Volkswagen V10-TDI User Manual

Download

Page 1

The Touareg V10-TDI Engine

Design and Function

Self-Study Program Course Number 89N303

Page 2

Volkswagen of America, Inc. Service Training Printed in U.S.A. Printed 03/2004 Course Number 89N303

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 without notice. No part of this document may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording 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 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.

Page 3

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

Page 4

Page 5

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.

Page 6

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.

303_001

noitcurtsnoC09,srednilyC01

eroB)mm18(.nI91.3

ekortS)mm5.59(.nI67.3

oisserpmoC1:81

rewopesroHMPR0573@)Wk032(ph803

euqroT

riuqeRleuFmuminimZC94leseiD

edoCenignEWKB

tnemecalpsiD)cc1294(sehcnIcibuC003

rednilyC-rep-sevlaV2

oitaRn

tnemeganaMenignE61CDEhcsoB

stneme

tnemtaerTtsuahxE

tfbl355

elgnA-V

MPR0522@)mN057(

dnanoitalucricersagtsuahxE

retrevnoccitylatacnoitadixo

niriF9-4-8-3-7-2-01-5-6-1

redrOg

Page 7

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

Page 8

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

Page 9

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

Page 10

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

303_049

End Bracket, Lower Portion

Page 11

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

Page 12

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.

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

Page 13

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

Balancing Shaft

303_024

Page 14

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

Power Steering Pump

Page 15

Alternator

Engine Mechanics

Camshaft Drive

Drive Module

Crankshaft

303_016

Page 16

Engine Mechanics

Camshaft Drive Gear, Cylinder Bank 1

Compensation Gear

Crankshaft

Alternator Drive Gear

Coolant Pump Drive Gear

Camshaft Drive Gear, Cylinder Bank 2

Power Steering Pump and Air Conditioning System Compressor Drive Gear

303_003

Bolted Connection with Bearing Tunnel

Oil Pump/Balance Shaft Drive Gear

Page 17

Drive Module

Engine Mechanics

The drive module uses helical gears to drive the camshafts, coolant pump, alternator, power steering pump and air conditioning compressor. The helical gears are mounted in two carrier plates made of cast iron to provide uniform expansion through the entire temperature operating range of the engine.

The drive module is connected by three bolts to the bearing tunnel formed by the upper and lower cast iron end brackets.

Oil Supply Line

The gears have a helix angle of 15°; with two tooth mesh. The two tooth mesh provides a larger bearing surface that is stronger and quieter than a spur gear mesh.

Carrier Plate

303_102

Carrier Plate

303_004

Page 18

Engine Mechanics

Shackle Joint

The camshafts located in the cylinder head are driven by gears located in brackets called a shackle joint.

The shackle joint is used to compensate for the end play of the gears and expansion of the aluminium cylinder heads and cylinder block throughout the entire operating temperature of the engine.

303_045

Camshaft Gear

Compensation Gear

Drive Gear

How it Works

When subjected to heat, the spacing between the camshaft to the drive module changes.

The compensation wheel in the shackle joint follows the joint movement; thus the play between the wheels within the shackle joint remains equal.

Balance Piston

Shackle

303_007

Balance Piston

Cylinder Head

303_113

Shackle Joint

Camshaft Gear

Page 19

Balance Piston

Preload on the shackle joint is achieved by a balance piston. The piston consists of a sleeve in which several spring washers are arranged behind one another, axially tensioned.

Engine Mechanics

Setting for “Warm Engine”

Compensation Gear

303_017a

Drive Module

Camshaft Gear

The balance piston is bolted into the cylinder head. Using a full floating axle, it tensions the two shackle joints; this prevents “dangling movements” of the shackle joint.

Shackles

Drive Gear

303_017b

Balance Piston

303_037

Cylinder Head

Full Floating Axle

Compensation Gear

Sleeve

Spring Washers

Balance Piston

303_083

Page 20

Engine Mechanics

303_046

Alternator

The alternator is arranged in a space-saving manner in the V-space of the engine.

It is driven by a Gates® drive via a gear drive on the transmission shaft. Due to the transmission shaft, the alternator speed increases by a factor of 3.6 compared to the engine speed.

This provides an increased alternator performance that can cover high power demands of the vehicle electrical system even when idling.

The alternator is liquid-cooled.

Coolant Connection

Gates drive

Powerflow

Alternator

Transmission Shaft

303_101

Gear Drive

Crankshaft

303_095

Page 21

Power Steering Pump/Air Conditioning System Compressor

The power steering pump and the air conditioning system compressor are arranged in a row on the engine block. The power steering pump is driven directly by the gear drive. The air conditioning system compressor is driven by a Gates® drive connected to the power steering pump.

The overload protection of the air conditioning system compressor is implemented by a reinforced rubber element.

The Gates® drive consists of two metal drive couplings with lugs that fit into a fabric reinforced rubber sleeve. The elasticity of the sleeve compensates for small shaft bending angles and changes in length between the drive couplings. It also provides a vibration dampening effect for torque fluctuations.

Engine Mechanics

303_048

Power Steering Pump

Air Conditioning System Compressor

303_072

Gates Drive

303_096

Page 22

Engine Mechanics

Oil Circulation

Oil Return Baffle

Vacuum Pump

Piston with Cooling Channel

Oil Return Baffle

Oil Cooler

Bypass Valve

Oil Filter

Oil Return Baffle

Oil Pressure Switch

Exhaust Turbocharger

Oil-Spraying Jets (Piston Cooling)

Oil Separator

Return Oil

Pressurized Oil

The Oil Pressure Control Valves control the oil pressure of the engine. They open as soon as the oil pressure reaches the maximum permitted value.

The Oil Return Baffles prevent oil from flowing back out of the cylinder head and the oil filter housing into the oil pan when the engine is at a standstill.

Belt Drive Module Oil Supply

Oil Pump

303_053

Oil Pressure Control Valves

Pickup Tube

The Bypass Valve opens when the oil filter is restricted, thus ensuring the oil supply to the engine (the oil filter is bypassed; the oil supply is unfiltered when the bypass valve is open).

Page 23

Engine Mechanics

Drive Module Oil Supply

Main Channel in Cylinder Head

Oil Line

Oil Supply from Cylinder Block

Main Channel in Cylinder Head

Cylinder Head

Oil Line

Drive Module Oil Channel

303_054

Drive Module

Oil Filter Module

The oil filter module is located in a space-saving manner in the V-space of the engine. The oil filters, the oil filler neck and the oil cooler are integrated in the oil filter module.

Oil Filler Neck

Oil Filter Housing

Oil Filter Module

303_027

Oil Cooler

303_028

Page 24

Engine Mechanics

Oil Pump

The oil pump is located in the upper portion of the oil pan. It has oil pump rotors, that operate according to the duo-centric principle. Two of these are oil pressure pumps that generate the oil pressure required for the oil circulation.

The other two are oil scavenge pumps that

Oil Pan, Upper Portion

Oil Return Pipe

return oil from the turbocharger oil returns to the oil sump, ensuring that there is a sufficient amount of oil in the sump in every operating state.

The oil pump is gear-driven by the balancer shaft.

Oil Pump

Oil Scavenge Pump

Oil Scavenge Pumps Lines

Oil Scavenge Pump Suction Lines

Oil Separator

Oil Pressure Line to Engine

303_093

Oil Separator

Oil Pump Rotors

Oil Pump Drive Gear

303_100

Oil Scavenge Pump Rotors

Page 25

Oil Pan

Engine Mechanics

The oil pan consists of two cast-aluminium parts.

The lines for the oil scavenge pumps are located in the upper part of the oil pan. The lower part of the oil pan contains the oil level sensor and the wash plates that are used to calm the oil in the oil sump.

Scavenge Pump Oil Lines

Oil Pan, Upper Portion

The Touareg has a deep, lower part of the oil pan, so it can hold a large amount of oil. In addition, the lower part of the oil pan of the Touareg has elastic flap traps. These prevent the oil sump from running dry when driving on inclines.

303_078

Oil Level Sensor

Elastic Flap Traps

Oil Pan, Lower Portion

Oil Pipe to Oil Scavenger

Wash Plates

303_080

303_081

Page 26

Engine Mechanics

Oil Scavenge System

Two oil scavenge pumps are used to ensure an ample supply of oil in the sump in all driving conditions.

The following examples describe the oil scavenge system in three different driving states.

Pressurized Oil Channel

Oil Return

Auxiliary

Turbocharger Oil Return

Drive Oil Return

Flap Traps

During uniform, level driving, the two oil pressure pumps suction the oil from the oil sump through the pickup tube and pump it into the pressurized oil system of the engine. Part of the returning oil flows directly into the oil sump of the oil pan while the rest flows from the returns of the turbocharger and auxiliary drive into the rear area of the oil pan.

Oil Separator

Sump

Oil Return

Oil Scavenge Pumps

Pickup Tube

Oil Return

Oil Pressure Pumps

Oil Level Normal Operation

Oil Pressure Control Valves

303_019

There, the oil is suctioned off by oil scavenge pumps and returned to the oil sump by the oil separator.

The oil separator works according to the principle of a cyclone. It separates the oil from the scavenged oil-air mixture before the oil flows back to the oil sump.

Page 27

Oil Scavenge System, Uphill Driving

Engine Mechanics

Pressurized Oil System

Oil Return

303_020

During uphill driving or when accelerating, the oil flows into the rear area of the oil pan. The flap traps close, preventing the oil from flowing into the rear area of the oil pan. The oil scavenge pumps suction the oil out of the rear area of the oil pan, eliminating backpressure from the turbocharger and the auxiliary drive oil return. This oil is then routed to the oil separator.

The oil separator removes air from the oil. The air-free oil drains into the sump, ensuring ample oil supply to the oil pressure pumps.

Oil Scavenge System, Downhill Driving

Oil Return

Pressurized Oil System

During downhill driving or braking, the oil collects in the front part of the oil pan. As a result, the oil level lies above the pickup tube, ensuring ample oil supply to the oil pressure pumps. The return oil from the turbocharger and auxiliary drive flows into the oil sump through the open flap traps.

303_021

Page 28

Engine Mechanics

Coolant Circulation System

System Overview

Engine Coolant Circulation

Warm

Cold

Coolant Circulation for Alternator and Fuel Cooling (Touareg Only)

Warm

Cold

303_039

Page 29

Engine Mechanics

1. Cooler for Engine Coolant Circulation

2. Cooler for Alternator/Fuel Cooling

3. Pump for Coolant After-run V51

4. Check Valve

5. Pump for Fuel Cooling V166

6. Valve Body

7. Cylinder Head/Cylinder Block

8. Generator (Alternator)

Coolant Circulation for Alternator and Fuel Cooling

In the Touareg, the V10-TDI engine has a separate coolant circulation for the alternator and the fuel cooling. This is required because the temperature of the coolant is too high to cool the returning fuel when the motor is running.

Pump for Coolant After-run V51

The pump for coolant after-run is an electrically driven pump that is activated by the Engine Control Module (ECM).

It fulfills two duties:

1. At low engine speeds, the pump for coolant after-run supports the mechanically-driven coolant pump, thus providing for sufficient coolant circulation.

2. To carry out the coolant after-run function, the pump is activated by the ECM according to a characteristic map.

9. Fuel Cooler

10. Compensator Reservoir

11. Recirculation Pump V55

12.Heater Core for Heater

13.Auxiliary Water Heater (Auxiliary Heater)

14.Cooler for Exhaust Return (Phaeton only)

15.Engine Coolant Temperature (ECT) Sensor G62

16.Coolant Temperature Sensor - Radiator Outlet G83

Recirculation Pump V55

The fuel cooling pump is an electrical circulation pump. If required, it is activated by the Climatronic control unit, providing coolant circulation for the alternator and the fuel cooling.

1. When the engine is running, the pump provides an increased flow of coolant through the heater core for the heater; it also supports the functioning of the auxiliary heater.

2. The pump fulfills the duties of the residual heat function up until 30 minutes after the engine is stopped. For this purpose, it is activated by the Climatronic control unit when the driver activates the residual heat function.

Pump for Fuel Cooling V166

The fuel cooling pump is an electrical circulation pump. If required, it is activated by the ECM, providing coolant circulation for the alternator and the fuel cooling.

Page 30

Engine Mechanics

303_047

Coolant Pump

The coolant pump is located on the front of the engine block. It is driven by the belt drive module by a connection shaft.

Coolant Drain Plugs

Drive Gear in Drive Module

Connection Shaft

303_075

Coolant Drain Plugs

Two coolant drain plugs are located on the engine face in the cylinder block. When the cylinder heads or another component in the V-space of the engine is removed, the coolant drain plugs can be used to drain the coolant down to the level of the coolant pump.

303_076

Page 31

Thermostat for Map-Controlled Engine Cooling

The thermostat for map-controlled engine cooling is located in the pipe union of the coolant controller housing. It switches between the large and the small coolant circulation systems. For this, it is activated by the ECM according to the requirements of the engine’s operating state. Characteristic maps that contain the nominal value temperature, depending on the engine load, are stored in the ECM.

The advantage of characteristic map-controlled engine cooling is that the coolant temperature level can be adapted to the current operating state of the engine. This helps to reduce fuel consumption in the partial-load range and to reduce exhaust emissions.

Engine Mechanics

303_026

Pipe Unions of Coolant Controller Housing

Compression Spring

Resistance Heating

Elastic Element

Stroke Pin

303_015

Page 32

Engine Mechanics

Water Connection

Coolant Connection

Oil Filter

The water connection is located in the V-space of the engine, above the coolant controller housing.

It connects the coolant circulation of the two cylinder heads. The coolant is transported out of the cylinder heads through the two large connections to the coolant controller housing. The topmost small connections are used for ventilation.

303_012

Coolant Temperature Sensor G62

Ventilation Connection

Coolant Connection

Connection Nozzle

Ventilation Connection

Coolant Connection

303_014

Coolant Controller Housing

Page 33

Removal and Installation

To permit the coolant connection in the V-space of the engine to be removed and installed, the two large connections in the coolant connection housing can be pushed in/pulled apart.

Coolant Connection - Assembly Position

Engine Mechanics

Coolant Connection - Installed Position

Gasket

Coolant Connection Housing

Gasket

303_105

303_013

Page 34

Engine Mechanics

Fuel System

The fuel is transported out of the fuel tank to the fuel filter unit by electrical fuel pumps. The mechanical fuel pumps suck the fuel out of the fuel filter unit and transport it at high pressure into the preliminary run of the fuel rails.

The fuel not required for fuel injection is returned to the tank through the return fuel rails, fuel filter, and fuel cooler.

Fuel Temperature Sensor

Fuel Filter

Fuel Pump

Fuel Temperature Sensor

Return Flow

Preliminary Run - Low Pressure

Preliminary Run - High Pressure

Page 35

Fuel Cooler

Engine Mechanics

Fuel Manifold

Fuel Return Pressure Relief Valve

Connection Nozzle

Vacuum Pump

Fuel Pump

303_051

In the Touareg, the fuel is cooled by a fuelto-coolant cooler.

Page 36

Engine Mechanics

Overall Schematic Diagram

The Electrical Fuel Pumps work as preliminary transport pumps, pumping fuel to the fuel filter unit.

The Check Valves prevent fuel in the fuel manifold and the preliminary run line from flowing back into the fuel tank when the engine is at a standstill.

The Fuel Filter Unit protects the injection system from excessive wear by removing dirt and water.

The Fuel Pumps transport the fuel out of the fuel filter unit and pump it at high pressure into the preliminary run of the fuel rails.

Fuel Return Pressure Relief Valve

Fuel Temperature Sensor

Pressure Control Valve

Fuel Pump

Check Valve

The Pressure Control Valves regulate the fuel pressure in the fuel preliminary run to approximately 8.5 bar.

The Pressure Relief Valves limit the fuel pressure in the fuel return flow to approximately 1 bar. As a result, the pressure conditions in the fuel system are balanced.

The Fuel Temperature Sensors are used to record the fuel temperature for the ECMs.

The Preheating Valve guides the fuel in the return flow into the fuel filter unit when the outside temperature is low, thus preventing clogging of the filter inserts.

The Fuel Cooler cools the fuel in the return flow to protect the fuel tank from fuel that is too hot.

Fuel Filter Unit

Check Valve

Fuel Pump

Pressure Control Valve

Fuel Temperature Sensor

Preheating Valve

Fuel Return Pressure Relief Valve

Page 37

Pump - Injector Unit

Engine Mechanics

Fuel Manifold

Coolant

Fuel Cooler

Electric Fuel Pump

Fuel Manifold

303_088

Return

Preliminary Run - Low pressure

Preliminary Run - High pressure

Page 38

Engine Mechanics

Fuel Filter Unit

303_029

Fuel Filter Unit

The fuel filter unit is located in a crash-safe position in the V-space of the engine. It contains two filter inserts and a sensor for the fuel contamination. The sensor for the fuel contamination is used to inform the driver if the water level in the filter unit is too high, using an indicator light in the dash panel insert.

There is a preheating valve in the lid of the fuel filter unit; when the outside temperature is low, this guides the fuel in the return flow from the engine back into the filter. In the Touareg, a coolant-fuel cooler is integrated into the fuel filter unit. It cools the fuel flowing back into the fuel tank, thus preventing damage to the fuel tank by return flow fuel that is too hot.

Fuel Return from the Pump-Jet Units

Fuel Preliminary Run to Fuel Pump

Fuel Return from the Pump-Jet Units

Fuel Filter Lid

Drainage

Return Flow to Fuel Tank

Preliminary Run of Fuel Tank

Coolant Connection

Fuel Cooler

303_030

Fuel Contamination Sensor

Page 39

Preheating Valve

At low outside temperatures, diesel fuel tends to thicken. This can clog the fuel filter; as a result, operating the engine may no longer be possible due to a lack of fuel.

Engine Mechanics

Warm Fuel Temperature

At a fuel temperature above 104°F (40°C) in the fuel preliminary run, the piston is pressed against the spring by the elastic element. The preheating valve completely opens the way into the fuel return flow. The fuel that is flowing back from the pump-jet units directly enters the return flow to the fuel tank.

In the fuel preliminary run, the fuel is transported via filter inserts and the flapper valve to the fuel pumps.

Cold Fuel Temperature

At a fuel temperature below 50°F (10°C), the elastic element contracts, so that the spring force of the piston closes the way to the fuel tank. As a result, the fuel that is flowing back from the pump-jet units is guided to the filters.

The fuel in the filter unit is heated, thus preventing clogging of the filters.

Depending on the outside temperature, the preheating valve guides the fuel that is flowing back from the pump-jet units either to the fuel filters or to the fuel tank.

Warm

Filter

Cold

Elastic Element

Flapper Valve

To Fuel Pump

Lid of Fuel Filter Unit

Spring

Piston

303_103

Return Flow from Pump-Jet Units

Return Flow to Fuel Tank

Preliminary Run of Fuel Tank

303_104

Page 40

Engine Mechanics

Adjusting Screw

Stud

Solenoid Valve

Pump-Injector Units

The same type pump-injector units used in the

1.9l/74 kW TDI engine are also used in the V10-TDI engine.

They are characterized by:

• A low-friction drive

• An increased injection pressure in the partial load range

• A compact solenoid valve

To provide a low-friction drive, the adjusting screw is equipped with a rounded end while the stud is provided with a ball socket. Due to the large radius, the surface pressure is low. In addition, the engine oil can collect in the ball socket, thus ensuring good lubrication between the adjusting screw and the stud.

In the partial load range, the injection pressure is increased by an alternative piston with a large stroke. Due to the large stroke of the alternative piston and the throttling effect of the inlet port between the jet spring space and the fuel channel, the pressure in the jet spring space increases. The jet springs are further prestressed, thus increasing the injection pressure.

Inlet Port

303_010

Alternative Piston

Jet Spring

Page 41

Exhaust System

The all-stainless steel exhaust system of the V10-TDI engine consists of one preliminary catalytic converter and one main catalytic converter per cylinder bank, as well as a preliminary silencer and a main silencer.

All catalytic converters are oxidation catalytic converters.

The preliminary catalytic converters are located near the engine so operating temperature can be quickly attained, ensuring a high degree of pollutant reduction. The oxygen sensors located in front of the preliminary catalytic converters are used to control exhaust gas recirculation.

Engine Mechanics

O2 Sensor

Preliminary Catalytic Converter

Main Catalytic Converter

Preliminary Catalytic Converter

Main Catalytic Converter

Rear Silencer

Preliminary Silencer

303_033

Page 42

Engine Mechanics

Overview of Engine Management

This section provides you with an overview of the V10-TDI engine management system. A detailed description of the sensors, actuators

Engine Speed Sensor G28

Throttle Position (TP) Sensor G79

Kickdown Switch F8

Closed Throttle Position (TP) Switch F60

Mass Air Flow (MAF) Sensor G70

Engine Coolant Temperature

(ECT) Sensor G62

Engine Coolant Temperature Sensor

(ECT) on Radiator G83

and functions of engine management can be found in Self-Study Program 89P303,” Touareg Electronic Diesel Control EDC 16.

Engine Control

Module (ECM) J623

Camshaft Position

(CMP) Sensor G40

Diagnostic Connecto

Module (ECM) 2 J624

Engine Control

Intake Air Temperature (IAT) Sensor G42

Fuel Temperature Sensor G81

Fuel Contamination Sensor G133

Charge Air Pressure Sensor G31

Oxygen Sensor (O

Brake Light Switch F63

Brake Pedal Switch F47

Additional Input Signals

S) G39

Mass Airflow (MAF) 2 G246 Sensor

Fuel Temperature Sensor 2 G248

Intake Air Temperature (IAT)

Sensor 2 G299 Charge Air Pressure Sensor 2 G447

Oxygen Sensor (O2S) 2 G108

Page 43

Engine Mechanics

Altitude Sensor

Turbocharger 1 Servo-Motor V280

Turbocharger 2 Servo-Motor V281

Valve for Pump Injector N245, N303-N306

Valve for Pump Injector N240N244

Fuel Pump (FP) Relay J17 Fuel Pump (FP) G6 Transfer Fuel Pump (FP) G23

EGR Vacuum Regulator Solenoid Valve N18

Motor for Intake Flap V157

MAP Controlled Engine Cooling Thermostat F265

Auxiliary Engine Coolant Pump Relay J496 Water Pump V51

Valve 2 for EGR N213

Intake Flap Motor 2 V275

Oxygen Sensor (O Heater 2 Z28

Glow Plug Relay 2 J495 Glow Plugs Q15-Q19

303_036

Relay for Pump, Fuel Cooling J445 Pump for Fuel Cooler V166

Oxygen Sensor (O

Glow Plug Relay J52 Glow Plug Q10-Q14

Additional Output Signals

S) Heater Z19

Page 44

Service

Designation Tool

T10191

Frame

T10192

Oil Filter Key

Usage

To switch off the V10-TDI engine

303_056

Removal and installation of the oil filter lid

303_057

T10193

Camshaft Clamp

T10194

Camshaft Clamp

To fasten the camshaft cylinder bank 1 when setting the control times

303_058

To fasten the camshaft cylinder bank 2 when setting the control times

Removal and installation of the oil filter module

303_059

Page 45

Designation Tool Usage

Service

T10195

Crankshaft Clamp

T10196

Key

T10197

Plug Cartridge SW6

To fasten the crankshaft when setting the control times

303_061

To install the PTFE crankshaft gasket on the flywheel side

303_061

For removal and installation of various add-on pieces in the V-space of the engine

T10198

Plug Cartridge XZN16

303_062

303_063

For removal and installation of the camshaft wheel

Page 46

Service

Designation Tool

T10199

Clamping Device

T10200

Guide Pin

303_064

Figure not available at time of printing

Usage

Clamping the camshaft gears to remove and install the camshaft gears

For removal and installation of the belt drive module

T10201

Clamping Device

T10202

Key

For removal and installation of the

bearing tunnel Figure not available at time of printing

For removal and

installation of the fuel

transport unit

303_067

Page 47

Designation Tool Usage

Service

T10126

Transport Shackle

T10207

Assembly Equipment

T10208

Assembly Equipment

To transport the V10-TDI engine with workshop crane VAS 6100

303_108

To install the PTFE crankshaft gasket on the gearbox side

303_109

To install the PTFE crankshaft gasket on the alternator shaft

T10210

Caliper

303_110

Figure not available at time of printing

To align the pumpinjector units

Page 48

Notes

_____________________________________________________________________________________

Page 49

Knowledge Assessment

An on-line Knowledge Assessment (exam) is available for this Self-Study Program.

The Knowledge Assessment may or may not be required for Certification.

You can find this Knowledge Assessment at:

www.vwwebsource.com

From the vwwebsource.com Homepage, do the following:

– Click on the Certification tab

– Type the course number in the Search box

For Assistance, please call:

Or, E-Mail:

– Click “Go!” and wait until the screen refreshes

– Click “Start” to begin the Assessment

Certification Program Headquarters

1 - 877 - CU4 - CERT

(1 - 877 - 284 - 2378)

(8:00 a.m. to 8:00 p.m. EST)

Comments@ VWCertification.com

Page 50

The Touareg V10-TDI Engine

Volkswagen of America, Inc. 3800 Hamlin Road Auburn Hills, MI 48326 Printed in U.S.A. March 2003