SSP 920253

eSelf Study Program 920253
The Audi 1.4l TFSI Engine
i
Audi of America, LLC
Service Training
Created in the U.S.A.
Created 8/2015
Course Number 920253
©2015 Audi of America, LLC
All rights reserved. Information contained in this manual is based on
the latest information available at the time of printing and is subject to
the copyright and other intellectual property rights of Audi of America,
LLC., its affiliated companies and its licensors. All rights are reserved to
make changes at any time without notice. No part of this document
may be reproduced, stored in a retrieval system, or transmitted in any
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or otherwise, nor may these materials be modified or reposted to other
sites without the prior expressed written permission of the publisher.
All requests for permission to copy and redistribute information should
be referred to Audi of America, LLC.
Always check Technical Bulletins and the latest electronic service repair
literature for information that may supersede any information included
in this booklet.
This eSSP contains video links which you
can use to access interactive media.
Revision 1:8/2015
ii
Introduction ...................................................................................... 1
Brief technical description ........................................................................................................................................2
Power and torque specifications ..............................................................................................................................4
Engine mechanicals............................................................................ 6
Cylinder block .............................................................................................................................................................6
Crankshaft drive system and valve gear ..................................................................................................................7
Camshaft drive ...........................................................................................................................................................8
Crankcase ventilation ............................................................................................................................................. 10
Evaporative emission system ................................................................................................................................ 13
Cylinder head .......................................................................................................................................................... 14
Oil supply.......................................................................................... 16
Oil circulation system ............................................................................................................................................. 16
Regulated oil pump ................................................................................................................................................ 17
Sump ........................................................................................................................................................................ 19
Oil cooling ................................................................................................................................................................ 20
Cooling system................................................................................. 21
Introduction ............................................................................................................................................................ 21
System overview .................................................................................................................................................... 22
Thermostat ............................................................................................................................................................. 23
Coolant pump ......................................................................................................................................................... 23
Cylinder head cooling ............................................................................................................................................ 24
Intercooler .............................................................................................................................................................. 25
Air intake and turbocharger systems................................................ 27
Overview .................................................................................................................................................................. 27
Turbocharger ........................................................................................................................................................... 28
Fuel system...................................................................................... 31
Overview .................................................................................................................................................................. 31
Exhaust system................................................................................ 32
Overview .................................................................................................................................................................. 32
Catalytic converter .................................................................................................................................................. 33
Engine management system............................................................ 34
Sensors and actuators .......................................................................................................................................... 34
Engine speed sensor G28 ....................................................................................................................................... 36
Appendix.......................................................................................... 38
Special tools and workshop equipment ............................................................................................................... 38
Self-study programs......................................................................... 40
Knowledge assessment.................................................................... 41
This eSelf Study Program teaches a basic knowledge of the design and functions of new models,
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.
Note
Reference
iii
iv
Introduction
The 1.4l TFSI engine used in the A3 Sportback e-tron is
from the EA211 series of 4-cylinder engines used by Audi
worldwide. This is the first use of this engine in the North
American market.
In some markets, a selective cylinder shut-down capability
that enables two of the four cylinders to be shut down when
driving situations allow is employed. However, in the North
American market this feature will not be used.
It is derived from the EA111 series of 4-cylinder engines
but has been further refined to be lighter, more fuel efficient, and reduce emissions. It is compactly dimensioned
for vehicles using the cross-platform modular component
set (MQB).
The 1.4l TFSI engine develops 147 hp (110 kw) and is coupled
to the e-machine (Electro-drive Drive Motor V141) and sixspeed DSG transmission 0DD.
1.4l TFSI engine
616_015a
Learning objectives of this self-study program
Upon completion of this Self-Study Program, you be able to
answer the following questions:
• How is the engine constructed?
• How does the engine cooling system function?
• How does the intake air and turbocharger system function?
1
Brief technical description
• Four-cylinder in-line engine.
• Four valves per cylinder, double overhead camshafts
(DOHC).
• Emission control system with ceramic catalytic converter
and converter heating function using two-stage injection
(homogeneity split).
• Energy recovery system in over-run mode.
• FSI direct injection.
• Cast aluminium cylinder block.
• Turbocharger with indirect intercooler.
• Intercooler integrated in intake manifold
(air/coolant heat exchanger).
• Belt driven camshafts.
1.4l TFSI engine
(Engine with cylinder selective shut-down shown)
616_014
2
Internal combustion engine and e-machine with transmission
Electro-drive Drive Motor V141
(e-machine)
6-speed dual clutch transmission
(S tronic)
627_107
1.4l TFSI engine
Features
Specifications
Engine code
CUKB
Type
Four-cylinder in-line engine
Internal combustion engine output
150 hp (110 kW) at 5000 - 6000 rpm
Electric motor output
102 hp (75 kW) at 2000 - 2300 rpm
System output
150 kW
Torque of internal combustion engine
184 lb ft (250 Nm) at 1600 - 3500 rpm
Electric motor torque
243 lb ft (330 Nm) at 2200 rpm
System torque
258 lb ft (350 Nm)
Displacement in cm
1395
Stroke
3.1 in (80 mm)
Bore
2.9 in (74.5 mm)
Number of valves per cylinder
4
Firing order
1–3–4–2
Compression ratio
10 : 1
Fuel type
Premium 91 AKI
Turbocharging
Exhaust turbocharger
Engine management system
Bosch MED 17.01.21
Powertrain type
6-speed dual clutch transmission (S tronic)
Oxygen sensor control
1 sensor upstream of catalytic converter and 1 sensor downstream of catalytic converter
Mixture formation
Direct injection
Emission standard
SULEV
3
3
Power and torque specifications
EA211 series 1.4l TFSI engine CUKB and Electro-drive Drive Motor V141 as used in the 2016 A3 Sportback e-tron
Torque in Nm
Power in hp
Internal combustion engine
Internal combustion engine
Electric motor
Electric motor
System (15 seconds)
System (15 seconds)
295.0 lb ft (400 Nm)
268.2 hp (200 kW)
258.1 lb ft (350 Nm)
234.6 hp (175 kW)
221.21 lb ft (300 Nm)
201.1 hp (150 kW)
184.3 lb ft (250 Nm)
167.6 hp (125 kW)
147.5 lb ft (200 Nm)
134.1 hp (100 kW)
110.6 lb ft (150 Nm)
100.5 hp (75 kW)
73.7 lb ft (100 Nm)
67 hp (50 kW)
36.8 lb ft (50 Nm)
33.5 hp (25 kW)
Engine speed [rpm]
627_093
4
Notes
5
Engine mechanicals
Cylinder block
The cylinder block is made of die-cast aluminum and is an
open-deck design. The advantages and disadvantages of an
open-deck design are:
• It is easier and more economical to manufacture from
the point of view of casting technology.
• More efficient cooling of the upper, (and hotter) part of
the cylinders compared with a closed-deck design
• It is less rigid when compared to a closed-deck design.
This is compensated by the use of a metal cylinder head
gasket.
• There is deformation of the cylinder liner when the
cylinder head and cylinder block are bolted together.
• The slight cylinder liner deformation is easily compensated by the piston rings (oil consumption is also lower).
The engine oil galleries (both pressure and return) and
those for crankcase venting are cast integral with the crankcase. This reduces the number of additional components
and manufacturing complexity.
Cast-iron cylinder liners
The cast-iron cylinder liners are individually cast inside the
cylinder block. Their outer surface is very rough which
increases the surface area and improves heat transfer to
the cylinder block. The roughness also forms a very good
interlocking fit with the cylinder block.
Knock Sensor 1 G61
Aluminium cylinder block
with open-deck design
Main crankshaft bearings
Oil baffle plate
Sump top section
Oil Level Thermal Sensor G266
Sump bottom section
616_006
6
Crankshaft drive system and valve gear
The crankshaft drive components have been designed with
small moving masses and low friction as a priority. The
connecting rods and pistons have been optimized for
weight.
The lightweight crankshaft with four counterweights, runs
in five main bearings. The use of only four counterweights
reduces the internal crankshaft forces and therefore the
stress on the main bearings.
Crankshaft drive and valve gear on 1.4l TFSI engine
Camshafts
Valves operated by roller-lever cam followers
Aluminium pistons with valve recesses
Lightweight trapezoidal connecting rod
Lightweight crankshaft with four counterweights
616_019
Pistons and connecting rods
The pistons are made of die-cast aluminum. To reduce the
thermal stresses, oil injectors spray engine oil onto the
piston crown from underneath.
The lightweight forged connecting rods have cracked big
ends. The small end has a trapazoidal profile but does not
have a pressurized oil supply.
The aluminum pistons have a flat crown and have optimized for weight. The wrist pins are hollow.
616_039
Note
The crankshaft must not be removed. For more information, please refer to ElsaPro.
7
Camshaft drive
The camshafts are driven by a toothed timing belt. The belt
has a wear resistant Teflon coating which provides a long
service life.
Intake camshaft sprocket with vane
adjuster (adjustment range of 50°)
Exhaust camshaft sprocket
The use of a timing belt results in lower friction and
mechanical stresses on the timing gears as a whole. Lower
vibration levels make for a smoother and quieter running
engine.
An automatic tensioning roller additionally helps to guide
the timing belt by means of raised flanges. Special tools
T10499 and T10500 are needed to relieve the tension on
the belt during removal and installation procedures. A
guide pulley and the crankshaft sprocket also help ensure
the belt runs smoothly.
Tensioner pulley
Guide pulley
Oil pump drive sprocket
camshaft drive sprocket
Oil pump drive gear
The oil pump is driven by a maintenance free toothed chain.
No chain tensioner is installed. The drive sprocket for the
oil pump is permanently attached to the crankshaft and
cannot be removed.
616_020
Toothed drive chain for oil pump
Oil pump sprocket
8
Timing belt cover
The timing belt is protected from dust and dirt by a
three-piece timing belt cover.
The aluminum center section of the timing belt cover
also serves as an engine mounting point.
During repairs that require the removal of the timing
belt from the cylinder head, the center section of the
cover can remain in place. There is sufficient room to
tension the belt.
Plastic cover with
injection molded seal
Aluminum cover
(engine mount)
Plastic cover with
injection molded seal
616_032
9
Crankcase ventilation
Cleaned blow-by gases flow through channels in the cylinder block to the intake pipe upstream of the turbocharger
or into the intake manifold downstream of the turbocharger.
The oil vapors are removed by the plastic oil separator
bolted to the cylinder block.
Inlet of blow-by gases on intake side of turbocharger
(at high engine speeds)
Blow-by inlet pipe
Non-return valve on
turbocharger
Turbocharger
Oil separator
The gases flow from the crankcase into the oil separator.
There, the large droplets of oil are separated by means of
baffle plates and swirl channels in the coarse separator.
Then the fine droplets are removed by large baffle plates in
the fine separator.
Separation chamber outlet
Inlet
Coarse oil separator
Connecting pipe to intake manifold
module with calibrated diameter.
The calibration limits the flow
volume. As a result the pressure
regulating valve can be eliminated.
Oil separator housing cover
Fine oil separator
Oil returns
Oil return from oil separator to
sump below oil level
Separation chamber in crankcase
10
Non-return valves
The non-return valves control recirculation of the cleaned
blow-by gases based on the pressure conditions in the air
intake system. If there is negative pressure in the intake
manifold at idling or higher engine speeds, the vacuum
effect opens the valve in the intake manifold module and
closes the valve on the intake side of the turbocharger.
If there is positive pressure in the intake manifold when the
turbocharger is working, that pressure closes the valve in
the intake manifold module. At the same time, the valve on
the intake side of the turbocharger is opened by the pressure differential present. That means that the pressure on
the intake side of the turbocharger is lower than the pressure inside the crankcase.
Inlet point with non-return valve on
intake side of turbocharger
Inlet point for fuel vapors from
the EVAP system carbon canister
Internal routing of blow-by gases
through channels in the cylinder block
and cylinder head
Inlet point for blow-by gases downstream of turbocharger on intake manifold module (at low engine speeds)
Throttle valve
Intake point downstream of turbocharger on intake manifold module
Intake manifold
Non-return valve
Oil separator module on cylinder block
Blow-by inlet pipe
616_017
11
A non-return valve is located in the crankcase ventilation
system. It allows fresh air to circulate and carry harmful
condensation and fuel constituents from the cylinder block
and oil sump. If there is sufficient negative pressure inside
the engine, fresh air is passed from the clean side of the air
filter into the engine and is subsequently fed back into the
cylinders together with the blow-by gas.
To achieve that, the non-return valve must open at the
slightest degree of depression inside the engine. The
routing of the hose may vary depending on the engine
variant. The non-return valve in the cylinder head cover
prevents the oil or unfiltered blow-by gas from entering the
air filter and contaminating it.
Hose connection on air filter box
Non-return valve
616_042
12
Evaporative emission system
The evaporative emission system of the 1.4l TFSI engine is
similar to those used on other turbocharged gasoline
engines. The carbon canister is located on the fuel filler
neck at the right rear of the vehicle.
Fuel vapors are supplied to the intake manifold at two
different points depending on the engine speed. EVAP
Canister Purge Regulating Valve 1 N80 is controlled by the
ECM and meters the amount of fuel vapor taken in by the
engine.
At idling speed and at low to medium engine loads, fuel
vapors are fed into the intake manifold downstream of the
throttle valve because of the lower pressure in the intake
system. When the engine is running under boost conditions, vapors are fed into the system upstream of the
turbocharger. Two non-return valves prevent fuel vapors
from returning to the carbon canister.
From EVAP carbon canister
Fuel vapor inlet to crankcase
breather pipe
Carbon canister
Inlet point with non-return valve on
intake side of turbocharger
To intake manifold
Electrical connection
EVAP Canister Purge
Regulator Valve 1
N80
1
Inlet into intake manifold downstream of throttle
valve
2
Valve unit with:
1
Non-return valve for
inlet into intake side
of turbocharger when
there is positive pressure in the intake
manifold
2
Non-return valve for
inlet into intake manifold when there is
negative pressure in
the intake manifold
616_043
13
Cylinder head
Technical features
• Aluminum cylinder head with twin composite camshafts.
• Four valves per cylinder.
• Modular-design cylinder-head cover.
• Variable inlet camshaft timing on all models, adjustment range 50°, lockable in retarded position.
• Variable exhaust camshaft timing, adjustment range
40°, lockable in advanced position.
Modular-design cylinder-head cover
• Central positioning of spark-plugs (at center of valve
star).
• High-pressure fuel pump driven by intake camshaft
(four-lobe cams).
• Integral exhaust manifold.
• Cross-flow cooling, see “Cylinder head cooling“ on page
24.
Camshaft Position
Sensor 2 G163
Camshaft Position
Sensor G40
Camshaft Adjustment
Valve 1 N205
The cylinder head cover is made of die-cast aluminum and
forms a single, non-separable unit with the two camshafts.
This means that the four-bearing camshafts cannot be
removed.
To reduce friction, the first bearing of each camshaft, which
is subject to the greatest loads from the belt-drive timing
gear, is a deep groove ball bearing.
Crankcase venting system
non-return valve
Exhaust Camshaft Adjustment
Valve 1 N318
616_040
Integral exhaust manifold
In the integral exhaust manifold, the four exhaust ports
are routed inside the cylinder head to a central flange. The
catalytic converter is mounted directly on that flange.
As well as increasing fuel efficiency and thermal advantages, this design saves approximately 4.4 lb (2.0 kg) in
weight compared to a conventional exhaust manifold.
616_034
Key to illustration on Page 15
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
14
Cylinder head cover
Camshaft Adjustment Valve 1 N205
Exhaust Camshaft Adjustment Valve 1 N318
Cylinder 2 Intake Camshaft Adjuster N583*
Cylinder 3 Intake Camshaft Adjuster N591*
Cylinder 2 Exhaust Camshaft Adjuster N587*
Cylinder 3 Exhaust Camshaft Adjuster N595*
Camshaft Position Sensor G40
Camshaft Position Sensor 2 G163
Camshaft cover
Deep-groove ball bearing
Sliding cam sleeve*
Exhaust camshaft
Coolant pump drive sprocket
Roller-lever cam follower with support
Valve spring retainer
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
Valve stem oil seal
Valve collets
Valve spring
Camshaft bearing cap
Cylinder head cover gasket (metal gasket)
Cylinder head
Cylinder head gasket
Fuel rail
Fuel Pressure Sensor G47
Fuel Injectors 1- 4 (N30 - N33)
Oil Pressure Switch F1
Intake valve
Intake camshaft
Fuel Pressure Regulator Valve N276
High-pressure fuel pump
* Not used on the North American version of this engine.
Layout on 1.4l TFSI with cylinder shut-down feature
1
3
2
* Not used on the North American version of this engine.
6*
4*
7*
8
5*
9
10
11
12*
13
30
14
31
11
15
16
17
18
19
29
20
28
27
21
26
25
24
22
23
616_021
15
Oil supply
Oil circulation system
The oil system supplies all bearings, the piston cooling jets,
the variable valve timing system, the valve gear and the
turbocharger with sufficient oil for lubrication.
Oil Pressure Switch F1
Oil supply to turbocharger
Camshaft oil gallery
Connections for engine oil cooler
Main oil gallery
Regulated oil pump
Oil filter on upper section of sump
Sump top section with
equipment mounting bracket
Sump bottom section with
Oil Level Thermal Sensor G266
616_002
16
Regulated oil pump
Compared with other regulated oil pumps, this design is
distinguished by a sophisticated control concept that
enables even more efficient operation.
Cover
Overview
Cold start valve
Pump driven gear
(axially variable)
Drive shaft with
pump driving gear
Compression spring
of adjuster unit
Control spring
Control piston
Oil strainer
Pump casing
Intake manifold
616_003
Regulating piston
Design
Pump driving gear
Delivered oil
In terms of its basic design, the oil pump is a spur-gear
pump.
One of the pump gears is axially variable (pump driven
gear). By varying the axial position of the gear, the delivery
rate and pressure can be regulated in a controlled manner.
Control of the oil supply for operating the regulating piston
is performed by Oil Pressure Regulation Valve N428.
Pump driven gear
(axially variable)
Intake from sump
616_022
Reference
More information on the regulated oil pump can be found in eSelf-Study Program 922903 Audi 2.0L TFSI Engine with AVS.
17
Oil Pressure Regulation Valve N428
Oil Pressure Regulation Valve N428 is responsible for
supplying the oil pressure for the regulation piston of the
oil pump. It is located on the rear of the cylinder block and
is controlled by the ECM.
During low engine speed operation, N428 is connected to
ground by the ECM which switches the oil pump to its lower
pressure setting.
The lower pump pressure is selected according to engine
load, engine speed, oil temperature and other operating
parameters.
In that setting, the power required to drive the oil pump is
reduced, which lowers fuel consumption.
During high speed operation or under high engine loads
(acceleration at full power), N428 is disconnected from
ground by the ECM. This switches the oil pump to its higher
pressure setting. In both pressure settings, the pump
delivery is varied by an adjuster unit to suit variations in the
engine’s oil requirements.
Oil channel in cylinder block
Drive shaft
Adjuster unit
Oil Pressure Regulation Valve
N428
Regulating piston
To oil filter
616_046
18
Sump
1.4l TFSI engine
The oil filter is mounted to the cast aluminum sump top
section. The sheet steel sump bottom section is bolted to
the bottom of the upper oil sump.
A diaphragm valve in the filter prevents oil from draining
out when the engine is not running.
Underneath the crankshaft is the oil baffle plate which
separates the crankshaft drive gear from the sump.
Oil baffle plate
Sump top section
Mount for A/C compressor
Oil filter cartridge
Oil Level Thermal Sensor G266
Sump bottom section
616_011
19
Oil cooling
The engine oil cooler is mounted directly on the cylinder
block underneath the intake manifold. It is an oil/coolant
heat exchanger and, therefore, incorporated in the engine's
coolant circulation system.
Coolant return
After passing through the engine oil cooler, the oil flows
into the main oil gallery and on to other lubrication points
in the engine.
Coolant flow
Oil flow to cylinder
head
Oil Pressure Switch
F22
Main oil gallery
Piston cooling jets
Main bearing
Riser pipe from oil
filter to oil cooler
Sump top section with
oil baffle plate
Engine oil cooler
(oil/coolant heat exchanger)
Regulated oil pump
Oil Level Thermal
Sensor G266
Oil filter cartridge
Sump bottom
section
616_033
20
Cooling system
Introduction
The system is a twin-circuit cooling system which enables
different coolant temperatures to be achieved in the cylinder head and the cylinder block. In the cylinder head, the
cross-flow cooling system (from intake side to exhaust
side) achieves more even temperature distribution.
Cross-flow cooling in cylinder head with
cooling of integral exhaust manifold
In addition, the coolant channels in the cylinder head have
been dimensioned to adequately cool the integral exhaust
manifold.
Mounted directly on the cylinder head is the thermostat
housing and integral coolant pump. The coolant pump is
driven by a toothed belt running off the exhaust camshaft.
To passenger compartment heat
exchanger
Coolant pump driven by exhaust camshaft
Thermostat-tocylinder-head gasket
Thermostat
Coolant-pump-to-thermostat gasket
Flow to radiator
Return from radiator
Coolant connections
for oil cooler
Cylinder block coolant jacket open at top
(open-deck design)
616_024
21
System overview
1
3
2
4
5
6
7
8
11
10
9
12
2
2
14
13
15
16
17
18
19
616_005
Key:
1
2
3
4
5
6
7
8
9
10
Coolant expansion tank
Non-return valve
Passenger compartment heat exchanger
Turbocharger
Transmission oil cooler (ATF heat exchanger)
Engine Coolant Temperature Sensor G62
Thermostat 1
Coolant pump
Thermostat 2
Engine oil cooler
Cooled coolant
Heated coolant
ATF
22
11
12
13
14
15
16
17
18
19
Intercooler integrated in intake manifold
Auxiliary heater
Recirculation Pump V55
Flow restrictor
After-run Coolant Pump V51
Intercooler
Radiator fan V7
Engine Coolant Temperature Sensor on Radiator Outlet G83
Radiator
Thermostat
Thermostat 2
for cylinder block
The thermostat is integrated in the thermostat housing,
which is mounted directly on the cylinder head. Inside the
thermostat housing there are two thermostats for the
twin-circuit cooling system.
To passenger compartment
heat exchanger
Thermostat 1
Opens from approximately 188 °F (87 °C) and allows
coolant to flow from the radiator to the coolant pump.
Thermostat 2
From passenger
compartment heat
exchanger
Opens from approximately 217 °F (103 °C) and allows
heated coolant to flow from the cylinder block to the radiator. The entire coolant circulation system is open.
Return from radiator
Thermostat 1
for cylinder head
616_047
Flow to radiator
Coolant pump
The coolant pump is integrated in the thermostat housing.
The complete module is bolted onto the cylinder head. It is
sealed from the coolant channels by EPDM (ethylene propylene diene monomer) rubber gaskets. One gasket sits
between the coolant pump housing and the cylinder head,
and the other between the coolant pump and the thermostat housing.
The coolant pump is driven by a separate toothed drive belt
running off the exhaust camshaft. That belt-drive system is
on the flywheel end of the engine and is maintenance free.
However, it does have to be replaced if the coolant pump is
replaced.
Coolant pump belt drive system
Drive belt cover
Thermostat 2 for cylinder block
Exhaust camshaft
Thermostat housing
Engine Coolant Temperature Sensor G62
Coolant pump housing
Coolant pump
616_031
Note
Before removing and when tensioning the coolant pump drive belt, always refer to the instructions in ElsaPro.
23
Cylinder head cooling
In the cross-flow cylinder head, the coolant flows from the
intake side around the combustion chambers to the
exhaust side. There it splits into two areas, above and
below the exhaust manifold.
It flows through multiple channels, absorbing heat. From
the cylinder head it flows into the thermostat housing
where it mixes with the remaining coolant.
This design has a number of advantages:
• The coolant is heated by the exhaust while the engine is
warming up. The engine reaches normal operating temperature more quickly. That reduces fuel consumption
and the vehicle interior can be heated sooner.
• Because of the smaller exhaust surface area before it
reaches the catalytic converter, the exhaust loses little
heat when the engine is warming up and the catalytic
converter heats up to its normal operating temperature
more quickly despite the cooling effect of the coolant.
• When the engine is under maximum load, the coolant is
cooled to a greater degree and the engine can be run
fuel and emission-efficiently. That lowers fuel consumption at full power by as much as 20% compared with
turbocharged engines with external exhaust manifolds.
In this case the components are protected by the cooling
effect with an over-rich mixture.
Coolant jacket and integral exhaust manifold
To protect the engine and especially the cylinder head
against overheating, Engine Coolant Temperature Sensor
G62 has been placed at the hottest point in the coolant
flow, close to the exhaust manifold.
Intake side
Main coolant jacket
Engine Coolant Temperature
Sensor G62
Upper coolant chamber
Lower coolant chamber
Exhaust port with flange connecting to turbocharger
Exhaust side
616_023
24
Intercooler
After the intake air has passed through the turbocharger, it
is very hot. It is heated up to temperatures as high as 392 °F
(200 °C)., mainly due to the compression process, but also
because the turbocharger itself is very hot.
As a result, the air has a lower density, and less oxygen
would enter the cylinders. Cooling it to a little above
ambient temperature increases its density again and more
oxygen is supplied to the cylinders. Furthermore, cooling
the air reduces engine tendency to knock and reduces the
production of Oxides of Nitrogen (NOX).
To cool the air from the turbocharger, it is passed through
an intercooler, which is integrated in the intake manifold
module.
The intercooler is an air/coolant heat exchanger and incorporated in the engine’s coolant circulation system.
The design and function of the intercooler in the intake
manifold module are similar to that of a normal liquid
cooler or radiator.
A pipe carrying the coolant passes through a matrix of
aluminum fins.
The hot air flows over the fins and the heat of the air is
passed to the fins. The fins transfer the heat to the
coolant. The heated coolant is pumped to the intercooler
system’s auxiliary radiator where it is cooled down again.
Heated air in
turbocharger outlet pipe
Turbocharger
Charge Air Pressure Sensor
G31 and Intake Air
Temperature Sensor 2 G299
Intercooler
Cooled charge air
Intake manifold
Heated coolant to
intercooler radiator in
front end
Cooled coolant from intercooler radiator in front end
616_025
25
Intercooler coolant circulation system
The coolant circulation system for the intercooler is driven
by After-run Coolant Pump V51. The turbocharger is also
incorporated in that "low temperature" coolant circulation
system. This coolant circulation system should be seen as
independent.
It is only connected to the expansion tank, see “System
overview“ on page 22. Isolation is by way of flow restrictors and a non-return valve.
Because of that separation, temperature differences of up
to 212 °F (100 °C) from the main cooling system can occur.
The pump is operated by means of a PWM signal from the
ECM. The pump is always run at 100%. The times at which
it is switched on and off are calculated using a data map.
The most important variables used are the engine load and
the charge air temperature upstream and downstream of
the turbocharger when the engine is running.
Run-on function
After the engine is switched off, after-heating effects can
cause the coolant to boil under certain circumstances (if
the car has been driven at top speed and/or up a long climb
in high outside temperatures). After the engine is switched
off, the pump therefore runs on for a certain time according to a data map stored on the engine management ECU.
The data map is computed using a model which calculates
the exhaust temperatures. That then serves as a measure
for the turbocharger housing temperature. While the pump
V51 is running, the electric radiator fan is operated at the
same time.
After-run Coolant Pump V51
V51 is bolted onto the cylinder block below the intake
manifold. Integrated in the pump is an electronic control
circuit. It analyzes the PWM signal from the ECM. The
pump is also fully diagnosis-compatible. Communication
with the ECM for diagnostic purposes takes place via the
PWM signal lead.
The pump carries out a self-diagnosis routine when in
operation.
If a fault is detected, the details are stored on the pump's
control module. The ECM continues to cyclically check that
the pump is actually running. This involves connecting the
control signal to ground for 0.5 seconds every 10 seconds.
If any faults are detected, the details are sent to the ECM.
Turbocharger
Diagnosable faults
Fault number
Description/Remarks
1
Running dry 1
2
Pump mechanism jammed
3
Pump overheating
4
Minimum speed not reached
Bleeder pipe
Intercooler integrated in intake manifold
After-run Coolant
Pump V51
Cooled coolant
Heated coolant
Intercooler coolant radiator
26
616_050
Air intake and turbocharger systems
Overview
The air intake system is on the forward facing side of the
engine. The air filter box is mounted directly on the engine.
This has a favorable effect on the length of the air intake
system and the preheating of the intake air.
An air/coolant heat exchanger integrated in the intake
manifold module cools the heated intake air.
Air filter box mounted
directly on engine
Heated air in
turbocharger outlet pipe
Charge Air Pressure Sensor
G31 and Intake Air Temperature Sensor 2 G299
Throttle valve module J338
Intake manifold module with
integrated intercooler
616_027
Intake manifold module with integrated intercooler
The intercooler is integrated in the injection-molded plastic
intake manifold. The advantage of this is that the relatively
small volume of air in the entire charge air tract can be
quickly compressed. Very rapid pressure generation and
very responsive engine performance are the results. The
distance travelled by the charge air from the impeller to
the intake manifold module through the plastic intake pipe
(turbocharger outlet pipe) is also very short.
Manifold Absolute Pressure Sensor G71
Intake Air Temperature Sensor G42
Throttle Valve Control
Module J338
Fuel Pressure Sensor G247
Intake manifold module
Intercooler
616_026
27
Turbocharger
Because the exhaust manifold is integrated in the cylinder
head and has its own coolant jacket, it is possible to use a
very lightweight mono-scroll turbocharger.
Mono-scroll turbochargers have only one inlet helix which
directs the exhaust to the turbine rotor. The significant
advantage is their simplicity of design, which makes monoscroll turbochargers especially light and economical.
Intake manifold from
air filter
Turbocharger
outlet pipe
Non-return valve for
inlet from crankcase
venting system
Charge Air Pressure
Actuator V465
Wastegate
Connecting
flange to cylinder
head
Wastegate actuating lever
616_041
Reference
For more information on the design and function of Charge Air Pressure Actuator V465, refer to eSelf-Study Program
920243, The Audi 1.8l and 2.0l Third Generation EA888 Engines.
28
Oil supply and cooling
The turbocharger is lubricated by the engine oil circulation
system.
At high engine speeds, the blow-by gas from the crankcase
venting system is fed back into the intake system upstream
of the impeller.
To provide for adequate cooling, the turbocharger is connected to the coolant circulation system. After-run Coolant
Pump V51 pumps the coolant for both the intercooler and
the turbocharger to the coolant radiator in the front end.
The connection for this is on the turbocharger.
Oil flow
Inlet from crankcase venting system
Coolant return
Coolant flow
Oil return
Oil flow
616_049
29
Notes
30
Fuel system
Overview
High-pressure injectors
The high pressure fuel injection system is made by Hitachi.
It’s operating pressure is between a minimum of approximately 1450 psi (100 bar) when the engine is idling and
2900 psi (200 bar) when the engine is running at 6000
rpm.
State-of-the-art, 5-jet fuel injectors are supplied with fuel
by a stainless-steel fuel rail. This enables extremely precise
fuel injection with up to three separate injection phases per
power stroke.
A pressure limiting valve is designed to open at pressure
peaks of over 3335 psi (230 bar) and directs the fuel back
to the intake side of the pump. This control concept is the
same as found on the third generation EA888 engine
series.
If the power supply to N276 is cut off, no fuel is delivered
to the high pressure system and the engine cuts out.
From the carbon canister
From fuel tank
Fuel injector
Fuel Pressure Sensor
G247
High-pressure
fuel pump
Fuel rail
616_051
31
Exhaust system
Overview
1.4l TFSI engine without cylinder shut-down
Close-coupled
catalytic converter
Pre-muffler
Main muffler
616_012
32
Catalytic converter
Directly downstream of the turbocharger, the exhaust
passes through the catalytic converter. The catalytic converter is on the rear-facing side of the engine.
Because the catalytic converter is mounted close to the
engine, oxygen sensor control can start very quickly.
Heated Oxygen Sensor G39
Oxygen Sensor after Catalytic
Converter G130
Catalytic converter
616_057
33
Engine management system
Sensors and actuators
Sensors
Transmission Neutral Position Sensor G701
Oil Pressure Switches F1, F22
Knock Sensor 1 G61
Accelerator Pedal Position Sensor G79
Accelerator Pedal Position Sensor 2 G185
Brake Light Switch F
Oil Level Thermal Sensor G266
Engine Speed Sensor G28
Engine Control
Module J623
Charge Air Pressure Sensor G31
Intake Air Temperature Sensor 2 G299
Brake Booster Pressure Sensor G294
Intake Air Temperature Sensor 1 G42
Manifold Absolute Pressure Sensor G71
Fuel Pressure Sensor G247
Camshaft Position Sensor G40
Camshaft Position Sensor 2 G163
Throttle Valve Control Module J338
EPC Throttle Drive Angle Sensors 1 & 2
G187 & G188
Engine Coolant Temperature Sensor G62
Engine Coolant Temperature Sensor on Radiator Outlet G83
Heated Oxygen Sensor G39
Oxygen Sensor after Catalytic Converter G130
Charge Pressure Actuator Position Sensor G581
Auxiliary signals:
−− Cruise control system
−− Speed signal
−− Start request to ECM (keyless start 1 + 2)
−− Terminal 50
−− Crash signal from Airbag Control Module
34
Actuators
Oil Pressure Regulation Valve N428
Fuel Pressure Regulator Valve N276
Continued coolant circulation pump V51
Oxygen Sensor Heater Z19
Heater for Oxygen Sensor 1 after Catalytic Converter Z29
Ignition Coils 1- 4 with Output Stage
N70, N127, N291, N292
Coolant Fan Control Module J293
Coolant Fan V7
Injector, cylinders 1 – 4 N30 – N33
Camshaft Adjustment Valve 1 N205
Exhaust Camshaft Adjustment Valve 1 N318
Carbon Canister Purge Regulator Valve N80
EPC Throttle Drive G186
Charge Pressure Actuator V465
Cooling Circuit Solenoid Valve N492
Fuel Pump Control Module J538
Transfer Fuel Pump G6
Fuel Gauge Sensor G
Auxiliary signals:
−− Transmission Control Module/engine speed
−− ABS Control Module
−− A/C compressor
616_007
35
Engine speed sensor G28
Engine Speed Sensor G28
Engine Speed Sensor G28 is integrated with the transmission sealing flange that is bolted to the cylinder block. It
scans a 60-2 reluctor ring in the crankshaft seal flange.
From those signals, the ECM detects the engine speed, its
direction of rotation and, in conjunction with Camshaft
Position Sensor G40, the position of the crankshaft relative
to the camshaft.
Detection of direction of rotation
When an engine is switched off, it does not immediately
come to a standstill but continues turning for a couple
more revolutions. If a piston is just approaching TDC on the
compression stroke when the engine is switched off, it is
then forced backwards by the compression pressure. At
that point the engine momentarily rotates counterclockwise. That cannot be detected by a conventional engine
speed sensor.
616_053
Reluctor ring
Loss of signal
Signal utilization
If there is a short circuit or one or more circuit breaks, the
signal from G40 is used as a substitute regardless if the
engine is running or not. The maximum engine speed is
limited to approximately 3000 rpm and the EPC MIL is
switched on. In addition, a DTC is stored in the ECM.
The signal is used to determine the computed injection
timing, injection period and ignition timing. It is also used
for the variable valve timing.
Method of operation
0.2 ms/div.
The two outer Hall-effect plates of the sensor simultaneously detect a rising and a falling edge on the reluctor ring.
The third plate positioned off-center between the two
outer plates is decisive for detecting direction of rotation.
Low engine speed signal
High engine speed signal
616_058
36
Detection of direction of rotation
The time sequence of the signals from the three Hall-effect
plates when detecting a rising edge is decisive in detecting
whether the engine is rotating clockwise or counterclockwise.
0.2 ms/div.
• Engine clockwise rotation
If the engine is rotating clockwise, the rising edge is detected
by Hall-effect plate 1 first. A moment later the rising edge is
detected by Hall-effect plate 3 and then Hall-effect plate 2.
Because the time gap between Hall-effect plate 1 and Hall-effect plate 3 is shorter than between Hall-effect plate 3 and
Hall-effect plate 2, it is evident that the engine is rotating
clockwise. An electronic circuit in the sensor conditions the
signal and sends a specific low width signal to the ECM.
Signal width for clockwise rotation
616_059
• Engine counterclockwise rotation
If the engine is rotating counterclockwise, the rising edge is
detected by Hall-effect plate 2 first. A moment later the rising
edge is detected by Hall-effect plate 3 and then Hall-effect
plate 1. As the time sequence of the signals is now reversed,
the sensor detects that the engine is rotating counterclockwise.
The electronic circuit in the sensor conditions the signal and
sends a double low width signal to the ECM.
0.2 ms/div.
Signal width for anti-clockwise rotation
616_060
37
Appendix
Special tools and workshop equipment
T10133/19 Puller
T10359/3 Adapter
616_063
616_062
For removing the high pressure injectors
For removing and installing engine in conjunction with engine support
T10359 and engine and transmission jack V.A.G 1383 A
T10478/5 Hexagon head screw M10x1, 25x45
T10479/4 Hexagon head screw M8x45
T10487 Assembly tool
616_064
616_082
For replacing shaft seal for camshaft, timing side and/or transmission side
For pressing down toothed belt to install the camshaft locking tool
T10494 in the camshafts
T10494 Camshaft locking tool
T10497 Engine support
616_066
For locking camshaft in position when checking and adjusting timing
38
616_067
For removing and installing engine in conjunction with engine and transmission jack V.A.G 1383 A
T10498 Removal tool
T10499 Ring spanner, 30 mm
616_069
616_068
For removing O-ring on camshaft belt pulley
For operating toothed belt tensioning pulley
T10500 Insert tool, 13 mm
T10505 Thrust piece
616_071
616_070
For operating toothed belt tensioning pulley
For installing O-ring on camshaft belt pulley
T10504 Camshaft locking tool
T10508 Special wrench
/1
/2
616_079
For locking camshaft in position when checking and adjusting timing
−− With testing pin T10504/2: checking camshaft installation
−− With locking pin T10504/1: adjusting camshaft installation
616_080
For removing and installing coolant pump thermostat
39
Self-study programs
For more information about the technology of the Audi 1.4l TFSI Engine, please refer to the following Self-Study Programs.
Service Training
922903 Audi 2.0L TFSI
Engine with AVS
920243
The Audi 1.8L and 2.0L Third
Generation EA888 Engines
eSelf-Study Program 920243
The Audi 1.8L and 2.0L Third Generation
EA888 Engines
The 2.0L 4V TFSI Engine with AVS
Self-Study Program 922903
40
1
Knowledge assessment
An On-Line Knowledge Assessment (exam) is Available for this eSelf-Study Program.
The Knowledge Assessment is required for Certification credit.
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 “920253 The Audi 1.4l TFSI Engine”
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.
41
920253
All rights reserved.
Technical specifications are
subject to change without notice.
Audi of America, LLC
2200 Ferdinand Porsche Drive
Herndon, VA 20171
42