SSP 254 - AUDI A4′01 - Technical Features pt2 (Eng).pdf - audi - cymesspol1

Engine and gearbox

Engine

The 4-cylinder, 2.0 l engine

provides high propulsive force due to the

maximum torque of 195 Nm at 3300 rpm.

SSP254_038

Engine speed in rpm

SSP254_060

The 3,0 l V6 engine

The maximum torque of 300 Nm is developed

at 3200 rpm.

SSP254_030

Engine speed in rpm

SSP254_061

Detailed information on these engines

can be found in SSP 255.

with ﬁve-valve cylinder head, produces162 kW

(220 PS) at 6300 rpm from 2976 cm

Innovations 2.5 l V6 TDI engine

SSP255_045

Engine speed in rpm

SSP255_039

Technical data

Capacity:

2496 cm

Injection system:

Bosch VE VP 44 S3.5

Bore:

78.3 mm

Turbocharger:

VNT 20

Stroke:

86.4 mm

Exhaust emissions class: EU 3

Compression:

18.5 : 1

Consumption:

urban

11.0 l/100 km

(6-gear, quattro)

country

6.1 l/100 km

Power output:

132 kW (180 PS)

average

7.8 l/100 km

Torque:

370 Nm at 1500 rpm

The main features of the basic engine are the

same as those of the familiar V6 TDI engine

with 132 kW (180 PS).

The injection system was modiﬁed in order to

reduce exhaust gas and particle emissions.

Power output and torque curve values could

be maintained under conditions which were

well within EU 3 limit values.

EU 3 limit values 100 %

Particle = 0.05 g/km

CO = 0.64 g/km

HC+NOx = 0.56 g/km

NOx

= 0.50 g/km

NOx

HC+NOx

Particle

SSP255_038

Engine and gearbox

Injection pump VP 44 S3.5

Forced ﬂush

return

Distributor bushing

Distributor shaft

Solenoid valve

Supply piston

Thermal shoulder

Forced ﬂush feed

SSP255_040

The high pressure section of the injection

pump has been redesigned with regard to

pressure levels and quicker solenoid valve

actuation.

In order to initiate pre-injection for cold and

warm engines, the solenoid valve dynamics

have been signiﬁcantly increased.

The associated increased heat generation in

the solenoid valve, is compensated by

improved fuel ﬂow and optimal ﬁlling of the

high pressure section is achieved.

The injection pressure at part throttle has

been increased by the following measures:

– increased cam stroke from 3.5 to 4.0 mm

– more stable support structure for high

pressure section on pump body

– conversion from 3 pistons with a diameter

of 6.0 mm, to 2 pistons with a diameter of

7.0 mm.

Noise levels have been signiﬁcantly improved

by the pre-injection for cold and warm opera-

tion and the use of dual-spring nozzle hold-

ers.

By reducing the number of high-pressure pis-

tons from 3 to 2, it was possible to reduce

high-pressure leakage via the sealing sur-

faces.

Previously, pre-injection via the solenoid

valve was only realised during the engine

warm-up phase.

Injector

For the ﬁrst time, an ICU injector (

nverse

av-

Due to the improved spray formation through

the use of the ICU injector, it was possible to

reduce the exhaust emissions and the particle

values by up to 20 %.

ndercut) is used, which has a dual needle

guide.

The advantage of this ICU geometry is a sig-

niﬁcantly improved spray formation, espe-

cially in the part throttle range for small

injection quantities and short needle lift.

ICU seat geometry

SSP255_041

Dual needle guide

ICU seat geometry

Standard seat geometry

SSP255_042

ity

Engine and gearbox

Charge air cooler

Through duct

Cooling duct section

SSP255_043

The existing series connection of the two

charge air coolers for the 110 kW engine is

inadequate for the 132 kW engine with its

high air throughput.

The charge air cooler design comprises two

sections, in which part of the charge air is fed

via a through duct, connected to a space-sav-

ing pipe, to the section of the other charge air

cooler which is ﬁtted with cooling ﬁns.

The rest of the charge air is fed directly

through the cooling ﬁns, via a separate pipe,

to the second charge air cooler and into the

through duct.

A new charge air cooler design was devel-

oped, in order to ensure optimal charge air

ﬂow.

SSP 254 - AUDI A4′01 - Technical Features pt2 (Eng).pdf

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