wastegate valve

Cylinder block
606_013 53
Charge Pressure Actuator V465
An electrical wastegate actuator is used in an Audi turbo- • The active opening of the wastegate at partial throttle
charged four-cylinder engine for the first time. This technol- allows the basic charge pressure to be reduced. This
ogy offers the following advantages over the previously used provides fuel savings
vacuum motors:
• Active opening of the wastegate during the heating
• Faster and more precise response phase of the catalytic converter increases the exhaust
• Can be actuated independently of the charge pressure gas temperature upstream of the catalytic converter by
• Due to the higher closing force, the engine achieves its 50 °F (10 °C), resulting in lower cold start emissions.
maximum torque at lower engine speeds
• The adjustment rate of the electrical wastegate actuator
allows the immediate build-up of charge pressure during
negative load cycles (acceleration), which has a particu-
larly positive overall effect on the acoustic characteris-
tics of the turbocharger (blow-off hiss and groan).
Actuating lever for the wastegate with clearance and

tolerance compensating elements on the push rod
Clearance compensating spring
Spring seat
Charge Pressure Actuator V465 Gear
54
Components of the charge pressure actuator system
The complete actuator consists of the following components:
• Housing • Integral non-contact position sensor (Charge Pressure

• DC motor (Charge Pressure Actuator V465) Actuator Pressure Sensor G581)
• Gear • Upper and lower internal mechanical stops in gear
• Clearance and tolerance compensation elements on
push rod
Functional diagram
Connections on Charge Pressure Actuator V465:
1 Sensor + (5 V connection in engine wiring harness)
2 Actuator –
3 Ground
4 Not assigned 1 2 4 5 6
5 Sensor signal
6 Actuator +
3
606_020
Operating principle ECM connection
The DC motor actuates the wastegate valve with the aid of Magnetic holder
the gear assembly and the push rod. Movement is limited at

the lower mechanical stop by the external stop of the seated
wastegate valve, and at the upper mechanical stop by the
internal gear limiter on the housing.
The activation frequency of the DC motor is controlled by the

ECM and lies within a 1000 Hz band.
The push rod is adjustable for length. This allows the waste-
gate valve to be adjusted after replacing the actuator.
Charge Pressure Actuator Position Sensor G581
G581 is installed in the charge pressure actuator gear

housing cover. A magnetic holder with two permanent
magnets is also integrated into the housing cover and rests
on the spring seat of the gear. It therefore performs the
same movement as the push rod. When the push rod moves,
the magnets travel past a Hall sensor also located in the
housing cover. This allows actual adjustment travel to be
measured. The signal from the Hall sensor is an analog,
linear voltage signal.
Charge Pressure Actuator
Position Sensor G581
606_079
55
Turbine housing and turbine wheel Compressor housing and compressor wheel
To meet the requirements arising from the increased exhaust The compressor housing has a strength-enhanced design in
gas temperature of approximately 1796 °F (980 °C) and the order to withstand the high actuating forces produced by
location of the oxygen sensor upstream of the turbine Charge Pressure Actuator V465. It is made from cast alu-
housing, the turbine housing is made from a new cast steel minium. In addition to the compressor wheel, it integrates
material. the pulsation silencer, Turbocharger Recirculation Valve
N249, the inlet for the gases from the crankcase breather
To optimize ignition sequence separation, the exhaust and the fuel tank vent.
routing system has a twin-scroll configuration up to a point
just before the turbine. The compressor wheel is milled from a single piece of mate-
rial. This allows a higher tolerance to high speeds and also
Since the turbine housing has a very compact design, a reduces compressor noise.
standard system of studs and nuts is used to connect the
housing to the cylinder head. The turbine wheel is configured
as a mixed-flow turbine (half-radial turbine).
Heated Oxygen Sensor G39 is a broadband type LSU 4.2 This is the most favorable position because even in this
sensor. It is mounted where the exhaust gases from each location, temperatures are not too high.
individual cylinder flow upstream of the turbine housing.
This positioning allows for good individual cylinder recogni-
tion and permits oxygen sensor control to be enabled sooner
(six seconds) after starting the engine.
Flange connecting
to cylinder head
Heated Oxygen
Sensor G39
Compressor wheel
Wastegate valve
Turbocharger Recirculation
Valve N249
Turbine housing
Integrated
pulsation silencer
606_080
Turbine wheel
56
Fuel system
System overview
Fuel filter
To ECM Ground
Battery Fuel Pump Control Module Transfer Fuel Pump G6

(positive) J538
Fuel Metering Valve N290
Low Fuel Pressure Sensor G410
Low pressure fuel rail
High pressure fuel pump
Injector 2, cylinders 1 – 4
N532 – N535
Fuel Pressure
Sensor G247
High pressure fuel rail
606_017
Injector, cylinders 1 – 4
N30 – N33
Note
Only the FSI (high pressure) system will be used on the 2015 A3 engines. The use of MPI and FSI may introduced on later
Audi models.
57
Mixture formation / dual injection system
The dual injection system was developed to reduce the The following goals were accomplished:
particulate emissions normally associated with FSI engines. • Increase in system pressure from 2175 psi to 2900 psi
This new fuel system is composed of a MPI (multi-port (150 bar to 200 bar)
injection) system and an FSI system. • Reduced operational noise
• Compliance with stringent emission limits for particu-
The presentation of this information is for reference and late mass and volume (significant reduction in soot
your interest only. The dual injection system may be used in emissions by a factor of 10)
North American Audi models in the future but will not be • Reduction of exhaust emissions, particularly CO2,
used at the introduction of the EA888 engine. The intake compliance with current and future exhaust emission
manifold is the same but the ports for the MPI injectors have standards
not been drilled out. • Adaptation of an additional port injection system
• Improved fuel efficiency at partial throttle through use
of MPI injection system
High pressure system
Low pressure system
Injector 2, cylinders 1 – 4
N532 – N535
Fuel Metering Valve N290 Low pressure fuel rail

High pressure fuel pump
Intake Air Temperature

Sensor G42 with Manifold
Absolute Pressure Sensor
G71
Throttle valve
606_012
Injector, cylinders 1 – 4 High pressure fuel rail
N30 – N33
MPI injection system High pressure injection system
The MPI system is supplied via a flushing connection on the All parts in the high pressure tract have been adapted for
high pressure pump. During MPI operation, the high pres- system pressures of up to 2900 psi (200 bar). The injectors
sure pump is automatically flushed with fuel and thus have been sound insulated from the cylinder head using
cooled. steel spring discs. Likewise, the high pressure rail has been
separated from the intake manifold and bolted onto the
To minimize pulsation, which is transmitted to the rail by the cylinder head. The position of the high pressure injectors has
high pressure pump, a restrictor is integrated into the flush- been slightly retracted. This improves homogenization of the
ing connection on the high pressure pump. air-fuel mixture and reduces the thermal stress on the
valves.
The MPI system has its own pressure sensor - Low Pressure
Fuel Sensor G410. Pressure is supplied on demand by the The fuel injection control concept has been modified to
fuel Transfer Pump G6. The Transfer Pump is activated by the ensure harmonized control for all future engines. This rule
Fuel Pump Control Module J538 via the ECM. The MPI rail is of thumb applies to the new concept: if the plug from Fuel
made of plastic. The MPI valves (N532 – N535) are inte- Pressure Control Valve N276 is disconnected, pressure is no
grated into the plastic intake manifold and optimally aligned longer built up in the high pressure system.
for fuel injection.
58
Operating modes
The ECM determines whether the engine runs in MPI or FSI The objective is to achieve a lambda value of 1 across the
mode based on specific maps. widest possible operating range. This is made possible by
using the integral exhaust manifold.
To minimize soot emissions, oil thinning and knock tendency,
fuel injections are thermodynamically optimized in terms of
number and type (MPI or FSI). Naturally, this affects
mixture formation. Injection timing and duration must be
adapted accordingly.
Direct injection (FSI) is used whenever the engine is started. As a protective feature, a flushing function is used to
When the engine coolant temperature is below approxi- prevent coking of the fuel in the high pressure injectors
mately 113 °F (45 °C) and dependent on engine oil tempera- during lengthy periods of MPI operation. At the same time,
ture, the engine always runs in direct injection mode. FSI mode is briefly activated.
Injection type map

Indicated engine torque * [Nm]
Engine speed [rpm]

606_061
MPI single injection * The term indicated torque refers to the torque that a loss-free
internal combustion engine would be able to deliver.
FSI single injection
(homogeneous mode, direct injection during intake stroke)
FSI dual injection

(homogeneous stratified mode, one single direct injection
during intake stroke and one during compression stroke)
59
Engine start Fuel efficiency advantage
A triple direct injection is performed during the compression When the engine is warm, optimal mixture homogenization
stroke. is ensured by advance air-fuel mixing. There is therefore
more time available for air-fuel mixture formation, resulting
in fast, efficiency-optimized combustion. In addition, no
Warm-up / catalytic converter heating power input is needed to drive the high pressure pump.
Dual direct injection is implemented during the intake and

compression strokes. At the same time, the ignition timing is Higher load
adjusted slightly retarded. The intake manifold flaps are
closed. Dual injection is used here. One direct injection is performed
during the intake stroke and one during the compression
stroke.
Engine warm (> 113 °F [45 °C]) at partial
throttle
Emergency running function
The engine now switches to MPI mode. The intake manifold
flaps are also closed at partial throttle, but not 1 : 1 in MPI If either of these systems fails, the other system takes over
mode (depending on the parameters in the engine map). the emergency running function. This ensures that the
vehicle continues to be driveable.
Engine Control Module 606_089

J623
Animation showing MPI and FSI

operation.
60
Notes
61
Engine management system
System overview example – 1.8l TFSI engine
Sensors

EPC Throttle Drive Angle Sensors 1 & 2 G187, G188
Brake Light Switch F
Clutch Position Sensor G476

Clutch Pedal Switch F36
Clutch Pedal Starter Interlock Switch F194
Accelerator Pedal Position Sensor G79

Accelerator Pedal Position Sensor 2 G185
Knock Sensor 1 G61
Hall Sensor G40

Hall Sensor 3 G300
Engine Coolant Temperature Sensor G62
Engine Coolant Temperature Sensor on Radiator Outlet G83
Engine Speed Sensor G28
Oil Level Thermal Sensor G266
Intake Manifold Runner Position Switch G336
Engine Control Module

J623
Intake Air Temperature Sensor G42
Manifold Absolute Pressure Sensor G71
Fuel Pressure Sensor G247
Charge Air Pressure Sensor G31
Gear Recognition Sensor G604
Brake Booster Pressure Sensor G294

Oxygen Sensor after Three Way Catalytic Converter G130
Oil Pressure Switch F22

Reduced Oil Pressure Switch F378
Oil Pressure Switch, Level 3 F447
Charge Pressure Actuator Position Sensor G581
Fuel Level Sensor G

Fuel Level Sensor 2, G169
Auxiliary signals:
−− Cruise control system
−− Speed signal
−− Start request to engine control module (keyless start 1 + 2)
−− Terminal 50
−− Crash signal from airbag control Module
62
Actuators
Piston Cooling Nozzle Control Valve N522
Ignition Coils 1 - 4 with Output Stage

N70, N127, N291, N292
EPC Throttle Drive G186
Injectors 2, cylinders 1 – 4 N532 – N535
Injector, cylinders 1 – 4 N30 – N33
Transmission Coolant Valve N488
Turbocharger Recirculation Valve N249
Intake Manifold Runner Control Valve N316
Camshaft Adjustment Valve 1 N205

Exhaust Camshaft Adjustment Valve 1 N318
(N318 only on 2.0L engines)
Fuel Metering Valve N290
Oil Pressure Regulation Valve N428
Cam Adjustment Actuators 1 - 8, F366, F373

(only on 2.0L engines)
Carbon Canister Purge Regulator Valve N80
Engine Temperature Control Actuator N493
Oxygen Sensor Heater Z19

Heater for Oxygen Sensor 1 after Catalytic Converter Z29
Left Electro-hydraulic Engine Mount Solenoid Valve N144

Right Electro-hydraulic Engine Mount Solenoid Valve N145
Fuel Pump Control Module J538

Transfer Fuel Pump G6
Coolant Fan Control Module J293

Coolant Fan V7
Coolant Fan 2 V177
Auxiliary signals:
−− Dual clutch Mechatronic Module / engine speed
−− ABS/ESP Control Module
−− A/C compressor
−− Starter control Module
606_076
63
Differences between 1.8L longitudinally and transversely mounted
engines
The following components have been adapted:
• Oil pan top section

• Honeycomb insert
Animation showing the differences
between the longitudinally and
• Oil pump intake line
transversely mounted engines using
• Oil pan the 1.8l TFSI engine as an example.
• Exhaust turbocharger
The top and bottom sections of the oil pan, the honeycomb
insert and the oil pump intake line have been modified so
that the initial oil fill is the same as before 5.7 qt (5.4L) and
that the oil system meets all the essential functional crite-
ria, e.g. oil pressure, oil sludging, longitudinal and lateral
dynamics, uphill and downhill driving.
1.8l TFSI engine, transversely mounted
Turbocharger
Oil pan top section
Honeycomb insert
Oil pan
Oil pump intake line
606_071
64
Differences between components in the engines with 1.8 l and 2.0 l
displacement
Different parts:
• Cylinder block (main bearing diameter 2.04 in [52 mm]) • Exhaust camshaft (valve lift 10 mm, adapted valve
• Crankshaft (stroke 3.62 in [92.8 mm]) timing)
• Connecting rod with adapted inside micrometer • Exhaust valves (hollow, bimetallic)
• Main bearings 2.04 in ([52 mm], two-component • High pressure injectors (higher flow rate)
bearings are used throughout the entire kit) • Intake manifold with integral drumble flap
• Balancer shafts • Exhaust turbocharger
Animation showing the differences

between 1.8 l and 2.0 l displace-
ments using the longitudinally
mounted engine as an example.
2.0l TFSI engine, transversely mounted
Exhaust camshaft
and valves
Intake manifold with

integral tumble flap
Turbocharger
FSI injectors
Balance shafts
Crankshaft and
con-rod
Cylinder block
606_072
65
Component differences for the 2015 Audi S3
The following parts have been adapted:
• Cylinder head (made from a different alloy compared to • High pressure injectors (even higher flow rate)
other engines in this module because of higher thermal • Exhaust turbocharger
stress) • Charge pressures of up of 17.4 psi (1.2 bar)
• Exhaust valves (hollow, higher Ni content, nitrided) • High performance main radiator with 1 – 2 auxiliary
• Exhaust valve seat rings (improved temperature stability radiators (depending on country specifications)
and wear resistance) • Additional acoustic modifications have been made
• Exhaust camshaft (adapted valve timings) in order to achieve a sporty sound - use of a sound actua-
• Compression ratio 9.3 : 1 tor (for the occupant cell) and active exhaust flaps in the
• Piston cooling jets (higher flow rate) exhaust system
Animation showing the 2015 Audi S3.
2.0l TFSI engine in Audi S3 ’13
Cylinder head
Exhaust camshaft, valves
and valve seat rings
FSI injectors
Pistons
Turbocharger
Piston cooling jets
606_073
Animation showing the different

components of the 2015 S3 engine.
66
Differences between the exhaust turbochargers
Even larger compressor and turbine wheels and specially A special feature of the Audi S3 turbocharger is the use of
adapted housing components are used for the 2015 Audi S3. "abradeable seal" technology (ICSI GmbH) in the compressor.
Different materials are used for the turbine housing and the
turbine wheel so they are able to handle the high exhaust A self-adaptive plastic insert provides a much smaller gap
gas mass flow rates. between the compressor wheel and housing. This increases
the efficiency of the compressor unit by up to 2%.
A B C D E F
606_074
1.8 l MLB B 1 F 1
C 1 D 1 E 1
1.8 l MQB B 2 F 2
2.0 l MLB B 3 C 2 E 2 F 3
D 2
2.0 l S3 B 4 C 3 E 3 F 4
G
606_078
Key:
A Electrical diverter valve E Turbine wheel MQB = transversely mounted engine

MLB = longitudinally mounted engine
B Compressor housing F Turbine housing
C Compressor wheel G Wastegate system
Bearing
D
67
Differences between combustion methods
1.8 l 2.0 l 2.0 l S3
High pressure injector flow rate 15 cm3/s 17.5 cm3/s 20 cm3/s
Intake ports Tumble duct Tumble duct Tumble duct
Flap system Tumble Drumble Drumble
Compression ratio 9.6 : 1 9.6 : 1 9.3 : 1
Intake camshaft adjuster yes yes yes
Exhaust camshaft adjuster no yes yes
Exhaust - Audi valvelift system (AVS) no yes yes
Integral exhaust manifold yes yes yes
Drumble flap
Depending on displacement, differing degrees of charge Drumble flaps are installed on the 2.0L versions of the third
motion occur when the intake flap is closed. To achieve the generation EA888 engines.
same results, it would be necessary to use different intake
manifolds for the different displacements. To eliminate this In this design, the tumble duct is closed asymmetrically to
problem, different swirl flaps are used. induce a combined swirling and tumbling flow motion in the
air/fuel charge.
606_075
Tumble flap in Drumble flap in

1.8l TFSI engines 2.0l TFSI engines
68
Special tools
T10133/16 A Removal tool T10133/18 Sleeve
606_048 606_049
For removing the high pressure injectors For removing the high pressure injectors
Special tool T10133/16 A replaces the previous removal tool (T10133/16)
T40243 Lever T40267 Locking tool
606_050 606_051
For inserting the crankshaft tensioner For locking the clamping element
T40274 Puller hook T40270 Socket insert XZN 12
606_054 606_052
For removing the crankshaft seal For removing and installing the engine/ transmission mounts
T40271 Camshaft clamp T40290 Setting gauge
606_053 606_081
For locking the drive chain sprockets For locking the wastegate during adjustment work on the charge
pressure actuator of the exhaust turbocharger
69
Self Study Programs
To find out more about the technology of the EA888 engine family, refer to the following Self Study Programs.
eSelf-Study Program 921103, eSelf-Study Program 921703, eSelf-Study Program 922903,

The Audi 3.0L V6 Engine. The Audi 2.0 Liter Chain-driven The 2.0L 4V TFSI Engine with
TFSI Engine. AVS.
70
Knowledge Assessment
An On-Line Knowledge Assessment (exam) is Available for this eSelf-Study Program.
The Knowledge Assessment is required for Certification.
You can find this Knowledge Assessment at:

www.accessaudi.com
From the accessaudi.com Homepage:
• Click on the “ACADEMY” tab

• Click on the “Academy site” link
• Click on the Course Catalog Search and select “920243 - The Audi 1.8L and 2.0L Third Generation EA888 Engines”
Please submit any questions or inquiries via the Academy CRC Online Support Form
which is located under the “Support” tab or the “Contact Us” tab of the Academy CRC.
Thank you for reading this eSelf-Study Program and taking the assessment.
71
920243
All rights reserved.

Technical specifications are
subject to change without notice.
Audi of America, LLC

2200 Ferdinand Porsche Drive
Herndon, VA 20171
72

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eSelf-Study Program 920243

The Audi 1.8L and 2.0L Third Generation

Air supply and charging...................................................................... 49

Engine management system.............................................................. 62

Self Study Programs........................................................................... 70

To meet emission limits while reducing CO2 output, the

Downsizing/downspeeding* Cylinder head

• Balance shafts - partially supported by needle bearings

1.8l TFSI engine

Engine code CNSB

Installation position transverse

Displacement cu in (cm3) 109.7 (1798)

Power output at rpm 170 hp at 5100 - 6200

Stroke 3.31 in (84.1 mm)

Compression ratio 9.6 : 1

Main crankshaft bearing diameter 1.88 in (48 mm)

Engine management system Simos 12

Fuel type Premium 91 AKI

Emissions standard SULEV

Knock control yes

Exhaust gas recirculation internal

Intake camshaft adjustment - continuous yes

Exhaust camshaft adjustment - continuous no

High pressure injectors (FSI) yes

Injectors in the intake manifold (MPI) no

Secondary air system yes

Audi valvelift system - for exhaust valves no

Rotary slide valve yes

Regulated oil pump yes

Tumble flaps yes

1.8L & 2.0L engines overview

Engine code CNTA CYFB

Installation position longitudinal transverse

Displacement 121.0 cu in 121.0 cu in

Stroke 3.65 in (92.8 mm) 3.65 in (92.8 mm)

Compression ratio 9.6 : 1 9.3 : 1

Main crankshaft bearing diameter in mm 52 52

Engine management system Simos 12 Simos 12

Fuel type Premium 91 AKI Premium 91 AKI

Emissions standard SULEV LEV3

Firing order 1–3–4–2 1–3–4–2

Knock control yes yes

Turbocharging yes yes

Exhaust gas recirculation internal internal

Intake camshaft adjustment - continuous yes yes

Exhaust camshaft adjustment - continuous yes yes

High pressure injectors (FSI) yes yes

Injectors in the intake manifold (MPI) no no

Secondary air system yes yes

Audi valvelift system - for exhaust valves yes yes

Rotary slide valve yes yes

Regulated oil pump yes yes

1.8L & 2.0L engines overview

Weight saving measures (1.8l TFSI engine)

The third generation of the EA888 engine family delivers a

Both the timing chain cover and a sealing flange on the

Knock sensor 1 G61

Oil Pressure Switch Level 3 F447

Engine Speed Sensor G28