Volkswagen V10-TDI User Manual
The Touareg
V10-TDI Engine
Design and Function
Self-Study Program
Course Number 89N303
Volkswagen of America, Inc.
Service Training
Printed in U.S.A.
Printed 03/2004
Course Number 89N303
©2004 Volkswagen of America, Inc.
All rights reserved. All 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 Volkswagen of America, Inc., its
affiliated companies and its licensors. All rights
are reserved to make changes at any time
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Volkswagen of America, Inc.
Always check Technical Bulletins and the
Volkswagen Worldwide Repair Information
System for information that may supersede any
information included in this booklet.
Trademarks: All brand names and product
names used in this manual are trade names,
service marks, trademarks, or registered
trademarks; and are the property of their
respective owners.
Contents
Introduction .............................................................................................................. 1
The V10-TDI, Specifications, Power/Torque Diagram
Engine Mechanics..................................................................................................... 4
Cylinder Block,Endbracket, Cylinder Head, Connecting Bolt Principal, Crankshaft,
Crank Pin Offset, Pistons and Connecting Rods, Balancing, Auxilary Drive and Components
Oil Circulation, Coolant Circulation, Fuel System, Exhaust System,
Overview of Engine Management
Service ..................................................................................................................... 40
Service Tools
The Self-Study Program provides you with
information regarding designs and functions.
The Self-Study Program is not a Repair Manual.
For maintenance and repair work, always refer
to the current technical literature.
New!
Caution/Note
i
ii
Introduction
“...Easy to recognize, the beauty of the classical lines,
the calm but predominantly powerful charisma
of intelligent and sensible engine activity, simple and elegant -
in short, ladies and gentlemen, the world’s top performer!
A milestone...”
With the V10-TDI engine, Volkswagen once again sets new standards in diesel
technology. Due to a multitude of innovative techniques, the highest demands in terms
of performance, torque and emissions of a diesel engine are fulfilled for the luxury
vehicle class.
The V10-TDI engine crowns 25 years of diesel engine development at Volkswagen.
It is the most powerful series passenger-vehicle diesel engine in the world.
1
Introduction
The V10-TDI Engine
The V10-TDI engine is a newly developed diesel
engine in which innovative lightweight
construction and enormous power are united
within compact dimensions.
It has a 900 aluminum cylinder block with 5
cylinders in each bank of the block. The control
and auxiliary drive are gear-driven. The fuel
injection system uses solenoid controlled unit
injectors to ensure a high performance yield at
low exhaust emissions.
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240
Introduction
Power Output / Torque
5.0 I - V10 - TDI - 308 hp (230 kW) @ 3750 RPM
533 lb ft (750 Nm) @ 2250 RPM
3,750
220
200
180
160
140
120
100
2,250
800
600
400
200
Torque
(Nm)
1000 2000 3000 4000 5000
Power Output
(kW)
Engine Mechanics Technical Features
• Cylinder block made of aluminum with an
end bracket made of cast-iron
• Joining of cylinder head and cylinder block
with tie-rod bolt connection
• Control and auxiliary drive unit are gear-driven
• Balancer shaft to reduce vibrations
A detailed description of the engine management system can be found in Self-Study Program No.
89P303 “Touareg Electronic Diesel Control EDC 16”, design and function.
= Power Output
= Torque
Engine (RPM)
Engine Management Technical Features
• EDC 16
• Two Engine Control Modules
• Pneumatic controlled exhaust gas
recirculation with electric motor operated
intake manifold flaps
• Oxygen sensors for controlling exhaust gas
recirculation
3
Engine Mechanics
Cylinder Block
The cylinder block assembly consists of three
components; an aluminum cylinder block, upper
and a lower end brackets. The aluminum
cylinder block provides a significant weight
reduction for the 90° cylinder banks. The high
tensile cast iron end brackets give the assembly
a rigid platform.
303_031
End Brackets
Plasma Jet
Cylinder Wall
Top Portion of
Cylinder Block
Plasma Burner
Plasma-Sprayed Cylinder Walls
For the first time in diesel engines, a plasmasprayed running film is applied to the cylinder
walls. As a result, the use of cylinder liners in
the aluminium cylinder block is no longer
necessary. This reduces the weight of the
engine and permits compact dimensions due to
a short distance between the cylinder bores.
303_069
4
Engine Mechanics
End Bracket
The upper and lower end brackets are manufactured from high tensile cast iron. The upper and
lower portions of the end brackets use a press fit; and 4 bolts per main journal to provide the
crankshaft with a strong and rigid structure to contain the high combustion forces of the diesel
engine.
End Bracket,
Upper Portion
Crankshaft Bracket
Upper Portion
End Bracket,
Lower Portion
Balancer Shaft Thrust Bearing
The cylinder block will be damaged or
deformed by loosening the bolts
connecting the cylinder block with the
upper portion of the end bracket .
End Bracket ,
Lower Portion
303_077
303_087
Press Fit
Bolted Connection
303_022
5
Engine Mechanics
Intake Port
Exhaust Port
Cylinder Head
The V10-TDI engine has two aluminium-alloy
cylinder heads. The intake and exhaust ports are
arranged according to the crossflow principle;
that is, the intake and exhaust ports are located
on opposite sides of the cylinder head. This
arrangement provides good gas exchange and
thus good cylinder filling. The intake ports are
located in the V space of the engine, while the
exhaust ports are on the engine exterior.
303_025
Connecting Bolt Principle
To prevent tension in the cylinder block, the
cylinder heads, cylinder block, and upper portion
of the end bracket are bolted to each other
using connecting bolts.
Cylinder Head
Connecting Bolts
Cylinder Block
End Bracket,
Upper Portion
Balancer Shaft Bearing
6
303_049
End Bracket,
Lower Portion
Crankshaft
The crankshaft of the V10-TDI engine is made of
tempered steel; forged from one piece. The
auxiliary drive gear, engine speed sensor wheel,
and bolted-on counterweights are located on
the crankshaft.
Bolted-on Counterweights
Engine Mechanics
Auxiliary Drive Gear
Crank Pin Offset
The cylinders of a 4-stroke engine fire within
two complete revolutions of the crankshaft
(720°). To attain uniform ignition, the ignition
angle for a 10 cylinder engine must be 72°.
720° crankshaft angle
10 cylinders
A 10 cylinder V-engine must therefore have a Vangle of 72°:
Since the V10-TDI engine has a V-angle of 90°,
the crank pin must be offset by 18° to attain
uniform ignition:
= 72° ignition angle
303_023
Engine Speed Sensor Wheel
90° V-angle – 72° ignition angle = 18° crank pin offset
303_107
7
Engine Mechanics
Cooling Channel
Brass Bearing
303_097
Pistons and Connecting Rods
To keep the demands on the piston and
connecting rods low at high combustion
pressures, the piston pin bosses and the
connecting rod boss have a trapezoidal shape.
This distributes the combustion forces over a
broader area. The piston pin bosses are also
strengthened by brass bearings.
A cooling channel is infused into the piston to
cool the piston ring zone. Oil is injected into this
cooling channel from the oil-spraying jets as
soon as the piston is located at bottom dead
center.
Connecting Rod
Brass Bearing
303_098
Top Dead Center
The connecting rod is forged from a high
density sintered metal. To separate the cap
from the rod a procedure called “Cracking” is
required.
Piston Pin Axis Offset
The piston pin axis is offset to prevent noise
from the tilting of the piston at top dead center.
Each time the connecting rod is in a sloping
position, lateral piston forces occur which
alternately press the piston against the cylinder
walls.
The lateral piston force changes direction at top
dead center. The piston is tilted to the opposite
cylinder wall there, thus resulting in noise.
To prevent this, the piston pin axis is offset.
8
Due to the offset arrangement of the piston pin
axis, the piston changes sides before it reaches
top dead center and then supports itself on the
opposite cylinder wall.
303_099
Engine Mechanics
Balancing
To attain low vibration running of the engine, the
moments of inertia must be balanced.
For this, 6 counterweights are attached to the
crankshaft. In addition, a counter rotating
balancing shaft and a weight located in the drive
wheel of the balancing shaft eliminate the
moments of inertia. The balancing shaft is driven
by the crankshaft and serves as a driveshaft for
the oil pump.
The counterweights are made of a tungsten
alloy. As tungsten has a high density, the
weights be small in size, which saves space.
Engine Speed
Vibration Damper
Silicone Oil
Sensor Wheel
Vibration Damper
The vibration damper reduces the rotational
vibrations of the crankshaft. It is filled with a
silicone oil.
The rotational vibrations of the crankshaft are
eliminated by the shear force of the silicone oil.
Counterweight
303_008
Crankshaft
Oil Pump
Drive Gear
Counterweight
Counterweight
Balancing Shaft
303_024
9
Engine Mechanics
Auxiliary Drive and Components
The auxiliary drive is located on the flywheel
side.
The camshafts and the auxiliary components are
driven by the crankshaft by helical gears.
The advantage of a gear drive over a toothed
belt is that larger forces can be transferred while
the size of the gears remains the same as the
sprockets used for toothed belt. In addition, a
toothed belt will stretch with age, changing cam
timing.
The auxiliary drive is also maintenance-free.
Coolant Pump
Camshaft Drive
Direction of Tr a ve l
Air Conditioning (A/C)
Compressor
Gates Drive
10
Power Steering Pump
Alternator
Engine Mechanics
Camshaft Drive
Drive Module
Crankshaft
303_016
11
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