Regulated oil pump

606_003

Piston cooling jet

Raw oil
Clean oil
Switchable piston cooling jets

30

Modifications to the oil pump:
• Modified pressure level
• Higher efficiency
• Modifications to the hydraulic control system

Regulated oil pump
The functional principle of the engine oil pump is similar to
that of the second generation engine with the following
differences:

•
•

The hydraulic control system within the pump has been
improved, enabling the pump to control oil flow with
even greater precision.
The pump drive ratios have been modified (i = 0.96) so
that the pump now runs more slowly.

606_033

Cover

Cold start valve

Control piston

Displacement unit

Control spring

Driven shaft

Retention valve

Drive shaft with
drive pump gear
Driven pump gear
(axially displaceable)

Compression spring of displacement unit

Pump housing

Intake

Mesh oil filter

606_034

Reference

To find out more about the function and design of the regulated oil pump, refer to eSelf-Study Program
922903, The 2.0L 4V TFSI Engine with AVS.
31

Oil filler cap
Top part of oil filler cap
with bayonet lock

A new style engine oil filler cap is installed on the camshaft
chain cover. It has been design to ease the opening and
closing action and seal the engine bay from the environment
in a safe, oil-tight manner.

Spring

The seal and bayonet lock of the new style cap are functionally separate. The sealing face of the elastomer rectangular
seal is smaller. No relative movement occurs between the
seal and the camshaft chain cover when it is installed. This
minimizes the actuation forces. The bayonet lock secures
the cap by turning at 90 degree intervals.

Bottom part of oil filler cap

Rectangular seal
606_082

Switchable piston cooling jets
The switchable piston cooling jets system includes the
following components:

It is not necessary to cool the piston crowns in every operating situation.

•
•

By replacing the previously spring controlled cooling jets
with electrically control jets and selectively shutting them
off, it is possible to reduce the overall oil pressure level.
This is turn reduces the load on the engine oil pump and
improves fuel economy.

•
•
•

Additional pressurized oil duct in cylinder block
New piston cooling jets without spring valves; there are
jets with two different internal diameters (the jets of the
1.8l TFSI engines have smaller diameters).
Oil Pressure Switch Level 3 F447
Piston Cooling Nozzle Control Valve N522
Mechanical switching valve

Piston cooling jet control
The piston cooling jets are activated only when required. This
calculation is made on the basis of a special map stored in
the engine control module
.
The piston cooling jets can be activated both in the low and
high pressure stages.

The key calculation factors are:

•
•
•

Engine load
Engine speed
Calculated oil temperature

258 lb ft

221 lb ft

Torque

184 lb ft

147 lb ft

110 lb ft

74 lb ft

37 lb ft

606_019

Engine speed [rpm]

Piston cooling switched off - oil temperature < 122 °F (50 °C)
32

Piston cooling switched off - oil temperature > 122 °F (50 °C)

Piston cooling jets deactivated

Piston cooling jets activated

Piston Cooling Nozzle Control Module N522 is energized by
the Engine Control Module.

The piston cooling jets spray when N522 is de-energized.
When N522 is de-energized, the control channel to the
mechanical switching valve is no longer supplied oil pressure
to both sides of the valve. The mechanical valve therefore
moves and opens the duct to the oil gallery of the piston
cooling jets. The spring in the switching valve is pre-tensioned. The spring force keeps the oil gallery to the piston
cooling jets shut at oil pressures of 13.0 psi (0.9 bar) or
higher.

When energized, the control channel for the mechanical
switching valve opens. Pressurized oil acts directly on both
sides of the piston of the mechanical switching valve. The
spring displaces the valve and closes the passage to the oil
gallery of the piston cooling jets.

Reduced Oil Pressure Switch
F378
Oil filter
mandrel
Oil gallery to the piston
cooling jets closed

To enable the switching valve to immediately return to its
initial position after N522 is de-energized, the oil from the
control piston must drain off quickly. There is a separate oil
passage which allows the oil to drain without pressure into
the engine oil pan. This is the same oil passage that oil
drains into when replacing the oil filter.

Oil gallery to the piston
cooling jets open

Control channel

Piston Cooling Nozzle Control
Valve N522, energized

606_004

Mechanical switching valve,
shuts off the passage to the oil
gallery of the piston cooling jets

606_005

Piston Cooling Nozzle Control Valve
N522, de-energized

Switching valve venting line

Mechanical switching valve,
opens the port to the oil gallery
of the piston cooling jets

Function monitoring
When the piston cooling jets are switched on, the contact in
Oil Pressure Switch Level 3 F447 closes. The switch is located
at the end of the oil gallery for the piston cooling jets (see
page 30, Fig. 606_003).
The following faults can be detected by the oil pressure
switch:
• No oil pressure is present at the piston cooling jets
despite being requested
• Faulty oil pressure switch
• Oil pressure is present despite deactivation of piston
cooling jets

The following electrical faults can be detected in the control
valve for the piston cooling jets:
• Open circuit; piston cooling jets are always on
• Short circuit to ground; piston cooling is off
• Short circuit to +; piston cooling is always on
Faults resulting in loss of piston cooling lead to the following emergency running reactions:
• Torque and engine speed are limited by the ECM
• The regulated oil pump has no low oil pressure stage
• A message indicating that the engine speed is limited to
4000 rpm is displayed in the DIS, a single acoustic signal
sounds and the EPC lamp lights up

33

Cooling system
System overview
The cooling system is adapted to match the vehicle specification and engine type.

A distinction is made between longitudinal and transverse
mounting, transmission version, and whether or not the
vehicle is equipped with an auxiliary heater. Vehicles sold in
the North American region will not have auxiliary heaters.

Coolant circulation
The 1.8l TFSI is given here as an example. It is in the longitudinal mounted version with a manual transmission.
Connections from and to
heater heat exchanger
1

Numbers from the key on page 35 have been added to the
labels in the diagram.

Rotary slide valve 2
8

Rotary slide valve 1
8

Coolant expansion tank
6

Coolant Recirculation Pump V50
4

Transmission heating
connection

Ducts of the integral
exhaust manifold

Turbocharger
9

606_009

Engine oil cooler
11

Note
Auxiliary heaters are not available in the North American market.

Note
For vehicle-specific terminal diagrams, refer to the applicable repair information.

34

Radiator
15

1.8l TFSI longitudinal mounted engine with manual transmission*

2

1

3

6

4
5

7

9

8

11

10

12

13
15

14

606_023

Cooled coolant
Heated coolant
ATF
Key:
1

Passenger compartment heat exchanger

9

Exhaust turbocharger

2

Transmission gear oil cooler

10

Integral exhaust manifold

3

Climatronic Coolant Shut-off Valve N422 activated

11

Engine oil cooler (heat exchanger)

4

Coolant Recirculation Pump V50

12

Coolant Fan V7

5

Transmission Coolant Valve N488

13

Coolant Fan 2 V177

6

Coolant expansion tank

14

Engine Coolant Temperature Sensor on Radiator G83

7

Engine Coolant Temperature Sensor G62

15

Radiator

8

Engine Temperature Control Actuator N493
(rotary slide valves 1 and 2)

* This configuration will be introduced in later Audi models and does not apply to the 2015 Audi A3.
35

Innovative Thermal Management (ITM)
The complete coolant circuit was revised during development of the engine. The main emphasis was on rapid engine
heating, reduction in fuel consumption by rapid and thermodynamically optimized engine temperature regulation, as
well as heating of the vehicle interior when required.

The two key components of the innovative thermal management system are the exhaust manifold integrated into the
cylinder head (see "Cylinder head") and Engine Temperature
Control Actuator N493 described below. It is installed as a
module on the cooling side of the engine, together with the
coolant pump.

Coolant temperature at ambient temperature 68 °F (20 °C)
265 lb ft (360 Nm)

Key:

Torque [Nm]

236 lb ft (320 Nm)

185 °F (85 °C)
194 °F (90 °C)
203 °F (95 °C)
212 °F (100 °C)
221 °F (105 °C)

205 lb ft (280 Nm)
177 lb ft (240 Nm)
147 lb ft (200 Nm)
118 lb ft (160 Nm)
88 lb ft (120 Nm)
59 lb ft (80 Nm)
29 lb ft (40 Nm)

606_040

Engine speed [rpm]

36

Engine Temperature Control Actuator with rotary slide valve module and
coolant pump

Coolant pump
Supply line to radiator

N493

Rotary slide valve 2

Toothed belt drive gear

Toothed drive belt for coolant pump
606_035

Cover

Rotary slide valve 1

Coolant pump drive gear
Return line from radiator
Return line from heater, turbocharger and transmission

Animation showing the ITM system
and the function of the rotary slide.

37

Engine Temperature Control Actuator N493 (rotary slide valve)
Engine Temperature Control Actuator N493 is identical for
longitudinally and transversely mounted engines. It regulates
coolant flow by means of two mechanically coupled rotary
slide valves. The angular position of the rotary slide valves is
regulated according to various maps stored in the ECM.

1

Various switching positions can be implemented by configuring the rotary slide valves accordingly. This allows rapid
heating of the engine, which, in turn, results in lower friction
and improved fuel economy. In addition, variable engine
operating temperatures between 185 °F - 225 °F (85 °C 107 °C) are possible.

2

3

4

5

8

9

6

7

10

11
606_036

Key:
1

N493 with sender

6

Shaft for rotary slide valve 1

2

Connecting piece for radiator supply line

7

Rotary slide valve housing

3

Connecting piece to lube oil cooler connection

8

Expanding element thermostat (fail-safe thermostat)

4

Idler gear

9

Sealing package

5

Rotary slide valve 2

10

Connecting piece for return line from radiator

11

Rotary slide valve 1

38

Function of Engine Temperature Control Actuator N493
A DC electric motor drives the rotary slide valve. It is activated by a PWM signal (12V) from the Engine Control
Module. The activation frequency is 1000 Hz. The activation
signal is new. It is a digital signal with a configuration
similar to that of a CAN signal.
The motor is activated until rotary slide valve is in the position specified by the ECM. A positive activation signal causes
the rotary slide valve to rotate in the “open” direction. This
can be observed in the MVBs. The motor drives rotary slide
valve 1 via a high reduction ratio worm gear. It controls the
coolant flow in the engine oil cooler, cylinder head and the
main radiator. The transmission cooler, turbocharger and
heater return lines are unregulated.

The warmer the engine, the further the rotary slide valve
rotates. This causes various channels to open into variable
cross-sections.

Engine outlet

Rotary slide valve 2 is connected to rotary slide valve 1 via a
lantern gear. The gear is designed in such a way that rotary
slide valve 2 engages and disengages in defined angular
positions of rotary slide valve 1. Rotary slide valve 2 (which
opens the coolant flow through the cylinder block) begins to
rotate when rotary slide valve 1 is in an angular position of
approx. 145°. Rotary slide valve 1 disengages again in an
angular position of approx. 85°. In this position, rotary slide
valve 2 has completed its maximum rotation and the cylinder block cooling circuit is fully open. The movements of the
rotary slide valve are limited by mechanical stops.

To determine the exact position of the rotary slide valve and
to detect malfunctioning, a rotation angle sensor is mounted
on the rotary slide valve control board. This sensor supplies a
Single Edge Nibble Transmission (SENT) data protocol signal
to the ECM. This type of signal can, in conjunction with the
appropriate sensors, be used for digital data transfer as a
replacement for analog interfaces. The position of rotary
slide valve 1 can be seen in the MVBs.