Since the Volkswagen Group is German, official internal combustion engine performance ratings are published using the International System of Units (commonly abbreviated "SI"), a modern form of the metric system of figures. Motor vehicle engines will have been tested by a Deutsches Institut für Normung (DIN) accredited testing facility, to either the original 80/1269/EEC, or the later 1999/99/EC standards.[citation needed] The standard initial measuring unit for establishing the rated motive power output is the kilowatt (kW);[citation needed] and in their official literature, the power rating may be published in either the kW, or the metric horsepower (often abbreviated "PS" for the German word Pferdestärke), or both, and may also include conversions to imperial units such as the horsepower (hp) or brake horsepower (bhp). (Conversions: one PS = 735.5 watts (W); ˜ 0.98632 hp (SAE)). In case of conflict, the metric power figure of kilowatts (kW) will be stated as the primary figure of reference. For the turning force generated by the engine, the Newton metre (Nm) will be the reference figure of torque. Furthermore, in accordance with European automotive traditions, engines shall be listed in the following ascending order of preference:[citation needed]
Both vehicle and engine platforms developed by Volkswagen are specified internally as an Entwicklungsauftrag ("EA"), or development assignment. The numbers denoting a particular Entwicklungsauftrag don't follow a strictly chronological scheme, but have generally increased over time.
The EA211 engines are a completely new four-cylinder turbocharged and direct-injection TSI engines. Compared to its predecessor, the EA211 series is significantly more compact, with installation length 50 mm (2.0 in) shorter, thus offering more interior space. The installation position of the engines has also been optimised. Just as in the diesels, the petrol engines are now mounted with the exhaust side facing backwards and tilted at an angle of 12 degrees. The weight of these petrol engines made of die-cast aluminium is only 97 kg (214 lb) for the 1.2 TSI and 106 kg (234 lb) for the 1.4 TSI. The crankshaft alone became lighter by 20 per cent; the connecting rods lost 30 per cent of their weight. In addition the connecting rod bearing journals are now hollow-drilled and pistons now come with flat bottoms, all of them optimized for lower weight.
Regarding thermal management, the EA211 petrol engine is equipped with a modern dual-circuit cooling system. That means that a high temperature circuit with a mechanically driven cooling pump cools the basic engine, while a low temperature circuit flows through the intercooler and the turbo-charger casing. The cylinder-head circuit heats the cabin's interior. The exhaust manifold is integrated into the cylinder head, enabling the engine to warm up more quickly, in turn making heat available quickly for the passenger cabin. At high loads, the exhaust is cooled by the coolant, lowering fuel consumption.
parts code prefix: 04E, ID code: CHYA, CHYB, CHZD, CSEB, DHSB
engine displacement & engine configuration
1.0 L (999 cc) inline three engine (R3/I3); bore x stroke: 74.5 mm × 76.4 mm (2.93 in × 3.01 in), bore spacing: 82 mm (3.2 in),[2]stroke ratio: 0.99:1 – 'square engine', 333.1 cc (20.33 cu in) cylinder, compression ratio: 10.5:1
cylinder block & crankcase
cast aluminium alloy; four main bearings, die-forged steel crankshaft
cylinder head & valvetrain
cast aluminium alloy; four valves per cylinder, 12 valves total, double overhead camshaft (DOHC)
aspiration
natural and turbocharged
fuel system
multi-point electronic indirect fuel injection with three intake manifold-sited fuel injectors
DIN-rated motive power & torque outputs
44 kW (60 PS; 59 bhp) at 5,000–6,000 rpm; 95 N⋅m (70 lb⋅ft) at 3,000–4,300 rpm (CHYA)
55 kW (75 PS; 74 bhp) at 6,200 rpm; 95 N⋅m (70 lb⋅ft) at 3,000–4,300 rpm (CHYB)
62 kW (84 PS; 83 bhp) at 6,350 rpm; 102 N⋅m (75 lb⋅ft) at 3,000 rpm with Ethanol (CSEB)
70 kW (95 PS; 94 bhp) at 5,000–5,500 rpm; 160 N⋅m (118 lb⋅ft) at 1500–3,500 rpm (CHZB)
85 kW (116 PS; 114 bhp) at 5,000–5,500 rpm; 200 N⋅m (148 lb⋅ft) at 2000–3,500 rpm (CHZD)
94 kW (128 PS; 126 bhp) at 5,500 rpm; 200 N⋅m (148 lb⋅ft) at 2,000-3,500 rpm with Ethanol (DHSB)
EA211 engine family. Turbocharged and direct-injection TSI engines with a four-cylinder, four-valve layout and belt driven camshafts.
1.2 TSI 66 kW
The entry-level petrol engine. Turbocharging produces a maximum torque of 160 Nm (at 1,400 to 3,500 rpm).
1.2 TSI 77 kW
The improved performance version of the 1.2 TSI Green tec, which includes a start/stop system and brake energy recuperation, manages an output of 77 kW (105 hp). This TSI engine provides a maximum torque of 175 Nm at between 1,400 and 4,000 rpm.
1.4 TSI
For 2012, these newly developed generation of modern petrol engines are manufactured at the Škoda Auto plant in Mladá Boleslav.
identification
parts code prefix: 04E
description
1.4 TFSI Green tec engine with 110 kW (140 hp). This engine achieves its maximum torque of 250 Nm at 1,500 to 3,500 rpm.
In North American market it is referred to as CZTA type engine (150 hp).
In Chilean market it is referred to as CHPA type engine (140 hp) or CZDA type engine (150 hp).
New lightweight aluminum construction, an integrated (into the head) exhaust manifold, and a toothed-belt drive for its double overhead
camshaft valvetrain that incorporates variable intake and exhaust timing. The only aspect to be carried over from the EA111 engine that
preceded it is the 82 mm cylinder spacing. The cylinder bore was decreased by 2 mm (to 74.5mm) while the stroke was increased to 80mm, a
change which helps compactness, increases torque, and is ideal for adding boost.
DIN-rated motive power & torque outputs, ID codes
90 kW (122 PS; 121 bhp) at 5,000 rpm; 200 N⋅m (148 lbf⋅ft) at 1,500-4,000 rpm — CMBA, CPVA
92 kW (125 PS; 123 bhp) at 5,000 rpm; 200 N⋅m (148 lbf⋅ft) at 1,500-4,000 rpm — CZCA, CPVB
103 kW (140 PS; 138 bhp) at 5,000 rpm; 250 N⋅m (184 lbf⋅ft) at 1,500-4,000 rpm — CHPA, CPTA (CPTA engine is a CHPA engine with automatic #2 and #3 cylinders deactivation system known as ACT - Active Cylinder Technology)
110 kW (150 PS; 148 bhp) at 5,000 rpm; 250 N⋅m (184 lbf⋅ft) at 1,500-4,000 rpm — CZDA, CZEA, CZTA
The EA827 family of internal combustion engines was initially developed by Audi under Ludwig Kraus leadership and introduced in 1972 in the Audi 80, and was eventually superseded by the EA113 evolution introduced in 1993. Both share the same 88 mm (3.46 in) cylinder spacing. The latter EA113 was updated with Fuel Stratified Injection (FSI) direct injection, to be topped by the 200 kW (272 PS; 268 bhp) 2.0 TFSI used in the Audi TTS. Forty million engines have been produced. This range will eventually be superseded by the evolved version with heavy changes EA888 project, introduced with the 1.8 TSI/TFSI below, but the EA113 still remains in production.
1.4 R4 16v TSI/TFSI
Based on the EA111, this new engine was announced at the 2005 Frankfurt Motor Show, to be first used in the Mk5 Golf GT, the 125 kW 1.4-litre TSI engine is a "Twincharger", and uses both a turbocharger and a supercharger. Its displacement downsizing leads to improved fuel economy, with 14% more power than the 2.0 FSI, but consuming 5% less fuel. The mechanical supercharger compressor, driven at 5 times the speed of the crankshaft, mainly operates at low engine speeds from idle up to 2,400 revolutions per minute (rpm) to increase low-end torque. At engine speeds just above idle, the belt-driven supercharger provides a boost pressure of 1.75 bar (25.4 psi). The turbocharger assumes full effectiveness at middle revs, and the engine map disengages the clutch-controlled supercharger at a maximum upper limit of 3,500 rpm; the supercharger will then be bypassed once the turbocharger spools up and reaches sufficient speed to provide adequate boost in the upper rev-ranges. This engine is made at Volkswagen-Motorenfertigung, Chemnitz.
In 2007, Volkswagen announced the 90 kW model which will replace the 1.6 FSI 85 kW (116 PS; 114 bhp) engine. This engine differs from the 103 kW and 125 kW models in several ways. It uses only one method of forced induction – a turbocharger (and not a supercharger), and has water-cooled intercooler. The engine has reduced frictional losses, optimised camshafts, new intake ports, and new high-pressure injector valves. It is also 14 kg (31 lb) lighter than the 125 kW model, in order to improve fuel economy and reduce emissions.
1,390 cc (84.8 cu in) inline-four engine (R4/I4); bore x stroke: 76.5 mm × 75.6 mm (3.01 in × 2.98 in), stroke ratio: 1.01:1 – 'square engine', 347.5 cc per cylinder, 120 bar (1,740 psi) peak pressures, compression ratio: 10.0:1
cylinder block & crankcase
grey cast iron; 82 mm (3.23 in) cylinder spacing, five main bearings, die-forged steel crankshaft, roller chain-driven oil pump
90 to 96 kW variants — two-part plastic intake manifold, turbocharger incorporated in exhaust manifold with maximum boost pressure 1.8 bar (26.1 psi), water-cooled intercooler integrated into intake manifold
103 to 125 kW variants — multi-ribbed belt-driven fifth-generation EatonRoots-type positive displacement supercharger operated by a magnetic clutch integrated in a module inside the water pump, internal step-down ratio on the input end of the synchronisation gear pair, and KKK turbocharger with integrated wastegate connected in series, administrated by a control flap, 2.5 bar (36.3 psi) pressure at 1,500 rpm, front-mounted intercooler (FMIC)
fuel system
fully demand-controlled and returnless; – fuel tank–mounted low-pressure fuel pump; Fuel Stratified Injection (FSI): camshaft-driven single-piston high-pressure injection pump supplying up to 150 bar (2,180 psi) fuel pressure in common rail fuel rail integrated into the inlet manifold, four combustion chamber sited direct injection sequential solenoid-controlled six-hole fuel injectors, mounted on the intake side between the intake port and cylinder head seal level, homogeneous mixing, stratified lean-burn operation with excess air at part load,
90 to 103 kW variants — 95 RON ultra-low sulphur unleaded petrol (ULSP)
110 to 125 kW variants — 98 RON 'Super Unleaded' ultra-low sulphur unleaded petrol (ULSP) – 95 RON may be used, but will result in lower power output
cast iron exhaust manifold (with integrated turbocharger), one catalytic converter, two heated oxygen sensors monitoring pre- and post catalyst exhaust gases
Was winner of the "1.0-litre 1.4-litre" category for six consecutive years in the 2006, 2007, 2008, 2009, 2010 and 2011 annual competition for International Engine of the Year.
1,598 cc (97.5 cu in) inline-four engine (R4/I4); bore x stroke: 76.5 mm × 86.9 mm (3.01 in × 3.42 in), stroke ratio: 0.88:1 – undersquare/long-stroke, 399.4 cc per cylinder, compression ratio: 10.5:1 (China), 11.5:1 (ATN, AUS, AZD, BCB), 12.1:1 (AUS)
cylinder block & crankcase
grey cast iron; five main bearings, die-forged steel crankshaft
cylinder head & valvetrain
cast aluminium alloy; four valves per cylinder, 16 valves total, double overhead camshaft (DOHC)
1,781 cc (108.7 cu in) inline-four engine (R4/I4); bore x stroke: 81.0 mm × 86.4 mm (3.19 in × 3.40 in), stroke ratio: 0.94:1 – undersquare/long-stroke, 445.2 cc per cylinder, compression ratio: 9.0:1
cylinder block & crankcase
grey cast iron; five main bearings, die-forged steel crankshaft
cylinder head & valvetrain
cast aluminium alloy; two valves per cylinder, 8 valves total, hydraulic bucket tappets, timing belt-driven single overhead camshaft (SOHC)
parts code prefix: ???, ID codes: HT, RD, RV, PB, GZ, GX, PF, FP, ABS, ADZ, ACC
engine displacement & engine configuration
1,781 cc (108.7 cu in) inline-four engine (R4/I4); bore x stroke: 81.0 mm × 86.4 mm (3.19 in × 3.40 in), stroke ratio: 0.94:1 – undersquare/long-stroke, 445.2 cc per cylinder, compression ratio: 8.5–10.8:1
cylinder block & crankcase
grey cast iron; five main bearings, die-forged steel crankshaft
cylinder head & valvetrain
cast aluminium alloy; two valves per cylinder, 8 valves total, single overhead camshaft (SOHC)
fuel system & engine management
Bosch CIS continuous single-point fuel injection system, with or without knock control and electronic timing advance
parts code prefix: PL, 9A, KR (1.8 & 2.0 versions)
engine displacement & engine configuration
1,781 cc (108.7 cu in) inline-four engine (R4/I4); bore x stroke: 81.0 mm × 86.4 mm (3.19 in × 3.40 in), stroke ratio: 0.94:1 – undersquare/long-stroke, 445.2 cc per cylinder, compression ratio: 10.0:1, longitudinally mounted
cylinder block & crankcase
grey cast iron; five main bearings, die-forged steel crankshaft
cylinder head & valvetrain
cast aluminium alloy; four valves per cylinder, 16 valves total, double overhead camshaft (DOHC)
fuel system & engine management
multi-point electronic sequential indirect fuel injection with four intake manifold-sited fuel injectors; BoschMotronic electronic engine control unit (ECU)
DIN-rated motive power & torque output
95 kW (129 PS; 127 bhp) at ?,??? rpm; 146 N⋅m (108 lbf⋅ft) at ?,??? rpm: SEAT Ibiza GTI
1.8 R4 20vT (EA113/EA827)
Wholly created and developed by AUDI AG, this version is a 1.8-litre20-valveturbocharged engine built in Wolfsburg, Germany; Győr, Hungary; and Puebla, Mexico. Output varies based on internal component selection, turbocharger, and engine control unit (ECU) software. This ubiquitous power plant has been extensively used in all four mainstream Volkswagen Group marques, along with Volkswagen Industrial Motor applications.
This engine is also used in a very high state of tune in the one-make Formula Palmer Audi (FPA) open-wheeledauto racing series. It develops 300 bhp (224 kW; 304 PS), with an extra 60 bhp (45 kW; 61 PS) available from a driver operated 'push-to-pass' turbo boost button. Based entirely on road-car production engines and prepared and built by Mountune Racing, it only differs by utilising a Pi Research Pectel electronic fuel injection and a water-cooled Garrett T34 turbocharger with closed-loop boost control.
Furthermore, an even higher 'step up' version of this engine was used in the later European-based FIA Formula Two Championship. Developed as a pure race engine and again built by Mountune Racing, this variant includes many all-new lightweight components, and has been converted to a dry sumplubrication system. For its initial 2009 season, it produced a continuous maximum power of 400 bhp (298 kW; 406 PS) at 8,250 revolutions per minute (rpm), and includes a limited duration 'overboost' to 450 bhp (336 kW; 456 PS), aided by an all-new Garrett GT35 turbocharger and a Pi Research Pectel MQ12 ECU. From the 2010 season, base power is increased to 425 bhp (317 kW; 431 PS), and with overboost to 480 bhp (358 kW; 487 PS).
identification
parts code prefix: 058, 06A, 06B
engine displacement & engine configuration
1,781 cc (108.7 cu in) inline-four engine (R4/I4); bore x stroke: 81.0 mm × 86.4 mm (3.19 in × 3.40 in), stroke ratio: 0.94:1 – undersquare/long-stroke, 445.2 cc per cylinder, compression ratio: 9.0–9.5:1
cylinder block & crankcase
grey cast iron; five main bearings, die-forged steel crankshaft, fracture-split forged steel connecting rods, Mahle forged aluminium alloy pistons
cylinder head & valvetrain
cast aluminium alloy; five valves per cylinder, 20 valves total, hydraulic bucket tappets, timing belt-driven double overhead camshaft (DOHC) with variable inlet valve timing
multi-point electronic sequential indirect fuel injection with four intake manifold-sited fuel injectors; mapped direct ignition with four individual direct-acting single spark coils; BoschMotronic ME 7.5 (MBE 975F on Industrial variants) electronic engine control unit (ECU), red line: 6,500 rpm, rev limit 6,800 rpm
Mass 149 kg ('BAM' engine, dry)
DIN-rated motive power & torque outputs, ID codes, applications
This turbocharged EA113 engine is based on the naturally aspirated 110kW 2.0 FSI.
identification
parts code prefix/variant: 06F.C, 06F.D
engine displacement & engine configuration
1,984 cc (121.1 cu in) inline-four engine (R4/I4); bore x stroke: 82.5 mm × 92.8 mm (3.25 in × 3.65 in), stroke ratio: 0.89:1 – undersquare/long-stroke, 496.1 cc per cylinder, compression ratio: 10.5:1
cylinder block & crankcase
CG25 grey cast iron with liquid-blasted cylinder bore honing; 88 mm (3.46 in) cylinder spacing, five main bearings, die-forged steel crankshaft, two simplex-roller chain driven balance shafts
cylinder head & valvetrain
cast aluminium alloy; modified inlet duct geometry for high tumble values providing superior knock resistance, four valves per cylinder (exhaust valves sodium filled for increased cooling), 16 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, belt and roller-chain driven double overhead camshaft (DOHC), continuous intake camshaft adjustment (42° variance from crankshaft)
fully demand-controlled and returnless; – fuel tank–mounted low-pressure fuel pump, Fuel Stratified Injection (FSI): inlet camshaft double-cam driven Hitachi single-piston high-pressure injection pump maintaining a pressure between 30 and 110 bar (440 and 1,600 psi) in the stainless steel common rail fuel rail, four combustion chamber sited direct injection sequential solenoid-controlled fuel injectors, air-guided combustion process, multi-pulse injection with homogeneous mixing, stratified lean-burn operation with excess air at part load
ignition system & engine management
centrally positioned Bosch longlife spark plugs, mapped direct ignition with four individual direct-acting single spark coils; Bosch Motronic MED 9.1 electronic engine control unit (ECU), cylinder-selective knock control via two knock sensors, permanent lambda control
exhaust system
Cast iron exhaust manifold (with integrated BorgWarner turbocharger), one primary and one main ceramic catalytic converters, two heated oxygen sensors monitoring pre- and post catalyst exhaust gases
dimensions
length: 652 mm (25.7 in), width: 648 mm (25.5 in), height: 666 mm (26.2 in), mass: 152 kg (335 lb)
DIN-rated motive power & torque outputs, ID codes & applications
125 kW (170 PS; 168 bhp) at 4,300 rpm; 280 N⋅m (207 lbf⋅ft) at 1,800–4,200 rpm — BPJ — Audi A6 (C6), VW Tiguan
186 kW (253 PS; 249 bhp) at 5,000–6,000 rpm; 370 N⋅m (273 lbf⋅ft) at 1,600–4,500 rpm — CDLA — Audi A5 (B9; 45 TFSI)
188 kW (256 PS; 252 bhp) at 6,000 rpm; 330 N⋅m (243 lbf⋅ft) at 2,400–5,200 rpm — CDL — Audi S3 (8P), Golf R (Australia, Japan, Middle-East and North America)
195 kW (265 PS; 261 bhp) at 6,000 rpm; 350 N⋅m (258 lbf⋅ft) at 2,500–5,000 rpm — BHZ — Audi S3 (8P)
195 kW (265 PS; 261 bhp) at 6,000 rpm; 350 N⋅m (258 lbf⋅ft) at 2,500–5,000 rpm — CDL — Scirocco R
195 kW (265 PS; 261 bhp) at 6,000 rpm; 350 N⋅m (258 lbf⋅ft) at 2,300–5,200 rpm — CDLA — Audi S3 (8P), Audi TTS, SEAT León Cupra R Mk2 facelift, VW Scirocco R
199 kW (270 PS; 266 bhp) at 6,000 rpm; 350 N⋅m (258 lbf⋅ft) at 2,500–5,000 rpm — CDLF — Golf R (Europe)
200 kW (272 PS; 268 bhp) at 6,000 rpm; 350 N⋅m (258 lbf⋅ft) at 2,500–5,000 rpm — CDLB — Audi TTS (Europe), VW Arteon (North America)
notes
the 162 kW (only Polo R WRC) and higher versions have stronger pistons and gudgeon pins, new rings, reinforced connecting rods, new bearings, reinforced cylinder block at the main bearing pedestals and cap, new lightweight aluminium-silicon alloy cylinder head for high temperature resistance and strength, adjusted exhaust camshaft timing, increased cross-section high-pressure injectors, 1.2 bar (17.4 psi) (value only valid for Audi S3(8P)) boost pressure K04 turbocharger with larger turbine and compression rotor (S3, Cupra, GTI Edition 30), of which some components are NOT shared with the lower output variants
references
The 2.0L FSI Turbocharged Engine – Design and Function. Self-Study Program (Course Number 821503 ed.). Auburn Hills, MI: Volkswagen of America, Inc. August 2005. "Audi A3 Sportback – in depth". WorldCarFans.com. AUDI AG. 19 July 2004. Archived from the original on 30 July 2013. Retrieved 2 September 2009.
awards
Was winner of the "1.8-litre 2.0-litre" category for four consecutive years in the 2005, 2006, 2007 and 2008 annual competition for International Engine of the Year,
Was placed for four consecutive years in the 2006, 2007, 2008 and 2009 annual list of Ward's 10 Best Engines
The EA888 engines are a family of three- and four-cylinder engines that are currently[when?] in use across the Volkswagen Group. An EA888 family is a corporate VAG designed unit that is an evolution of the earlier EA827/113 units. It features some of the latest engine technology such as direct fuel injection, sintered camshaft lobes, thin-walled engine block, variable valve timing and lift for intake and exhaust valves, downstream oxygen sensors, exhaust manifold integrated into the cylinder head, exhaust gas recirculation and cooling, distributors coil-on-plug ignition, lightweight engine internals, slide valve thermostat (some variants), and the addition of port fuel injection to aid low load fuel consumption and cold start emissions. The port fuel injection also aids in reducing the potential carbon deposits that can occur in direct-injected engines. As of 2024, the 'dual injection' system has not been offered in North American markets. Still, VAG has made numerous enhancements to their engine designs such as the positive crankcase ventilation, repositioning injectors and more to lessen the potential that carbon deposits accumulate on intake valves. Currently, the EA888 engine is available in two sizes: 1.8T and 2.0T. Engine output ranges from 111 kW (151 PS; 149 bhp) to over 231 kW (314 PS; 310 bhp). A concept car based on the Volkswagen Golf R, dubbed R400, produced 395 hp from 2 litres of displacement. Furthermore, the R400 would be able to accelerate from 0–100 km/h in just 3.8 seconds, thanks to a haldex 4-wheel drive system, and a 6 or 7-speed DSG gearbox. The EA888 engine family has also found its way into the Porsche lineup, specifically in the Macan models. The Macan uses a reworked version of the Volkswagen Group’s 2.0-litre inline-four EA888 Gen 3 engine. This engine is a variant of the EA888, producing 261 hp and 295 lb-ft. It’s paired with a Doppelkupplungsgetriebe, which means PDK (dual-clutch transmission) and is Porsche's version of the DCT found in VAG vehicles. The PDK transmission is essentially two gearboxes in one and features hydraulically actuated wet-clutch packs to lubricate the transmission parts. Depending on the gear, it alternates power to the engine via two separate driveshafts. This combination of the EA888 engine and PDK transmission in the Porsche Macan showcases the versatility of these technologies and their ability to enhance performance across different vehicle models within the Volkswagen Group.
This latest EA888 family of straight-four16-valveinternal combustion engines with variable valve timing is anticipated to be an eventual complete replacement of the EA113 range. It was wholly designed and developed by VAG AG. The only common feature with its predecessors is the sharing of the same 88 mm (3.46 in) cylinder spacing – which keeps the engine length relatively short, meaning it can be installed either transversely or longitudinally, though engineers have said that it is an evolution of the earlier EA827/113 designs due to cost concerns. Greycast iron (GJL 250) remains the choice material for the cylinder block and crankcase, due to its inherent good acoustic dampening properties. This all-new EA888 range is notable for utilising simplex roller chains to drive the two overhead camshafts, instead of the former engines' toothed-rubber timing belt. Like the final developments of the former EA113 engine generation, all EA888s only use the VAG AG/Bosch Fuel Stratified Injection (FSI) direct injection. Furthermore, EA888 engines are also able to utilise the corporate 'valvelift' technology, which complements the existing variable valve timing. This new family of engines is scheduled to be universally available for all markets on five continents, within all marques of the Volkswagen Group. The closely related EA113 range still remains in production.
Grainger & Worrall was reported to have cast 50 CGI cylinder blocks for over 12 months as of October 2013, based on the EA888 gasoline engine.[3]
1.8 R4 16v TSI/TFSI (EA888)
identification
parts code prefix: 06H, 06J; ID codes: BYT
engine displacement & engine configuration
1,798 cc (109.7 cu in) EA888 inline-four engine (R4/I4); bore x stroke: 82.5 mm × 84.1 mm (3.25 in × 3.31 in), stroke ratio: 0.98:1 – 'square engine', 449.6 cc per cylinder; compression ratio: 9.6:1, 88 mm (3.46 in) cylinder spacing
cylinder block & crankcase
GJL 250 grey cast iron; 33 kg (73 lb), die-forged steel crankshaft with five 58 mm (2.28 in) diameter main bearings, two toothed chain-driven counter-rotating balance shafts suppressing second degree free inertial forces and oil pump, horizontal-baffled oil sump
fully demand-controlled and returnless; – fuel tank–mounted low-pressure fuel pump; Fuel Stratified Injection (FSI): single-piston high-pressure injection pump driven by a four-lobe cam on the exhaust camshaft supplying up to 150 bar (2,180 psi) fuel pressure in the stainless steel common rail fuel rail, four combustion chamber sited direct injection sequential solenoid-controlled six-hole fuel injectors, air-guided combustion process, multi-pulse dual-stage injection during the induction and compression stroke with homogeneous mixing, stratified lean-burn operation with excess air at part load, 95 RON unleaded ultra-low sulphur petrol
ignition system & engine management
centrally positioned longlife spark plugs, mapped direct ignition with four individual direct-acting single spark coils; Bosch Motronic MED electronic engine control unit (ECU), cylinder-selective knock control via two knock sensors, permanent lambda control
exhaust system
cast iron exhaust manifold (with integrated turbocharger), close-coupled and main catalytic converters – both ceramic
DIN-rated motive power & torque outputs, ID codes
88 kW (120 PS; 118 bhp) at 4,000–6,200 rpm; 230 N⋅m (170 lbf⋅ft) at 1,500–3,650rpm — longitudinal — Audi A4 (B8), SEAT Exeo
1,984 cc (121.1 cu in) EA888 inline-four engine (R4/I4); bore x stroke: 82.5 mm × 92.8 mm (3.25 in × 3.65 in), stroke ratio: 0.89:1 – undersquare/long-stroke, 496.1 cc per cylinder; compression ratio: 9.6:1 (10.3:1 A3 Cabrio 2009), 88 mm (3.46 in) cylinder spacing
cylinder block & crankcase
GJL 250 grey cast iron; 33 kg (73 lb), die-forged steel crankshaft with five 58 mm (2.28 in) diameter main bearings, two chain-driven counter-rotating balance shafts suppressing second degree free inertial forces and oil pump, horizontal-baffled oil sump. The water pump bolts to the side of the block, under the intake manifold, and is driven by a toothed belt and a pulley on the back of the intake-side balance shaft.
cylinder head & valvetrain
cast aluminium alloy; four valves per cylinder, 16 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, toothed chain-driven double overhead camshaft (DOHC), continuous vane-adjustable variable intake valve timing, Audi variants have two-stage "valvelift" inlet valve lift variable control
fully demand-controlled and returnless; – fuel tank–mounted low-pressure fuel pump; Fuel Stratified Injection (FSI): single-piston high-pressure injection pump driven by a four-lobe cam on the exhaust camshaft supplying up to 190 bar (2,760 psi) fuel pressure in the stainless steel common rail fuel rail, four combustion chamber sited direct injection sequential solenoid-controlled six-hole fuel injectors, air-guided combustion process, multi-pulse dual-stage injection during the induction and compression stroke with homogeneous mixing, stratified lean-burn operation with excess air at part load, 95 RON ultra-low sulphur unleaded petrol
ignition system & engine management
centrally positioned longlife spark plugs, mapped direct ignition with four individual direct-acting single spark coils; Bosch Motronic MED 17 electronic engine control unit (ECU), cylinder-selective knock control via two knock sensors, permanent lambda control
exhaust system
cast iron exhaust manifold (with integrated turbocharger), close-coupled and main catalytic converters – both ceramic
DIN-rated motive power & torque outputs and applications – Non-valvelift variants
125 kW (170 PS; 168 bhp) at 4,300–6,000 rpm; 280 N⋅m (207 lbf⋅ft) at 1,700–5,000 rpm — CAWA: VW Tiguan
125 kW (170 PS; 168 bhp) at 4,300–6,200 rpm; 280 N⋅m (207 lbf⋅ft) at 1,700–4,200 rpm — CCZC: Audi Q3, engine is installed transversely, VW Tiguan
132 kW (179 PS; 177 bhp) at 4,500–6,200 rpm; 280 N⋅m (207 lbf⋅ft) at 1,700–4,500 rpm — CCZD: VW Tiguan
165 kW (224 PS; 221 bhp) at 4,500–6,250 rpm; 350 N⋅m (258 lbf⋅ft) at 1,500–4,500 rpm — CNCD: Porsche Macan, Audi Q5, Audi A4 (B8)
165 kW (224 PS; 221 bhp) at 4,500–6,250 rpm; 350 N⋅m (258 lbf⋅ft) at 1,500–4,500 rpm — CUHA: China 5 emission standard Volkswagen Phideon, Audi A6L C7
165 kW (224 PS; 221 bhp) at 4,500–6,250 rpm; 350 N⋅m (258 lbf⋅ft) at 1,650–4,500 rpm — DMJA: China 6b(PN 11 without RDE) emission standard, Volkswagen Phideon[5]
165 kW (224 PS; 221 bhp) at 4,500–6,250 rpm; 350 N⋅m (258 lbf⋅ft) at 1,650–4,500 rpm — DKWB: China 6b(PN 11 without RDE) emission standard, Audi A6L C8, Audi Q5L
165 kW (224 PS; 221 bhp) at 4,500–6,250 rpm; 370 N⋅m (273 lbf⋅ft) at 1,500–4,500 rpm — DKWA: China 6b(PN 11 without RDE) emission standard, Audi A4L, Audi Q5L
The Generation 1 EA888 suffered from higher than usual / favorable engine oil consumption in both 1.8 and 2.0 litre forms. Mainly affecting the Longitudinal Audi applications between 2008 and 2012 (most commonly the 8K / B8 A4 8T / 8F B8 A5 & 8R Q5). In rare occurrences it affects the Transverse applications in the 8P Audi A3, 8J Audi TT and in even rarer occasions would affect the MK6 Volkswagen Golf GTI and lower powered Sciroccos etc. that were not fitted with the EA113 family of engines. In even more extreme cases it would affect the Generation 3 from 2016 to present day. The rectification for this is performed after a two part oil consumption test is carried out by a main dealer, The vehicle will need to be burning more than approximately a metric litre per 1,000 KM or 600 miles, or if the top up oil warning illuminates on the instrument cluster. Only after this test is carried out and an agreement of payment by the manufacturer & customer contribution is agreed the repair can be carried out only by main dealers and manufacturer approved repairers. The rectification that is carried out is to remove the engine, replace the Piston & Connecting Rod assemblies in all four cylinders with modified units, head gasket and so forth. From late 2012, the modified internal engine components were fitted to new replacement engines and new vehicle units by the Volkswagen group engine plants.
Another common issue is camshaft timing chain tensioner failure, again in earlier generation 1 models. This was due to the design of the retaining element that after higher mileages and / or premature wear stopped the tensioner from holding the tension in the timing chain. If in the case of this component
failing, the chain would jump, allowing the pistons and valves to potentially hit each other, causing expensive and possibly terminal engine damage. Along with the earlier mentioned oil consumption issues, this was eventually addressed by the Volkswagen Group engine plants, Who fitted a modified (internally known as Version 2) tensioner that is retained by a much more reliable spring retainer instead.
The final mainstream common issue affects all EA888 generations. The cooling system is mainly a problem free system, with the exception of the plastic thermostat unit, these are very commonly known to be prone to leaks, with no specific part of the housing known to leak. On the EA888, the thermostat unit also includes the coolant pump, on the Generation 2 & 3 the coolant pump is still part of the thermostat, however is available separately. The coolant pump / thermostat unit is located under the intake manifold regardless of generation, model year or application. The thermostat side is joined by a plastic union directly to the engine oil cooler, which in turn is mounted to and is an integral part of the ancillary / alternator bracket (also includes the oil filter housing in all generations and applications). The coolant pump is driven by the intake side balance shaft, on the flywheel side of the engine. The rectification is to renew the thermostat unit with a modified unit, and if needed in later models, the coolant pump if necessary. However these newer units are still known to leak. There have currently been no further modifications to the design of this to combat the issues by Volkswagen Group.
Turbo
The MQB platform suffers from early turbocharger failure. This affects models like the Audi S3, Golf 7 R/GTI and the Seat Cupra models. More so: models built prior to 2015 are more prone to failure. This can be caused because there is shaft play due to an imbalanced input shaft which can cause the turbine to collide with the teflon coating of the turbocharger, or because of the manifold sealing surface.
parts code prefix/variant: 07K3; ID code: CEPA, CEPB, CTSA, CZGA, CZGB, DAZA, DNWA
engine displacement & engine configuration
2,480 cc (151.3 cu in) inline five engine (R5/I5); bore x stroke: 82.5 mm × 92.8 mm (3.25 in × 3.65 in), stroke ratio: 0.89:1 – undersquare/long-stroke, 496.1 cc per cylinder; 88 mm (3.46 in) cylinder spacing, 144 degree firing interval, firing order: 1-2-4-5-3, compression ratio: 10.0:1
cylinder block & crankcase
GJV-450 compacted vermicular graphite cast iron (GJV/CGI); six main bearings, two-part cast aluminium alloy horizontal-baffled oil sump, simplex roller chain-driven oil pump, die-forged steel crankshaft, forged steel connecting rods, cast aluminium alloy pistons (weight, each, including rings and gudgeon pin: 492 g (17.4 oz))
cylinder head & valvetrain
cast high hot-strength aluminium alloy, modified inlet duct geometry for high tumble values providing superior knock resistance, four valves per cylinder (exhaust valves sodium filled for increased cooling), 20 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, simplex roller chain-driven (relay method) lightweight double overhead camshafts (DOHC), variable valve timing with continuous adjusting intake and exhaust camshaft timing of up to 42 degrees from the crankshaft, two-stage 'valvelift' variable lift control for inlet valves, siamesed inlet ports, Audi "RS" 'red' plastic cam cover
aspiration
twin charge pressure sensors; one pre-throttle plate, one intake manifold mounted, no air flow meter, cast alloy throttle body with electronically controlledthrottle valve, two piece intake manifold with charge movement flaps adjusted by a continuous-action pilot motor, water-cooled turbocharger incorporated in exhaust manifold with 64 mm (2.5 in) diameter outlet, generating up to 1.2 bar (17.4 psi) boost, separated central lower front-mounted intercooler (FMIC)
fuel system
fully demand-controlled and returnless: fuel tank-mounted low-pressure fuel lift pump; Fuel Stratified Injection (FSI): single-piston high-pressure injection pump supplying up to 122 bar (1,770 psi) fuel pressure in the stainless steel common rail fuel rail, five combustion chamber sited direct injection sequential solenoid-controlled fuel injectors, air-guided combustion process, multi-pulse injection with homogeneous mixing, stratified lean-burn operation with excess air at part load, ultra-low sulfur unleaded petrol (ULSP)
ignition system & engine management
Beru longlife spark plugs centrally positioned in combustion chamber, mapped direct ignition with five individual direct-acting single spark coils; BoschMotronic MED electronic engine control unit (ECU), cylinder-selective knock control via two knock sensors, permanent lambda control
exhaust system
secondary air injection pump for direct injection into exhaust ports to assist cold start operation, cast iron exhaust manifold (with integrated turbocharger), one primary and two secondary high-flow sports catalytic converters, two heated oxygen sensors monitoring pre- and post-primary catalyst exhaust gases (secondary catalysts unmonitored), vacuum-operated map-controlled flap-valve mounted in one rear exhaust silencer tail pipe
dimensions
length: 494 mm (19.4 in), mass: 185 kg (408 lb)
DIN-rated motive power & torque output
228 kW (310 PS; 306 bhp) at 5,400–6,500 rpm (specific power of 91.2 kW (124.0 PS; 122.3 bhp) per litre); 465 N⋅m (343 lbf⋅ft) at 1,600–5,300 rpm; redline: 7,100 rpm – RS Q3
250 kW (340 PS; 335 bhp) at 5,400–6,500 rpm (specific power of 100.8 kW (137.0 PS; 135.2 bhp) per litre); 450 N⋅m (332 lbf⋅ft) at 1,600–5,300 rpm; redline: 7,100 rpm – RS 3, TT RS, RS Q3 (facelift)
265 kW (360 PS; 355 bhp) at 5,400–6,500 rpm (specific power of 106.0 kW (144.1 PS; 142.1 bhp) per litre); 465 N⋅m (343 lbf⋅ft) at 1,600–5,300 rpm; redline: 7,100 rpm – TT RS plus
270 kW (367 PS; 362 bhp) at 5,400–6,500 rpm (specific power of 108.0 kW (146.8 PS; 144.8 bhp) per litre); 465 N⋅m (343 lbf⋅ft) at 1,600–5,300 rpm; redline: 7,100 rpm – RS Q3 performance, RS 3 (2015–)
294 kW (400 PS; 394 bhp) at 5,400–6,500 rpm; (specific power of 117.6 kW (159.9 PS; 157.7 bhp) per litre); 480 N⋅m (354 lbf⋅ft) at 1,600–5,300 rpm; redline: 7,100 rpm – TT RS, RS 3 (2017–), RS Q3 (2019–)
was winner of the "2.0-litre 2.5-litre" category in the 2010, 2011, 2012, 2013 and 2014 annual competition for International Engine of the Year.
EA390 VR6
This 2.5 VR6 engine is only available for Chinese market on Volkswagen Teramont and Talagon. It is derived from now retired 3.0 VR6 engine, which also was available in China only[citation needed].
identification
parts code prefix: 03H, ID Code: DDKA, DPKA
engine displacement & engine configuration
2,492 cc (152.1 cu in) 10.6° VR6; bore x stroke: 81.0 mm × 80.6 mm (3.19 in × 3.17 in), stroke ratio: 1:1 – square-stroke, 415.3 cc per cylinder, compression ratio is not disclosed at the moment.
cylinder block & crankcase
grey cast iron; die-forged steel crankshaft;
cylinder head & valvetrain
cast aluminium alloy; four unequal-length valves per cylinder, 24 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, simplex roller chain-driven double overhead camshaft (DOHC – one camshaft for all exhaust valves, and one for all intake valves), continuous timing adjustment variable valve timing (52 degrees on the inlet, 22 degrees on the exhaust)
aspiration
single turbo charger from MHI (Mitsubishi Heavy Industries), hot-film air mass meter, electronic drive by wire throttle valve, two-piece cast aluminium alloy intake manifold, two cast iron exhaust manifolds
fuel system
Fuel Stratified Injection (FSI) high-pressure direct injection with two common rails. DPKA variant has six additional Multipoint Injection (MPI) valves.
DIN-rated motive power & torque outputs, ID codes
220 kW (299 PS; 295 bhp) at 6,000 rpm; 500 N⋅m (369 lbf⋅ft) at 2,750-3,500 rpm - DDKA, DPKA
EA839 is a family of turbocharged 90 degrees V6 spark ignition engines. It includes steel cylinder liners, balancer shaft located within the vee, maximum compression ratio of 11.2:1, bore and stroke of 84.5 mm × 89 mm (3.33 in × 3.50 in).[11]
The base engine is the 260 kW (354 PS; 349 bhp) 3.0 TFSI with a twin-scroll turbo, available on Audi S4/S5/SQ5 models. A slightly detuned version (250 kW (340 PS; 335 bhp)) with 48V mild hybrid system is available on various Audi models such as the A6, A7, A8, Q7 and Q8. The 2.9 TFSI engine is a twin-turbo charged high performance variant with shorter stroke. Petrol versions of S6 and S7 (C8), like their diesel powered counter parts, feature an electric supercharger powered by the 48V mild hybrid system in their 2.9 TFSI engines.
identification
parts code prefix:???, ID codes: CWGD, CZSE/DR, DECA, DKMB
engine displacement & engine configuration
3.0 TFSI variant: 2,995 cc (182.8 cu in) 90° V6; bore x stroke: 84.5 mm × 89 mm (3.33 in × 3.50 in), stroke ratio: 0.94:1 - undersquare/long-stroke, compression ratio: 11.2:1
2.9 TFSI variant: 2,894 cc (176.6 cu in) 90° V6; bore x stroke: 84.5 mm × 86 mm (3.33 in × 3.39 in), stroke ratio: 0.98:1 - undersquare/long-stroke, compression ratio: 10.0:1 to 10.5:1 depending on models
cast aluminium alloy; four valves per cylinder, 24 valves total, DOHC, continuous timing adjustment on both intake and exhaust camshaft(from 130 degrees up to 180 degrees), 2-stage(6mm and 10mm) Audi Valvelift System(AVS) on the intake sides
aspiration
all variants feature both Otto and Miller cycles, achieved from valve timing; hot-film air mass meter; electronic drive by wire throttle valve; exhaust manifold integrated into cylinder head; hot-V configuration
EA824 and EA825 are families of twin turbo 90 degrees V8 spark ignition engines.
Audi uses the EA824, while Porsche uses EA825 for Panamera Turbo.[12] Bentley uses this for the Bentayga V8.
EA825 uses two twin-scroll turbochargers, iron coating on the cylinder linings, 250 bar (3,626 psi) fuel injector at centre of combustion chamber, cylinder deactivation at 950-3500rpm with a 250 N⋅m (184 lb⋅ft) torque limit.[13]
This engine is part of Audi's modular 90° V6/V8 engine family. It shares its bore and stroke, 90° V-angle, and 90mm cylinder spacing with the Audi V6. The earlier V6 engines (EA837) used an Eaton TVS Supercharger instead of turbocharger(s). In 2016, Audi and Porsche released a new turbocharged V6 engine they dubbed EA839. These 2.9L (biturbo) & 3.0L (single turbo) V6 engines share the 4.0T TFSI V8's "hot vee" design, meaning the turbo(s) are placed in the Vee of the engine (between each bank of cylinders) instead of on the outside of each cylinder bank. This allows the turbocharger(s) to produce boost pressure more quickly as the path the exhaust gases travel is much reduced. It also aids in getting the engine's emissions hardware up to temperature more quickly. As with the V6, the V8 is used in various Audi and Porsche models, but the V8 also finds use in Bentley and Lamborghini vehicles.
engine displacement & engine configuration
3,993 cc (243.7 cu in) 90° V8 engine; 90 mm (3.54 in) cylinder spacing; bore x stroke: 84.5 mm × 89.0 mm (3.33 in × 3.50 in), stroke ratio: 0.95:1 – undersquare/long-stroke, 499.1 cc per cylinder, compression ratio: 10.5:1
463 kW (630 PS; 621 bhp) from 5,750 rpm to 6,000 rpm; 820 N⋅m (605 lbf⋅ft) from 1,960 rpm to 4,500 rpm in Porsche Panamera Turbo S
478 kW (650 PS; 641 bhp) at 6,000 rpm; 850 N⋅m (627 lbf⋅ft) in Lamborghini Urus
471 kW (640 PS; 632 bhp) at 6,000 rpm; 850 N⋅m (627 lbf⋅ft) in Porsche Cayenne Coupé Turbo GT
Audi version of the engine includes electronic monitoring of the oil level, while Bentley engine includes a dipstick for oil check. In addition, the Bentley engine uses switchable hydraulic mounts instead of Audi's active electrohydraulic engine mounts.
5,204 cc (317.6 cu in) 90° V10 engine; bore x stroke: 84.5 mm × 92.8 mm (3.33 in × 3.65 in), stroke ratio: 0.91:1 – undersquare/long-stroke, 520.4 cc per cylinder; compression ratio: 12.5:1; dry sump lubrication system
cylinder block & crankcase
cast aluminium alloy; 90 mm (3.54 in) cylinder bore spacing; die-forged steel crankshaft with shared crankpins (creating an uneven firing interval of either 54 deg or 90 deg separation)
cylinder heads & valvetrain
cast aluminium alloy; four valves per cylinder, 40 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, chain driven double overhead camshafts, continuously variable valve timing system both for intake and exhaust
fully demand-controlled and returnless; fuel tank–mounted low-pressure fuel pump, Fuel Stratified Injection (FSI): two inlet camshaft double-cam driven single-piston high-pressure injection pumps maintaining pressure in the two stainless steel common rail fuel distributor rails, ten combustion chamber sited direct injection solenoid-controlled sequential fuel injectors
ignition system & engine management
mapped direct ignition with centrally mounted spark plugs and ten individual direct-acting single spark coils; two BoschMotronic MED 9.1 or Lamborghini LIE electronic engine control units (ECUs) working on the 'master and slave' concept due to the high revving nature of the engine
exhaust system
2-1-2 branch exhaust manifold per cylinder bank to minimise reverse pulsation of expelled exhaust gases
DIN-rated motive power & torque outputs, ID,
applications
Audi — BUJ: 386 kW (525 PS; 518 bhp) at 8,000 rpm; 530 N⋅m (391 lbf⋅ft) at 6,500 rpm — Audi R8 V10 (04/09-07/15)
This W12 badged W12 engine is a twelve cylinder W engine of four rows of three cylinders, formed by joining two imaginary 15° VR6 engine cylinder blocks, placed on a single crankshaft, with each cylinder 'double-bank' now at a 72° angle. This specific configuration is more appropriately described as a WR12 engine.
5,998 cc (366.0 cu in) 72° W12 engine; bore x stroke: 84.0 mm × 90.2 mm (3.31 in × 3.55 in), stroke ratio: 0.93:1 – undersquare/long-stroke, 499.9 cc per cylinder, compression ratio: 10.7:1
cylinder block & crankcase
homogeneous monoblock low-pressure chill die cast hypereutectic 'Alusil' aluminium-siliconalloy (AlSi17Cu4Mg); torsionally stiff aluminium alloy crankcase with high-resistance cylinder liners, simplex roller chain driven oil pump; die-forged steel 21.2 kg crankshaft, seven main bearings, crankpins offset to achieve a constant firing order as on a V6 engine
cylinder heads & valvetrain
cast aluminium alloy; four valves per cylinder, 48 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, double overhead camshaft driven from the flywheel side via a two-stage chain drive utilising three 3/8" simplex roller chains, continuous vane-adjustable variable valve timing for intake and exhaust camshafts with up to 52 degrees timing range for the flow-optimised inlet ports, 22 degrees on the exhaust camshafts
two linked common rail fuel distributor rails, multi-point electronic sequential indirectfuel injection with twelve intake manifold-sited fuel injectors; centrally positioned NGK longlife spark plugs, mapped direct ignition with 12 individual direct-acting single spark coils; BoschMotronic ME 7.1.1 electronic engine control unit (ECU), cylinder-selective knock control via four knock sensors, permanent lambda control, water-cooled alternator
exhaust system
two vacuum-controlled secondary air injection pumps for direct injection into exhaust ports to assist cold start operation, four exhaust manifolds with four integrated ceramic catalytic converters, eight heated oxygen sensors monitoring pre- and post catalyst exhaust gases
dimensions
length: 513 mm (20.2 in), height: 715 mm (28.1 in), width: 710 mm (28.0 in) then 690 mm (27.2 in)
DIN-rated motive power & torque outputs – Audi / Volkswagen, ID codes
309 kW (420 PS; 414 bhp); 550 N⋅m (406 lbf⋅ft) — Audi A8: AZC (01/01-09/02), VW Phaeton: BAN (04/02-05/05)
331 kW (450 PS; 444 bhp) at 6,200 rpm, 580 N⋅m (430 lbf⋅ft) at 4,000 rpm, 560 N⋅m (413 lbf⋅ft) at 2,300–5,300 rpm — Audi A8: BHT, BSB, BTE (12/03-07/10)
This engine produces 430 kW (585 PS; 577 bhp) of power and 800 N⋅m (590 lbf⋅ft) of torque. It would mostly share the same technical specifications with its turbocharged 6.0-liter predecessor, other than the fact that it was modified to meet new WLTP emission standards. This new engine was promised to be made available on the fourth generation A8, following S8 and 60 TFSI/TDI models. However, as of August 2020, only examples of the W12 variant were press cars. It is rumoured that the W12 variant is only available as special orders in selected European dealerships.
This engine produces 500 PS (368 kW; 493 bhp) of power and 625 N⋅m (461 lbf⋅ft) of torque. This new engine was promised to be made available on the 3rd generation A8 More compact dimensions than a comparable V8 engine FSI direct injection with twin high-pressure fuel pumps, twin fuel rails and six-port high pressure injectors.
This is a new V12 engine developed for Lamborghini. The company's fourth in-house engine and their first new V12 since its founding, it made its first appearance in the Lamborghini Aventador.
two linked common rail fuel distributor rails, multi-point electronic sequential indirectfuel injection with twelve intake manifold-sited fuel injectors; centrally positioned spark plugs, mapped direct ignition with 12 individual direct-acting single spark coils
exhaust system
two 3-branch exhaust manifolds per cylinder bank, connected to dual-inlet catalytic converters, heated oxygen (lambda) sensors monitoring pre- and post-catalyst exhaust gases
DIN-rated motive power & torque outputs
LP 700: 515 kW (700 PS; 691 bhp) at 8,250 rpm; and 690 N⋅m (509 lbf⋅ft) at 5,500 rpm
LP 720: 530 kW (721 PS; 711 bhp) at 8,250 rpm; and 690 N⋅m (509 lbf⋅ft) at 5,500 rpm
LP 740: 544 kW (740 PS; 730 bhp) at 8,400 rpm; and 690 N⋅m (509 lbf⋅ft) at 5,500 rpm
LP 750: 552 kW (751 PS; 740 bhp) at 8,400 rpm; and 690 N⋅m (509 lbf⋅ft) at 5,500 rpm
LP 770: 566 kW (770 PS; 759 bhp) at 8,500 rpm; and 720 N⋅m (531 lbf⋅ft) at 6,750 rpm
LP 780: 574 kW (780 PS; 770 bhp) at 8,500 rpm; and 720 N⋅m (531 lbf⋅ft) at 6,750 rpm
This W16 badged engine is the first and so far the only production W16 engine in the world. It is a sixteen-cylinder WR engine, of four rows of four cylinders, and is created by joining two VR8-engine 15° cylinder banks at the crankcase, and placed on a single crankshaft, with each cylinder 'double-bank' now at a 90° V-angle. This specific configuration method means it is more appropriately described as a WR16 engine rather than W16.
The WR16 engine will be discontinued after the production run of the Bugatti Mistral
engine displacement & engine configuration
7,993 cc (487.8 cu in) 90° W16 engine; bore x stroke: 86.0 mm × 86.0 mm (3.39 in × 3.39 in), stroke ratio: 1.00:1 – 'square engine', 499.56 cc per cylinder
cast aluminium alloy; four valves per cylinder, 64 valves total, low-friction roller finger cam followers with automatic hydraulic valve clearance compensation, double overhead camshaft
engine cooling
two separate water cooling circuits: one of 40 L (8.8 imp gal; 10.6 US gal) capacity utilising three front-mounted radiators, the second of 15 L (3.3 imp gal; 4.0 US gal) for cooling the charged induction air in the two intercoolers
two linked common rail fuel distributor rails, multi-point electronic sequential indirectfuel injection with sixteen intake manifold-sited fuel injectors; mapped direct ignition with 16 individual direct-acting single spark coils; two digital electronic engine control units (ECUs), ion-current knock control and misfire cylinder-selective detection system
dimensions & mass
length: 710 mm (28.0 in), mass: ˜400 kg (882 lb)
DIN-rated motive power & torque outputs
736 kW (1,001 PS; 987 bhp) at 6,000 rpm; 1,250 N⋅m (922 lbf⋅ft) at 2,200–5,500 rpm; achieving a top speed of 406 km/h (252.3 mph)
882 kW (1,199 PS; 1,183 bhp); 1,500 N⋅m (1,106 lbf⋅ft) – in the Bugatti Veyron Super Sport; achieving a top speed of 430 km/h (267.2 mph)
The following table contains a very brief selection of current and historical Volkswagen Groupspark-ignitionpetrol engines for comparison of performance and operating characteristics:
^Hauri, Stephan (21 May 2014). "Drei für einen Liter" [Three for a liter] (PDF). Automobil Revue (in German) (21). Bern, Switzerland: MoMedia AG. Archived(PDF) from the original on 26 May 2015. Retrieved 26 May 2015.
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