•
•
•
•

Thin-walled cylinder block
Integrated coarse oil separator
Cylinder head and turbocharger
Crankshaft (with smaller main bearing diameters and
four counterweights)

•
•
•
•

Die cast aluminium oil pan top section (including
aluminium bolts)
Plastic oil pan bottom section
Aluminium bolts
Balance shafts

Cylinder block
The cylinder block has been significantly revised to save
weight. The wall thickness has been reduced from approximately 0.13 in (3.5 mm) to 0.11 in (3.0 mm). In addition,
the coarse oil separator has been integrated with the block.
These modifications result in a weight saving of approximately 5.29 lb (2.4 kg) compared to the second generation
engines.

Sealing
Both the timing chain cover and a sealing flange on the
output side of the cylinder block are sealed using a liquid
sealant.

10

Other modifications are:
• A second pressurized cooling-side oil gallery for the
electrically switchable piston cooling jets
• Modified coolant and oil return line cross-sections
• Optimized, long coolant jacket
• Oil cooler supply via cylinder head coolant return line
• Optimized knock sensor positionings

Overview
Timing chain cover

Knock sensor 1 G61

Oil Pressure Switch Level 3 F447
Sealing flange,
power output side
(attached with aluminum bolts)

Engine Speed Sensor G28
Cast iron cylinder block

Oil pan top section with baffle
plate
Oil Pressure Regulation Valve N428

Regulated oil pump

Honeycomb insert

Seal
Oil Level Thermal
Sensor G266

Oil pan bottom section
606_028

Oil pan
Oil pan top section

Oil pan bottom section

The oil pan top section is made from die cast aluminium. The
oil pump and the honeycomb insert for oil intake and oil
return are integral with the top section. The oil pan top
section also accommodates the pressurized oil galleries and
the two-stage oil pump control valve.

The oil pan bottom section is made from plastic. This provides a weight savings of approximately 2.2 lb (1 kg). It is
sealed to the upper oil pan with a rubber gasket and
attached with steel bolts.

It is sealed off from the cylinder block with a liquid sealant
and attached by aluminium bolts.

Oil Level Thermal Sensor G266 is integrated with the oil pan
bottom section. The oil drain plug is made from plastic
(bayonet lock).

To enhance the acoustic characteristics of the engine assembly,
the upper main bearing supports are integral with the top
section of the oil pan.
11

Crankshaft assembly
Reducing weight and frictional losses was a main developmental goal.

Piston

Snap ring

Wrist pin

Connecting rod
(cracked lower end)

Upper connecting rodbearing shell

Crankshaft

Lower connecting rod bearing shell

606_030

Connecting rod
bearing cap

Animation showing the crankshaft
assembly and sprocket chain drive,
including the drive mechanism for the
regulated oil pump and engine coolant
pump.

12

Piston

Connecting rods/wrist pins

Piston clearance has been increased in order to reduce friction during the warm-up phase. A wear-resistant piston skirt
coating is also used.

The connecting rods are cracked at the large end.

Upper piston ring =
taper face ring / on 2.0l engines

Rectangular ring, asymmetrically
barrelled
Middle piston ring =
taper face ring
Upper piston ring =
oil control ring (two piece,

double bevelled spiral expander
ring)

A significant modification is the elimination of the bronze
bushing in the connecting rod small end. The connecting rod
is fitted to the wrist pin without using a bushing by a special
process patented by Audi AG. The wrist pin is floating and
rides directly on the piston without any bushings. A special
surface coating known as DLC is applied to the wrist pin.
DLC stands for Diamond like Carbon, an amorphous carbon.
DLC strata are very hard and are noted for having very low
dry coefficients of friction. They can be identified by their
glossy, black-gray surface.

Crankshaft

Cradle support

Compared to the second generation engine, the main
bearing diameters of the crankshaft have been reduced from
2.04 in (52 mm) to 1.88 in (48 mm), and the number of
counterweights reduced from eight to four. This has reduced
the weight of the crankshaft by 3.5 lb (1.6 kg). The upper
and lower main bearing shells are a two-layer lead-free
composition. This ensures that the crankshaft is suitable for
start-stop operation.

The upper oil pan is bolted to the lower main bearing caps.
This modification helps reduce vibration and noise thus
enhancing driver comfort.

Cylinder block

Cradle support

Oil pan top section

Bolted from below

606_027

Cross bolted
at side

13

Chain drive
The basic configuration of the chain drive system has been
adopted from the second generation engine. However, new
design parameters were implemented. Because of the
reduction in friction of the drive assemblies, less power is
needed to drive the chain mechanism. The chain tensioners
have been adapted to operate at lower oil pressures.

Exhaust camshaft
adjuster (only on the 2.0L version
for the North American market)

There are new chain assembly installation procedures and
special tools required for the third generation engine.
In addition, an adaptation procedure must be performed
using the Scan Tool after doing work on the chain drive. The
adaptation entails making measurements to establish allowable tolerances needed for diagnostic Test Plans.

Exhaust camshaft with Audi valvelift
High pressure fuel pump
system (AVS) (only on the 2.0L version
for the North American market)

Intake camshaft
adjuster

Chain drive

606_002

Regulated oil pump

14

Balance shaft

Main coolant pump

Balance shafts
In addition to a reduction in overall mass, the balance shafts
are now partially supported by needle bearings. This has
reduced friction; especially at lower oil temperatures. This
modification also increases the suitability of the components
for use in start-stop or hybrid applications.

Ring
Needle bearing

Needle cage

Sliding rail

Ring

Idler gear
Balance shaft drive chain

Sliding rail

Crankshaft sprocket
Tensioning rail
Bolt-in tensioner

606_029

15

Auxiliaries mounting bracket
Oil filter and oil cooler holders are integrated into the engine
auxiliaries mounting bracket. The auxiliaries mounting
bracket contains oil ducts and coolant ducts routed to the oil
cooler.

The oil filter cartridge is accessible from above. To ensure
that no oil is discharged when changing the filter, a sealing
element is opened when the filter is released, allowing the
oil from the filter to flow back into the oil pan.

The oil pressure switch, the electrical switching valve of the
piston cooling jets and the poly-V belt tensioner are integrated in the bracket.

Design (shown using the transverse mounted 1.8l TFSI engine)

Oil ducts

Oil filter
cartridge

Oil supply line from oil cooler
to oil filter and engine

Oil Pressure Switch
F22

Piston Cooling
Nozzle Control
Valve N522

To the mechanical valve
of the piston cooling jets

Reduced Oil Pressure
Switch F378

Oil supply to the engine
Oil return duct to oil pan for:
−− venting the mechanical valve of the piston cooling jets
−− draining off oil when changing the oil filter

606_026

Oil supply from the oil pump

Poly V-belt tensioner

Oil supply to the piston cooling jets
Cooling jet switching
valve vent

16

Oil supply to the engine oil cooler

Coolant ducts
The oil supply line for the oil cooler is also integrated into
the auxiliaries mounting bracket.

Engine oil cooler

From engine
To Engine Temperature Control Actuator N493
606_055

17

Cylinder head
The cylinder head is a completely new design. It features an
integral exhaust cooling and routing system.

Camshaft Adjustment
Actuators
F366 - F373

Ignition Coils with Power Output Stage N70,
N127, N291, N292

Exhaust camshaft with
Audi valvelift system

Camshaft adjuster
Intake

Integrated cooling ducts

Exhaust gas ducts to
turbocharger

Camshaft adjuster
Exhaust (2.0L engine only)

606_006

Note
Only the 2.0L engine will have a continuously adjustable exhaust camshaft and AVS at the introduction of this engine in
North America.

Reference

To learn more about the variable valve timing system, refer to eSelf-Study Program 921103, The Audi 3.0L V6
Engine.
18

Design
1

2

3

4

5

6
7

8

9

10

11
12

13

14

15

16
16

17

18
606_031

Key:
1

Camshaft Position Sensor 3 G300

10

Exhaust camshaft adjuster (2.0L engine only)

2

Cylinder head cover

11

Exhaust valve

3

Camshaft Adjustment Actuators F366 - F373 (2.0L only)

12

Camshaft Position Sensor G40

4

Intake camshaft

13

Port dividers

5

Intake camshaft adjuster

14

Engine Coolant Temperature Sensor G62

6

Roller-type cam follower

15

Cylinder head

7

Support element

16

Freeze plug

8

Intake valve

17

Integral exhaust manifold stud

9

Exhaust camshaft

18

Cylinder head gasket

19

Sealing
The cylinder head cover is attached with steel bolts and
sealed with a liquid sealant.
The cylinder head gasket is two layer metal gasket.

Audi valvelift system (AVS)
The Audi valve lift system has been developed to optimize
the change cycles of the dual fuel injection system. AVS is
used when changing between FSI and MPI operation of the
engine. Initially it will only be installed on the exhaust camshaft of the 2.0L version of the EA888 3rd generation engine
even though the dual injection system will not be utilized.

Camshaft adjuster
Another key modification is the use of a camshaft adjuster
on the exhaust camshaft. This maximizes the scope for
charge cycle management. The AVS system and the exhaust
camshaft adjustment make it possible to adapt to the
various charge cycle requirements at full and partial throttle.

The result is rapid torque delivery. The high torque level
across a wide rpm range allows the transmission ratios to be
adapted differently (downspeeding). This improves fuel
economy.

Other modifications:

•
•
•
•
•
•
•

Long spark plug threads
New ignition coils (retained by bolts, discrete
ground wires)
Weight-optimized camshafts
Optimized roller cam followers (for reduced friction)
Reduced spring forces in valve gear
New oil filler cap integrated into the upper chain case
Engine Coolant Temperature Sensor G62 integrated into
the cylinder head (ITM)

•
•
•
•
•

Repositioned high pressure fuel pump
Improved fine oil separator
The turbine housing of the exhaust turbocharger is
bolted directly to the cylinder head
Optimization of the intake ports
Improvement of the fuel injection components including
sound insulation

Note
There are also several changes relevant to assembly work on the cylinder head. For a detailed description of the procedure,
please refer to the relevant repair information.

20

Integral exhaust manifold
A cooled exhaust manifold with cylinder sequence separation
is directly integrated with the cylinder head.
The use of this manifold significantly lowers the exhaust
temperature upstream of the turbine when compared to a
conventional manifold layout. In addition, a highly heat
resistant turbocharger is used.

Because of the new manifold design, there is no longer a
need for full throttle mixture enrichment to protect the
turbocharger turbine during high speed engine operation.
This improves fuel economy during normal operation and
when driving in a more aggressive, sporty manner.
The integral exhaust manifold facilitates rapid coolant
heating and therefore, is a key part of the thermal management system.

Exhaust ports
The exhaust ports are designed so that exhaust gases from
one cylinder do not interfere with the purging process of
other cylinders.

The full energy of the exhaust gas flow is available for
driving the turbocharger. The exhaust ports of cylinders 1
and 4 as well as cylinders 2 and 3 converge at the transition
to the turbocharger.

Integral exhaust manifold

Exhaust gas ports
to the turbocharger

Turbocharger
module

606_007
21

Cooling of the integral exhaust manifold
The integral exhaust manifold facilitates rapid heating of the
coolant and, therefore, is an integral part of the thermal
management system.
During the warm-up phase, heat is transferred to the coolant
within a very short period of time. This heat is directly utilized to heat the engine and passenger compartment. Due to
the reduced heat loss, the downstream components - oxygen
sensor, turbocharger and catalytic converter - are able to
reach their optimal operating temperature more quickly.

The system goes into cooling mode even after a short