3.0V6TFSIengine

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Service Training
Audi 3.0 V6 TFSI engine

with Roots blower
Self-Study Program 925803
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com
DN: CN = www.s4-mtm.com C =
US
Date: 2010.11.04 22:26:53 -05'00'
Audi of America, LLC.

Service Training
Printed in U.S.A.
Printed 12/2008
Course Number 925803
2008 Audi of America, LLC.
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 Audi 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,
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All requests for permission to copy and redistribute information

should be referred to Audi of America, LLC.
Always check Technical Bulletins and the latest electronic repair

literature 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.
Table of Contents
Introduction . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Mechanical . . . . . . . . . . . . . . . . . . . . .
Oil Supply . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Cooling System . . . . . . . . . . . . . . . . . . . . . . . 32
Exhaust Emission Treatment . . . . . . . . . . . . . .
38
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . 42
Engine Management . . . . . . . . . . . . . . . . . . . . 44
Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Summary . . . . . . . . . . . . . . . . . . . . . . . . . . 50
The Self-Study Program teaches the design and function of new vehicle models,
automotive components and technologies.
Reference
Note
The Self-Study Program is not a Repair Manual!

The values given are only intended as a guideline. Refer to
the software version valid at the time of publication of the SSP.
For maintenance and repair work, always refer to the current technical literature.
i
191651 Audi 3.0L Supercharged.indd Sec1:i
2/16/2009 11:12:30 AM
Notes
ii
191651 Audi 3.0L Supercharged.indd Sec1:ii
2/16/2009 11:12:31 AM
For the rst time, Audi has brought to market a mechanically supercharged powerplant: the 3.0l V6 TFSI. This Roots
blower supercharged engine is based on the 3.2l V6 naturally aspirated engine from the current Audi V-engine family.
By embracing new technology, in combination with the FSI combustion process, Audi has developed an engine
concept that has impressive compact design, acoustics, responsiveness and fuel efciency.
The engine has a broad range of characteristics from comfort-oriented to ultra-sporty. The sporty version of the engine
specically targets US clientele. The cars so-called take-off behavior plays a key role to achieve the greatest possible
acceleration between trafc lights in urban trafc.
With its enormous power the 3.0l V6 TFSI engine is also well suited to comfort-oriented driving. A wide range of
uses have been envisioned for it within the Audi product portfolio. In Europe, China and the USA, it will be available
beginning in the Fall of 2008 in the Audi A6.
Historically, mechanical supercharging using Roots blowers is nothing new to cars bearing the four-ring badge. In fact,
Roots blowers were once used on the engines of the legendary AUTO UNION racing cars (Silver Arrows), which were
powered by huge V engines with up to 16 cylinders supercharged by up to two Roots blowers. Between 1934 and 1939,
the legendary AUTO UNION drivers spearheaded by Hans Stuck and Bernd Rosemeyer racked up numerous Grand Prix
wins, not to mention setting a string of world speed records.
437 _ 003
191651 Audi 3.0L Supercharged.indd Sec2:1
2/16/2009 11:12:32 AM
Introduction
Technical description
The 3.0l V6 TFSI engine will be used for the rst time in
the 2009 Audi A6.
Main technical features:

Six-cylinder V engine with mechanical supercharging
(technical basis: 3.2l V6 FSI engine)
Fuel supply, activated carbon lter system, exhaust
system (manifold for selective lambda control) and
engine cooling system are identical to those of the 3.2l
V6 FSI engine in terms of their geometry and position.
Vacuum system with mechanical vacuum pump
(identical to that of the 3.2l V6 FSI engine)
Main changes from the 3.2l V6 FSI engine:

Heat treated cylinder crankcase
Crankshaft drive
Supercharger module with integrated intercooling
system
Coolant pipes in the cars low-temperature circuit
Belt drive for the supercharger module
Engine management system with Simos 8 control
Secondary air system for compliance with the EU V and
ULEV II exhaust emission standards
Adaptations from the 3.2L FSI engine:
Intake system
Camshafts
Valves and valve springs
Flange for the tumble aps
Deletions from the 3.2L FSI engine:

Audi valvelift system
Exhaust camshaft adjustment
Coolant tube
Supercharger module
Additional charge-air cooler
2nd belt drive

pulley
437 _ 005
Adapted crank mechanism
2/16/2009 11:12:33 AM
Introduction
Torque/power curve
355
280
295
230
Nm
kW
175
120
120
70
Max. torque in lb-ft
Max. power in horsepower
1000
2000
3000
4000
5000
6000
7000
8000
Engine speed [rpm]
Engine code
CAJA/CCAA
Engine type
Displacement in cm
Six-cylinder V-engine
3
Max. power in hp (kW)
2995
285 (213) at 4850 7000 rpm
Max. torque in lb-ft
310 at 2500 4850 rpm
Valves per cylinder
Bore in mm
Stroke in mm
Compression ratio
Firing order
Engine weight
Engine management
Fuel grade
Mixture formation
Exhaust emission standard
84.5
89
10.5 : 1
143625
418 lbs (190 kg)
Simos 8
Premium unleaded
Direct injection FSI (homogeneous)
High-pressure fuel pump HDP 3
EU V, ULEV II
Exhaust aftertreatment
Cylinder-selective lambda control with one broadband pre-cat

sensor per cylinder bank, two ceramic catalytic converters
with post-cat oxygen sensor (nonlinear sensor)
CO2 emissions in g/km
228
2/16/2009 11:12:33 AM
Introduction
Characterization
Although the 3.0l V6 TFSI engine does not have the
largest displacement of the Audi V6 engine family, it sets
the benchmark for power output.
The same goes for economy, i.e. fuel consumption

and exhaust emissions. In the gure, you are shown
a comparison of the full-throttle curves of the V6 FSI
engines installed on the Audi A6.
This is also reected in its performance, where the engine

outstrips the equivalent naturally aspirated 3.2l V6 FSI
unit.
355
280
325
255
295
230
265
200
235
175
205
150
175
120
150
95
120
70
1000
2000
3000
4000
5000
6000
7000
Power output (hp)
Torque (lb-ft)
Torque/power curves of the V6 FSI engine
8000
Engine speed RPM)
3.0 TFSI engine

3.2 FSI engine
2/16/2009 11:12:33 AM
Introduction
Specications of the V6 engines on the Audi A6
Parameter
3.2l FSI
3.0l TFSI
Displacement in cm3
3123
2995
Stroke in mm
92.8
89
Bore in mm
84.5
84.5
Stroke/bore
1.10
1.05
12.5 : 1
10.5 : 1
Cylinder spacing in mm
90
90
Cyl. bank offset in mm
18.5
18.5
Main bearing diameter

in mm
65
65
Big-end bearing diameter

in mm
56
56
Con-rod length in mm
154
153
Engine block height in mm
228
228
Max. power
in hp at rpm
250 at 6500
285 at 4800 7000
Max. torque in lb-ft at rpm
245 at 3250
310 at 2500 4850
87/91 1)
87/91 1)
Compression ratio
Fuel in Octane
1) with reduced power output
Comparison of performance data: 3.2l V6 FSI engine and 3.0l V6 TFSI engine on the Audi A6
Parameter
Audi A6
3.2l FSI
250 hp/245 lb-ft
tiptronic quattro
Model year 2008
Audi A6
3.0l TFSI
285 hp/310 lb-ft
tiptronic quattro
Model year 2009
Units
0 62 mph (100 kph)
7.1
6.3
Elasticity in speed D
mph (kph)
50 - 75 (80 120)
50 - 75 (80 120)
6.0
5.3
mph (kph)
155 (250) 2)
155 (250) 2)
rpm / gear
6350 / 5
4500 / 6
mpg (l/100 km)
21.6 (10.9)
24.5 (9.6)
g/km
259
228
Max. speed
Average consumption (overall)

CO2 emissions
2) governed
5
2/16/2009 11:12:33 AM
Engine Mechanical
Cylinder block
The cylinder block is identical to that of the 3.2l V6 FSI
engine. However, the load on the engine is higher due to
the increased mean peak pressure (combustion pressure).
To ensure high stability, the bearing seats undergo a

special heat treatment process during manufacturing.
Also, higher strength main bearing bolts are used.
Cylinder block
Cylinder crankcase
bottom section (bedplate)
Oil pan top section
Oil pan bottom section
437 _ 007
2/16/2009 11:12:34 AM
Engine Mechanical
Crankshaft drive
Crankshaft
The crankshaft has been adapted for a stroke of 89 mm.
Like the 3.2l V6 FSI engine, the crankshaft has a split-pin
conguration* (see glossary).
The newly developed, cracked con-rods* are 153 mm
long and optimised for strength. All bearing bushings are
lead-free 3-component composite bearing bushings.
437_008
Cast piston
Pistons
Unlike the 3.2l V6 FSI engine, the pistons are rated for a
compression ratio of 10.5:1.
The piston skirts have a wear resistant Ferrostan plating.
The special piston ring combination provides:
High power output

Low blow-by gas ow rates
Low oil consumption
Minimum friction and wear
Ring carrier
1.2 mm asymmetric
steel ring
1.5 mm
taper-face ring
2.0 mm oil scraper ring

(two piece
437_009
2/16/2009 11:12:34 AM
Engine Mechanical
Crankcase ventilation
The treated crankcase ventilation gases follow the
shortest possible route from the V chamber.
The crankcase is ventilated in the same way as the 3.2L V6

FSI engine.
Connection to cylinder head cover, left

(with integrated labyrinth oil separator
PCV line with nonreturn valve
Connection to
supercharger module
Oil separator module
Connection to cylinder head cover, right

(with integrated labyrinth oil separator
437_070
Adaptor
Connection to supercharger module

The blow-by gases* are introduced into the supercharger
module from below. An adaptor seals the feeder line
off from the supercharger module. The opening in the
supercharger module is tapered to aid inserting the
adaptor. The adaptor has a lug which can be used to
position it exactly at the PCV outlet.
437_050
2/16/2009 11:12:34 AM
Engine Mechanical
Cylinder head
The four-valve cylinder heads have very few changes from
the 3.2l V6 FSI engine. The Audi valvelift system is not
used in this engine.
Changes from the

3.2l V6 FSI engine
The exhaust camshaft adjuster has also been removed.

However, an internal exhaust gas recirculation system has
been implemented to assume the responsibilities of the
exhaust camshaft adjuster.
Intake camshaft
adjustment valve N205
Cylinder head cover
High-pressure fuel pump
Valve springs
(different alloy, different tensile strength
Exhaust valves
(chrome plated, sodium lled hollow-stem
valve, steel plated at valve seat)
Cylinder head
437_071
Chain drive
The chain drive is identical design to that of the 3.2l FSI
engine. Differences are the modied valve timing* and
the absence of exhaust camshaft adjusters.
437_072
2/16/2009 11:12:35 AM
Engine Mechanical
Driving the ancillary units/components

The engine has two separate belt drives for driving the ancillary units/components. The serpentine belt drives the
alternator, the air conditioning compressor and the power steering hydraulic pump. The Roots blower is driven by a
separate belt drive.
Roots blower isolator (SSI)
Crankshaft drive
Ancillary units drive
437_010
Belt drive for the Roots blower
Layout of units
Roots blower
Coolant pump
Pulley
Servo pump
Tensioning device
Belt drive 2
Air conditioner
compressor
Alternator
Crankshaft
10
Tensioning device
Belt drive 1
437_055
2/16/2009 11:12:36 AM
Oil Supply
Oil circulation system

The oil circulation system of the 3.0l V6 TFSI engine was adopted from the 3.2l V6 FSI engine
However, there are the following differences:
There are no spray nozzles for the cam followers in the
valve gear (they are only needed in an engine with Audi
valvelift system, since the narrower rollers require better
lubrication)
There is no drive module for the exhaust camshaft

adjuster
Upright oil lter module
Oil pressure regulation

valve N428
Oil cooler
Unltered oil port

Clean oil port
Self-regulating oil pump
437_073
11
2/16/2009 11:12:36 AM
Air Supply
Air circulation system

The central component of the air supply system is the supercharger module, which sits inside the V shaped area
between the cylinder banks. It consists of the Roots blower, the bypass control module and the intercooler.
Air lter
Supercharger module
Intercooler
Intake manifold
aps
437_025
Given Audi's extensive experience with exhaust

turbocharging, you may ask yourself why a mechanical
supercharging system has been chosen for the 3.0l V6
TFSI engine.
After carefully weighing the pros and cons on the basis of
numerous tests conducted during the conceptual design
and development phase, the decision fell in favor of the
mechanical supercharging system.
The following criteria played a key role:

High standard of comfort
Good starting performance, coupled with a broad range
of characteristics between comfort-oriented and ultrasporty
Because of this, the engine is suitable for use in
multiple models
Compliance with all current and upcoming exhaust
emission standards (EU V and ULEV II)
12
2/16/2009 11:12:38 AM
Air Supply
Pros and cons of a mechanical supercharging system with Roots

blower compared to an exhaust turbocharging system
Pros:
Charge pressure is immediately available whenever it is required
Charge pressure is continuously supplied and rises with increasing rpm
The charge air does not have to be cooled as much as turbocharged air
Long life and maintenance-friendly operation
Compact design (to save space, the supercharger can be installed in place of the intake manifold inside the V shaped
area between the cylinder banks)
High fuel efciency
Quick and dynamic torque response; peak torque is available at low rpm, providing good starting performance
The compressed air paths to the cylinders are very short, resulting in a very low air volume and extremely quick
response
Enhanced exhaust emission characteristics (reason: the catalytic converter reaches its operating temperature faster).
In an exhaust turbocharged engine, a portion of the heat energy is wasted in driving the turbocharger
Cons:
It is very difcult to produce because very close manufacturing tolerances have to be maintained (rotor to housing
and rotor to rotor)
Higher susceptibility to ingress of foreign matter into the ltered air tract
Relatively high weight
Extensive soundproong is needed
Some engine power is lost in driving the blower
Roots blower
Exhaust turbocharger
437_044
437_053
13
2/16/2009 11:12:39 AM
Air Supply
General information on Roots blowers

With their mechanical supercharging technology, Roots blowers are presently staging a comeback at Audi.
In this section you will nd general information about the design and development of this technology.
Basic principle
Air inlet
Housing
Rotor 2
Rotor 1
Air outlet
437_014
What are Roots blowers? In design terms, Root blowers

are rotary piston compressors. They work without inner
compression according to the displacement principle.
From a design standpoint, it is very important that the

rotors are sealed off against each another and against
the housing. The difculty here is that no friction must be
allowed to develop.
The fresh air blower consists of a housing in which two

shafts (rotors) rotate. Both rotors are driven mechanically,
e.g. by the crankshaft. Both rotors are coupled by a
gearing outside the housing so that they counter-rotate
synchronously. That is how they interact.
When the blower is operating (i.e. the rotors are rotating),

air is conveyed between the vanes and the outer wall of
the housing from the air inlet (on the intake side) to the
air outlet (on the pressure side).
Types
437_015
The historic blowers of the past were equipped

with twin-vane rotors.
437_016
Today's modern versions usually have three vanes and

are screw shaped to provide a higher pressure (for better
efciency).
14
2/16/2009 11:12:39 AM
Air Supply
Historical evolution
The system is named after brothers Philander and Francis
Roots, who had the principle patented as long ago as
1860.
The difference between the AUTO UNION racing car and

the 3.0l V6 TFSI engine is that, on the former, the air-fuel
mixture was formed upstream of the Roots blower.
At that time Roots blowers were principally used as wind

generators for blast furnaces, but also found uses in
other branches of industry.
This conguration was chosen because the partial

vacuum needed to draw fuel out of the carburetor was
only available upstream of the Roots blower. The Roots
blower compressed the the air-fuel mixture.
A Roots blower was used in an automobile for the rst

time by Gottlieb Daimler in 1900. In the 1920s and 1930s,
Roots blowers were introduced into motorsport.
A special feature of these engines is that they can be
easily identied by their typical compressor squeal
sound.
Housing
Rotors
The illustration to the right shows a Roots blower from

the 1936 AUTO UNION Type C grand prix racing car.
With the development of highly temperature-resistant
materials, the Roots blower was superseded by the
exhaust turbocharger. Today, Roots blowers are mainly
used on sporty vehicles.
Upper
bearing cover
Carburetor
Roots blower
Fuel pump
437_051
16-cylinder engine
437_026
15
2/16/2009 11:12:40 AM
Air Supply
Supercharger module
Modern Roots blowers of the type used on Audi models have two identical four-vane rotors. Each vane of the two
rotors is set at an angle of 160 relative to the longitudinal axis to provide a more continuous air ow with less
pulsation.
The Roots blower for the 3.0l V6 TFSI engine is manufactured by EATON. This company already has many years of
experience in the manufacture of Roots blowers.
Design
Throttle valve control module J338
The entire supercharger module sits inside the V shaped

area between the cylinder banks, so the engine is at and
meets pedestrian safety regulations. The total weight of
the module is 39 lb (18 kg) (excluding coolant).
The power consumption of the supercharger module is
between 2 and 50 hp, depending on engine speed.
Adaptor (main throttle valve)
Snap-in coupling for design cover
Damping plate
Charge air pressure sensor G31
Intake air temperature sender G72
Lifting lug
Housing
Rear rotor bearing
Rotors
Belt pulley
16
2/16/2009 11:12:53 AM
Air Supply
Bypass bend
Adaptor (bypass valve)
Control valve control module J808
Intercooler
Side seal, intercooler
Intake air temperature sensor G42

Manifold absolute pressure sensor G71
Bearing cover
Charge air pressure sensor 2 G447

Intake air temperature
sensor 2 G430
Synchronizer gears
Front rotor bearing
Single Spring Isolator (SSI)
Input shaft with bearing

437_037
Drive housing
17
2/16/2009 11:12:54 AM
Air Supply
Housing
The Roots blower, an electrically activated bypass valve
and one intercooler per cylinder bank are integrated in a
cast mono-block housing.
The air outlets to the individual cylinders can be found on

the underside of the housing. The lifting lugs bolted to
the supercharger module are for suspending the engine
during removal and installation.
Snap-in coupling
for design cover
Lifting lug
Damping plate
437_038
Housing
Intake manifold pressure sender G42

Intercooler
Intercooler
PCV intake
Air outlets
Drive shaft
437_034
18
Direction of travel
2/16/2009 11:12:55 AM
Air Supply
Drive
The Roots blower is driven by the crankshaft via the
second pulley of the belt drive.
The result is better resonance damping at low engine

speeds and full throttle.
Drive is permanent, and is not engaged or disengaged by

a magnetic coupling.
Because of this the load on the belt is signicantly lower.

The crankshaft-to-supercharger drive ratio is 1:2.5.
Each belt drive is insulated against crankshaft vibration

by a rubber buffer in a shared torsion vibration damper.
Supercharger module
2nd belt drive

pulley
437_039
The Roots blower is coupled by means of a Single Spring

Isolator (SSI) integrated in the drive housing of the
supercharger module.
The SSI is designed to optimize force transmission under
load reversal.
It ensures very smooth running (optimized acoustics) and

extends the life of the drive belt.
The ribbed V-belt which drives the Roots blower has a
replacement interval of 75,000 miles (120,000 km).
Bearing cover
Drive housing
Belt pulley
Synchronizer
gears
Front rotor bearing
Single Spring Isolator (SSI)

Input shaft with bearing
437_040
19
2/16/2009 11:12:56 AM
Air Supply
Function
A spring element is built into the drive housing of the
Roots blower. It consists of a torsion spring guided by an
input bushing and an output bushing and transmits drive
torque from the belt pulley to the gearing.
The input and output bushings limit the movement of the
spring, both into and counter to the direction of rotation
of the Roots blower.
The spring element is rated "soft" enough to effectively
isolate the blower, yet also rm enough to prevent
harshness during dynamic operation (under load
reversal), which can cause unwanted noise.
Further along the drive-line, the second rotor is driven

through a pair of gears so that the two rotors counterrotate absolutely synchronously. The gears are press
tted onto the rotor shafts by the manufacturer using
special gauges.
A perfect t must be ensured, as the rotor vanes would
otherwise come into contact with one another.
For this reason, the gears must not be removed from
the shafts during servicing. The drive head is lled with
special-grade oil.
Drive housing
Rotors
Belt pulley
Input shaft
with bearing
437_041
Input bushing
Synchroniser gears
Torsion spring
Output bushing
Rear rotor bearing
Rotors
The two four-vane rotors are set at an angle of 160 and
run on maintenance-free roller bearings. To minimize
wear during the run-in phase, the rotors have a special
graphite-based coating.
This coating also guards against air leakage (rotor to
rotor, rotor to rotor bore) providing better performance.
437_042
Rotor
20
2/16/2009 11:12:56 AM
Air Supply
Control of air ow and charge pressure

The Roots blower is permanently driven. Without a charge
pressure control system, the Roots blower would always
deliver the maximum air ow rate for each engine speed
and therefore generate the maximum charge pressure.
However, charged air is not required in all operating
states, so there would be an excessive build-up of air on
the pressure side of the blower. This would, in turn, lead
to an unnecessary loss of engine power. Therefore, it is
necessary to regulate charge pressure.
In the 3.0l V6 TFSI engine, the control valve control

module J808 is used to regulate the charge pressure. It
is integrated in the supercharger module and connects
the pressure side to the intake side. By opening a bypass
valve, a portion of the air ow is recirculated through the
open bypass to the intake side of the Roots blower.
The bypass valve works in much the same way as a
wastegate on an exhaust turbocharged gasoline engine.
Tasks of the control valve control module J808:
Regulation of the charge pressure dened by the
engine control module
Limitation of maximum charge pressure to 1.9 bar
(absolute)
Function
Full-throttle operation (bypass valve closed)
When the engine is running at wide open throttle, air ows through the throttle valve, Roots blower and intercooler to
the engine.
Bypass valve
Damping plate
Charge air pressure sensor 2 G447

Intake manifold temperature
sender G430
437_044
Part-throttle mode (bypass valve open)
When the engine is running at part throttle, at idle and when coasting, a portion of the airow is recirculated through
the open bypass valve to the intake side.
Main throttle valve
Intercooler
Rotor
437_043
21
2/16/2009 11:12:57 AM
Air Supply

Use of the control valve control module J808 eliminates the need for a complex and expensive belt drive shut-off in the
form of a magnetic coupling.
Angle sender
Bypass valve
Control ap adjustment
motor V380
437_036
Signal characteristic of the control ap potentiometer G584

Lower mechanical
stop
Upper mechanical
stop
100
80
Sensor output [%]
60
40
20
Sensor travel
22
2/16/2009 11:12:58 AM
Air Supply
Legend:
G584 Control valve position sensor
J808 Control valve control module
V380 Control ap adjustment motor (type: DC motor)
Sensor voltage ground
Control signal
Positive sensor voltage
Motor supply voltage
Motor supply voltage

437_052
Control ap position sensor G584
Effects of signal failure
This component senses the current position of the

control ap and is integrated in the actuator housing
cover.
The ap is de-energized and moves into its wide open

position under spring load. The fault is irreversible for
the duration of one driving cycle In this case, no charge
pressure is built up.
Its output voltage range is between 0.5 and 4.5

V. The potentiometer operates on the magnetoresistive measurement principle and is immune to
electromagnetic radiation (EMC*).
Neither the full engine power output nor the full engine
torque is available.
This component is subject to OBD; i.e. if it fails, the
malfunction indicator lamp K83 (MIL) is activated.
Signal utilization
The ap position feedback signal is utilized to determine
the control input variable. It is also used to determine the
adaptation values
23
2/16/2009 11:13:00 AM
Air Supply
Sensors for the measurement of

air mass and charge pressure
Air mass and charge pressure are two factors used
for engine load management. For this purpose, there
are three sensors with absolutely identical functions.
They measure the intake air temperature and the intake
manifold pressure. The rst sender unit is located
upstream of the throttle valve control module J338 and
contains the following senders:
437_028
The other identical senders are integrated in the

supercharger module. They measure the pressure and
temperature of the air in each individual cylinder bank.
It is important that the measuring point be located
downstream of the intercoolers. The values measured
here correspond to the actual air mass in the cylinder
banks. The senders are as follows:
Charge air sensor G31 (cylinder bank 1)
Intake air temperature sensor G72 (cylinder
bank 1)
Charge air pressure sensor 2 G447 (cylinder bank 2)
Intake air temperature sensor 2 G430 (cylinder bank 2)
437_029
Circuit diagram
The intake air temperature sensor G42 is a temperature
sensor with a negative temperature coefcient (NTC). Its
output is a voltage signal to the engine control module.
Legend:
G42 Intake air temperature sensor
G71 Manifold absolute pressure sensor
15 Terminal 15
31 Terminal 31
Voltage signal for intake manifold pressure
Resistance signal for intake air temperature
437_018
24
2/16/2009 11:13:00 AM
Air Supply
Signal characteristic of the intake manifold pressure sender
Signal output voltage U
Characteristic curve of supply voltage U
Absolute pressure p
Signal Utilization
The signal generated by the manifold absolute pressure

sensor G71 upstream of the throttle valve control module
is used to determine the nominal position of the bypass
valve.
In case of signal failure, the malfunction indicator lamp

K83 (MIL) is activated. Failure of the manifold absolute
pressure sensor G71 will result in less precise adjustment
of the charge pressure, which may result in uneven
acceleration.
This information is required to set the required charge

pressure. This nominal position of the bypass valve
depends largely on the pressure level upstream of the
supercharger module.
Charge pressure sensors G31 and G447 have two
purposes. First, they are used to adjust the charge
pressure to the required nominal value. Second, the air
mass is calculated from their output signal during each
working cycle. This air mass is a key input variable of
the torque-based engine management system, which
determines the injection rate, injection timing and
ignition advance angle.
If charge air sensors G31 and G447, fail this will result in
an incorrect air-fuel mixture throughout the load/speed
range because of an incorrect air mass calculation.
This will in turn cause an incorrect quantity of fuel to be
injected, resulting in higher exhaust emissions and loss
of power (and even misring). In charging mode, a fault in
this sender can result in wrong charge pressures, causing
irreparable damage to the engine.
For this reason, all senders are validated after the ignition
is turned on. If irregularities are detected, an entry will
be made in the fault memory and the system switches
over to an equivalent sensor or the backup sender. This
allows the system to operate normally from the driver's
viewpoint and consequential damage will be avoided.
25
2/16/2009 11:13:01 AM
Air Supply
Circuit diagram
Legend:
G31 Charge air sensor (cylinder bank 1)
G72 Intake air temperature sensor (cylinder bank 1)
G430 Intake air temperature sensor cylinder bank 2
G447 Charge air pressure sensor 2 (cylinder bank 2)
J623 Engine control module
Vs Supply voltage (5 volts)
Positive
Ground
Sensor signal
437_020
26
2/16/2009 11:13:01 AM
Air Supply
Load management
During part-throttle and naturally aspirated operation,
the bypass valve is wide open and the engine throttle
valve takes care of load management. In charge pressure
mode, the bypass valve regulates the engine load and the
engine throttle valve is wide open.
The control valve control module J808 operates in

conjunction with the throttle valve control module J388.
The control system was designed to maximize throttle
free operation and power delivery.
The diagram below shows the function of both aps.
160
1800
1600
1400
1200
1000
800
600
400
200
2
1
140
Opening angle [degrees]
120
100
Intake manifold pressure [mbar]
Load section at 3000 rpm
80
60
40
20
0
1000
2000
3000
4000
5000
6000
Engine speed [rpm]
Intake manifold pressure
Naturally aspirated mode
Bypass valve
Ambient pressure
Throttle valve
Charging mode
27
2/16/2009 11:13:01 AM
Air Supply
Intake manifold aps

Intake manifold aps are used on the 3.0l V6 TFSI
engine to improve internal mixture formation. They
are housed in an adaptor element between the
supercharger module and the cylinder head
Note
When installing the intake manifold ap
module, the intake manifold aps must
be moved into the "power" position
(intake port open).
Intake manifold ap module, left cylinder

bank
Actuation of the shaft for opening/

closing the intake manifold aps
437_027
Intake manifold aps
Intake manifold runner

position sensorG336
Vacuum cell
Intake manifold runner control valve N316

The intake manifold valves are mounted on a common
shaft and actuated by a vacuum cell. The partial vacuum
required for actuation is supplied by the intake manifold
ap valve N316. The engine control module activates the
intake manifold runner control valve N316 on the basis of
a characteristic map.
Effects of failure
If N316 is not activated or faulty, no partial vacuum
will be supplied. In this condition, the intake manifold
aps close the "power" port in the cylinder
head under the spring pressure produced by the
vacuum cell, reducing engine output.
437_049
28
2/16/2009 11:13:01 AM
Air Supply
Intake manifold runner position

sensor
Two sensors monitor the positions of the intake manifold
aps:
Vacuum cell
Cylinder bank 1: Intake manifold runner position sensor

G336
Cylinder bank 2: Intake manifold runner position sensor
2 G512
The sensors are integrated directly in the vacuum cell
ange. They are contactless incremental encoders and
work on the Hall sender* principle. The sensor electronics
generate a voltage signal, which is evaluated by the
engine control module.
Intake manifold runner

position sensor G336
Signal utilization
437_030
The signal is used to monitor the position of the intake

manifold ap and for diagnostic purposes (e.g. to check
for wear etc.).

The position of the intake manifold ap will no longer
be correctly sensed. No diagnosis will be possible.
This component is subject to OBD; i.e. if it fails, the
malfunction indicator lamp K83 (MIL) is activated. Loss of
power can occur.
Signal characteristic of the intake manifold ap potentiometer
4,5
Voltage signal [V]
3,5
2,5
1,5
0,5
0
-30
-20
-10
10
20
30
40
Angle of rotation [degrees]
29
2/16/2009 11:13:03 AM
Air Supply
Soundproong
One of the development goals was to keep the
characteristic sound of the Roots blower to a minimum.
This was achieved by modifying the design of the
housing. A multilayer damping plate reduces noise at the
gas outlet on the Roots blower.
Unltered air intake
Noise is also reduced by modications to the intake (see

gure). Insulating mats positioned around and below the
supercharger module provide additional soundproong.
Filtered air intake with

broadband damper
Helmholtz resonator*
Multilayer damping plate
Air lter with foam mat
437_047
Supercharger module
Air outlet
30
2/16/2009 11:13:03 AM
Air Supply
Insulating mats
Multiple insulating mats are positioned between the
supercharger module and the cylinder head and block.
They direct the noise produced by the Roots blower
downward. Two small insulating inserts are located
on the back of the supercharger module (see adjacent
gure).
437_031
Additional insulating mats are located below the

supercharger module inside the V shaped area between
the cylinder banks.
A larger mat is positioned between the two intake
manifolds, and there are two narrower insulating mats at
the sides between the intake manifolds and the cylinder
heads.
437_032
The adjacent gure shows the insulating mats installed

between the supercharger module and the cylinder head
or block.
437_033
31
2/16/2009 11:13:05 AM
Cooling System
Cooling circuit
There are two different types of cooling circuits for the
Audi A6 with the 3.0l V6 TFSI engine (they are market
dependent).
The adjacent gure shows a version with preheater and
after run coolant pump V51 (for super-hot climates, PR
No.: 8z9).
Another electrically driven coolant pump is the charge air
cooling pump V188, which is used in the low temperature
circuit of the intercooler.
Note
Please refer to the instructions for
lling and venting the coolant system
in the relevant service literature.
However, both circuits are interconnected and share a

common coolant expansion tank.
Cooling circuit without preheater
437_013
32
2/16/2009 11:13:05 AM
Cooling System
Cooling circuit with preheater
437_012
Legend:
A
B
C
D
E
F
G
H
I
J
K
L
M
Vent line
Expansion tank
Heat exchanger
Pump/valve unit (N175/N176 and V50)
Vent screw
Coolant circulation pump V50
Engine oil cooler
Coolant pump
Coolant run-on pump (hot climates only)
Coolant thermostat
Radiator
Non-return valve
Coolant temperature sender G62
N
N175
N176
O
P
Q
R
S
T
U
V
WI
ATF cooler
Left heat regulating valve
Right heat regulating valve
Recirculation pump
Pre-heater
Heater coolant shut-off valve N279
Auxiliary cooler, front
Vent screw
Intercooler, right
Vent screw
Intercooler, left
Intercooling pump V188
33
2/16/2009 11:13:06 AM
Cooling System
Charge air cooling (intercooling)

Vent screws
The supercharger module has one intercooler per cylinder

bank. Coolant ows through the intercoolers, which
are integrated in the intercooling circuit in a parallel
conguration.
Intercooler, right
Supercharger module
Intercooler, left
Side seal of intercooler
Intercooler sealing kit
437_045
437_045
Note
The intercooler must be installed and removed with great care.
Follow the instructions given in the Electronic Service Information.
34
2/16/2009 11:13:07 AM
Cooling System
Intercooling circuit
The intercooling circuit is a cooling circuit which is
separate from the main cooling circuit. However, both
circuits are interconnected and share a common coolant
expansion tank.
The temperature level within the intercooling circuit is

usually lower than within the primary circuit.
Vent screw
Intercooler, left
Coolant return line

from right intercooler
Supercharger module
437_046
Coolant supply
Coolant return line
Charge air cooling pump V188

Intercooling radiator
35
2/16/2009 11:13:07 AM
Cooling System
Charge air cooling pump V188

The charge air cooling pump V188 is an electrically
driven coolant pump. It pumps the heated coolant
from the intercooler inside the supercharger module
to the low-temperature cooler. The lower-temperature
cooler is integrated in the cooling unit at the front end
of the vehicle (in the direction of travel upstream of the
radiator).
Pressure connection
The pump is close coupled to the oil cooler at the front

left of the engine compartment.
The pump is congured as a centrifugal pump. A
centrifugal pump is not self-priming, and must not be
allowed to run dry or the pump bearings could overheat.
Electrical connection
The following subassemblies are integrated in the pump

module:
Centrifugal pump
Electric motor
Electronic control module
437_057
The electrical connection of the pump has three pins:

Battery voltage from the motronic engine control
module J271
Intake port
PWM signal*
Terminal 31
How the pump control unit works
Effects of failure
The pump is activated according to the temperature and

pressure downstream of the intercooler, both of which
are read from a map stored in the engine control module.
The pump begins to run at a pressure of 1300 mbar or a
coolant temperature of 122 F (50 C).
If the pump electronics detect a fault, the PWM signal will

be altered. The modied signal is evaluated by the engine
control module, which initiates a response corresponding
to the nature of the fault.
The pump is activated by a PWM signal generated by the

engine control module. The pump electronics calculate
the required pump speed from this signal and will
activate the electric motor.
If the pump is operating correctly, the pump electronics
feed the current pump speed back to the engine control
module. This process repeats itself cyclically throughout
the duration of pump operation.
36
If a fault is found, the fault is stored in the fault memory

of the engine control module.
The loss of power due to failure of the pump will only
be noticeable when the throttle is wide open. Exhaust
emissions are not affected, and no warning lamp is
activated.
If the pump fails, no substitute response is initiated
in the engine control module. However, the charge air
temperature is monitored. In the event of excessively high
charge air temperature, engine output will be reduced.
If the signal line to the pump is broken or if a short circuit
to positive occurs in the signal line, the pump will enter
an emergency mode delivering 100 % output. If a short
circuit to ground occurs on the signal line, the pump will
stop.
2/16/2009 11:13:08 AM
Cooling System
Fault identication
If faults are found, the system will attempt to protect the
pump either by reducing its speed or shutting it off.
Possibilities for diagnosis during servicing

The following possibilities for diagnosis are available:
Read out fault memory in engine control module

Guided Fault Finding function (test plan)
Measuring value block 109 (Audi A6)
Actuator test
During the actuator test, various pump speeds are

activated and evaluated by the engine control module.
The actuator test must not be interrupted.
The table below shows possible faults and their effects.
Faults detected by the pump
Dry-running due to low coolant level

(speed higher than expected)
Low coolant level >15 min
Effects
Speed reduction to 80 %
(max. 15 min)
Pump is shut down
Overtemperature
Speed is reduced in two steps, rst to 80 %

and then to 50 %
Undertemperature (excessively cold coolant and

high viscosity* increase current draw)
Speed is reduced in two steps, rst to 80 %

and then to 50 %
Overvoltage
If the voltage is > 20 V, the pump will be shut

down as long as overvoltage is present.
Rotor lockup
The pump is shut down.

It attempts to work itself free.
Temperature of the pump electronics > 160 C
The pump is shut down as long as

the overtemperature is present.
37
2/16/2009 11:13:09 AM
Exhaust Emission Treatment
Secondary air system

A secondary air system is used to ensure compliance with
the EU V and ULEV II exhaust emission standards.
It facilitates rapid heating of the catalytic converters
and reduces exhaust emissions by injecting air into the
exhaust line downstream of the exhaust valves for a
dened period of time after the engine is cold-started.
The unburned hydrocarbons and carbon monoxide

contained in the exhaust gas or accumulated in the
catalytic converter will then react with the oxygen in the
air. Due to the heat released in this process, the catalytic
converter reaches its light-off temperature*
more quickly.
Secondary air injection valve 1+2

Combination valve 1
Combination valve 2
437_069
Secondary air injection pump motor V101
Differences to previously used systems:

The system uses two electrical changeover valves
to comply with the EU V exhaust emission standard.
Previously, both combination valves were activated by a
secondary air injection solenoid valve N112
The system that is used to comply with the ULEV II
exhaust emission standard also has a pressure sensor the G609. It is integrated at the branch in the secondary
air line to the cylinder banks.
38
2/16/2009 11:13:09 AM
Secondary air injection valves
Data bus
The two secondary air injection valves for activating the

two combination valves are located on the back of the
motor.
If the system malfunctions, the exhaust emission limits

can be exceeded very quickly. The limit value stipulated by
the exhaust emission standard must not be exceeded by
more than a factor of 1.5:1. For this reason, the system is
subject to mandatory inspection
They are activated electrically by the engine control

module to turn the vacuum on and off. A partial vacuum
is supplied by the mechanically driven vacuum pump.
Secondary air injection solenoid valve N112
Secondary air injection solenoid valve 2 N320
437_048
Combination valve 1
Combination valve 2
Note
The connectors and hoses of the
secondary air injection valves must not
be interchanged or faults can occur in the
system.
Testing the system on engines compliant with

the EU V exhaust emission standard
Oxygen sensor based secondary air diagnostics
This function is used for testing systems on engines
classied as compliant with the EU IV exhaust emission
standard.
The secondary air mass is computed by the engine
control module on the basis of the changing oxygen
content during the secondary air injection phase.
However, this diagnosis is not made during normal
secondary air operation as the oxygen sensors reach their
operating temperature too late. The system is activated
separately for diagnostic purposes and checked in several
phases.
Measurement phase:
The secondary air pump is activated and the secondary
air valves (combination valves) are opened. The engine
control module evaluates the signals generated by the
oxygen sensors and compares them with the threshold
values. If the threshold values are not achieved, a
diagnostic trouble code is set.
Offset phase:
After the secondary air pump is shut off, the quality of
the pilot air-fuel mixture is evaluated. If the determined
value deviates excessively from the nominal value, the
secondary air diagnosis will be rejected. A faulty drive
cycle would be assumed.
39
2/16/2009 11:13:10 AM
Testing the system on engines compliant with

the ULEV exhaust emission standard (North
America)
The California Air Resource Board (CARB) requires that the
secondary air system be tested during the heat-up phase
of the catalytic converter. However, the oxygen sensors
do not reach their operating temperature fast enough for
this purpose. This is why a pressure sensor (secondary
air injection sensor -1 G609) is used for making the
diagnosis. The "pressure based secondary air diagnostics"
function is used.
In this system, the signal from G609 is evaluated in

the engine control module. The injected air quantity is
determined from the pressure level. Restricted ow,
e.g. ingress of dirt into the system downstream of the
pressure sensor, causes the pressure level to increase.
Restricted ow upstream of the pressure sensor or a leak
in the system will cause the pressure level to decrease.
The pressure based secondary air diagnosis process
Phase 0
The control unit is initialized at "ignition On". The signal from the secondary air injection sensor -1 G609 is saved and
compared with the signals generated by the ambient pressure sensor and the intake manifold pressure sensor.
Phase 1
When the secondary air mass is injected, the pressure in the secondary air system also increases (to approx. 90 mbar).
The rise in pressure is determined by secondary air injection sensor -1 G609. The analog signal generated by G609
is evaluated by the engine control module. If it exceeds the set limit value (ex. due to a blockage in the system or a
leak), a fault will be generated. If a fault repeats itself, the engine electronics warning lamp will be activated. If no fault
occurs during phase 1, the diagnostic process is continued.
Phases 2.1 and 2.2

During these two phases, a secondary air valve (combination valve) is opened and the other valve closed alternately for
a short period of time. The values are compared with the value saved in phase 0. Blockages or leaks can be determined
for each cylinder bank. Even leaks downstream of the combination valves can be identied from the pressure
amplitudes.
Phase 2
During this phase, both combination valves are closed and checked for leaks. This allows evaluation of the secondary
air injection sensor -1 G609 value.
Phase 3
The secondary air pump is shut off and both combination valves are closed. The difference between the actual
measured pressure and the stored value determined in phase 0 is evaluated. A faulty secondary air pump (does not
shut off) or faulty secondary air injection sensor -1- G609 can be detected.
40
2/16/2009 11:13:11 AM
Phases of the secondary air diagnosis process
Cylinder bank 2
Cylinder bank 1
Pressure difference
2
5
0
Phase
2.1 2.2
Time
6
7
8
Blockage (restricted ow)
Faulty pressure sensor
Reduced pumping capacity or a

blockage upstream of secondary
air pressure sender -1 G609
Secondary air pump running
Combination valve 1 open
Combination valve 2 open
Secondary air pump running

(does not shut off)
Faulty pressure sensor
41
2/16/2009 11:13:11 AM
Fuel System
Overview
Like the 3.2l V6 FSI engine with Audi valvelift system, the 3.0l V6 TFSI engine uses a supply-on-demand fuel system.
Fuel pressure
sensor G247
Low fuel pressure

sensor G410
Injectors
2, 4, 6
N31, N33, N84
Fuel metering valve

N290
Injectors
1, 3, 5
N30, N32, N83
Depressurized
Fuel lter
High pressure
Low pressure
To engine
control module
Fuel pump G6
Ground
Battery
(positive)
437_058
Fuel pump control

module J538
High-pressure fuel pump

A 3rd generation pump is used as the fuel pump. The
high-pressure fuel pump is manufactured by Hitachi.
437_059
42
2/16/2009 11:13:11 AM
Fuel System
Injectors
The injectors developed in conjunction with Continental
(formerly Siemens VDO) have been modoed for use in
this engine.
The six-hole nozzles were designed to ensure optimal
homogenization of the fuel-air mixture in any operating
state of the engine.
The ow rate has also been signicantly increased to
reduce the duration of the injection cycle (less than 4
milliseconds at full throttle).
This allows the injection time window to be congured

so that the injection timing is neither very early (fuel
deposition on piston) nor very late (short mixture
formation time until ignition).
The new injectors are a key factor for:
Reduction of hydrocarbon emissions
Increased rate of combustion
Reduced tendency to knock
437_024
43
2/16/2009 11:13:12 AM
Engine Management
System overview (Audi A6 of model year 2009)

Sensors
Charge air pressure sensor G31, G447
Intake air temperature sensor G72, G430
Secondary air injection sensor -1 G609

(for ULEV vehicles only)
Engine speed sensor G28

Throttle drive angle sensor G188, G187
Control valve position sensor G584
Camshaft position sensor G40 (intake, bank 1)
Camshaft position sensor 2 G163 (intake, bank 2)
Camshaft position sensor 3 G300 (exhaust, bank 1)
Camshaft position sensor 4 G301 (exhaust, bank 2)
Throttle position sensor G79
Accelerator pedal position sensor 2 G185
Clutch position sensor G476
Powertrain CAN data bus
Brake light switch F
Fuel pressure sensor G247

Low fuel pressure sensor G410
Engine control module J623
Knock sensor G61 (bank 1)

Knock sensor G66 (bank 2)
Fuel gauge sensor G
Fuel level sensor -2- G169
Oil pressure switch F22
Reduced oil pressure switch F378
Engine coolant temperature sensor G62

Intake manifold runner position sensor G336 (bank 1)
Intake manifold runner position sensor 2 G512 (bank 2)
Heated oxygen sensor G39
G108 (bank 2)
Oxygen sensor behind three-way catalytic converter G130
G131 (bank 2)
Auxiliary signals:
J393 Comfort system central control module
E45 Cruise control switch
J364 Auxiliary heater control module
J695 Starter relay 2
J53 Starter relay
J518 Access/start authorization control module
Outp
Engin
trans
J217
(vehi
gearb
44
2/16/2009 11:13:13 AM
Engine Management
Actuators
Fuel pump control module J538
Transfer fuel pump (FP) G6
Fuel Injectors for cylinders 1 6
N30 33 and N83, N84
Ignition coils for cylinders 1 6

N70, N127, N291, N292, N323, N324

Throttle drive (for electronic power control) G186
Control ap adjustment motor V380
Intensive washer pump relay J75
Motronic engine control module (ECM)

power supply relay J271
Evaporative Emission (EVAP) Canister Purge
Regulator Valve N80
Oil pressure regulation valve N428
Fuel metering valve N290
Intake manifold runner control

(IMCR) valve N316
Camshaft adjustment valve 1+2
N205 (intake, bank 1), N208 (intake, bank 2
Change air cooling pump V188
Secondary air injection pump relay J299

Secondary air injection pump motor V101
Secondary air injection solenoid valve 1+2 N112, N320
Data Link
Connector
Coolant fan control (FC) control module J293

Coolant fan V7
Coolant fan 2 V177
Electro/hydraulic engine mount solenoid valves N144, N145
Oxygen sensor heater Z19, Z28, Z29, Z30
Auxiliary engine coolant pump relay J496

After run coolant pump V51
Output signals:
Engine speed to automatic
transmission control module
J217
(vehicles with automatic
gearbox 01J only)
Leak detection pump (LDP) V144

(vehicles with fuel system diagnostic pump)
437_035
45
2/16/2009 11:13:14 AM
Engine Management
Engine control module

The Simos 8 engine control module, jointly developed
with Audi and Continental (formerly Siemens VDO) is used
with this engine.
Operating modes
The FSI injection process is congured for homogeneous
mixture formation.
The complete fuel charge is injected into the combustion
chamber during the intake phase.
This does not include the engine start and warm-up
phases, during which the following operating modes are
used.
437_056
1. Engine start
2. Cold start/warm-up phase
During starting, a high-pressure stratied start mode is

used.
During this phase, a dual injection or homogeneous split

(HOSP) mode is used.
For this purpose, the fuel pressure is increased to

45 100 bar. The fuel pressure level is dependent on
the engine temperature. At low temperatures, the fuel
pressure is higher.
The total quantity of fuel to be injected is divided into

two partial quantities and injected into the combustion
chamber at different times. The injection time window
is before and after the bottom dead center position of
the piston. By the second injection, the intake valves are
already closed.
High-pressure stratied starting takes place at coolant

temperatures between -11F (-24 C) and at operating
temperature 194 F (90 C).
HOSP mode is used in two applications:
At coolant temperatures below -11F (-24 C), starting

takes place at low pressure to protect the components.
The pressure is identical to the pressure in the electrical
fuel pump in the fuel tank.
The rst application is the cold start and is always

used. It serves to heat up the catalytic converters and
takes place at coolant temperatures between 19F (-7 C)
and 113F (45 C).
During the development process, special emphasis was

placed on throttle-free load regulation (refer to Load
regulation).
The second application is the warm-up, which is only

used under heavy engine load when the driver requests a
high engine output. It serves to optimize engine load and
speed, but also to reduce soot emission. The temperature
range for this application is between -4F (-20 C) and
113F (45 C). In this case, the second injection is later
than in the cold start phase.
46
2/16/2009 11:13:14 AM
Engine Management
Maintenance work
Maintenance work
Engine oil replacement interval :
Engine oil specications:

Engine oil lter replacement interval:
Engine oil change quantity (incl. lter):
Interval
Fixed interval of 10,000 miles

(15,000 km) or 12 months
(whichever comes first)
Engine oil to VW standard 502 00 or 504 00
at every oil change
6.5 liters (6.9 quarts)
Engine oil extraction/drainage:
both are possible
Air lter replacement interval:
55,000 miles (90,000 km)
Fuel lter replacement interval:

Spark plug replacement interval:
Lifetime
55,000 miles (90,000 km) or 6 years
(whichever comes first)
Timing gear and ancillary units drive
Replacement interval of the ribbed V-belt for

all ancillary units except Roots blower:
Replacement interval of the ribbed V-belt for Roots
blower:
Lifetime
75,000 miles (120,000 km)
Tensioning systems of both ribbed V-belts:
Lifetime
Timing gear chain replacement interval:
Lifetime
Timing gear chain tensioning system:
Lifetime
47
2/16/2009 11:13:14 AM
Service
Special tools
The tools below are for the 3.0l V6 TFSI engine with Roots blower
437_063
437_075
T40206/1 Gearbox support plate
T40206/2 Mount for supercharger module
48
2/16/2009 11:13:14 AM
Glossary
Glossary
This glossary explains to you all terms written in italics or indicated by an asterisk (*) in this Self-Study
Program
Blow-by gases
Light-off temperature
Blow-by gases are also known as leakage gases.

When the engine running, blow-by gases ow from
the combustion chamber and past the piston into the
crankcase. This is due to the high pressure inside the
combustion chamber and the absolutely normal leakage
that occurs around the piston rings. Blow-by gases are
extracted from the crankcase by the PCV system and
re-introduced into the combustion chamber.
The temperature at which the conversion rate of the

catalytic converter is 50 %. The light-off temperature is
highly relevant to future and current US exhaust emission
standards, as they require low emissions even when the
engine is cold.
Cracked con-rod
PWM signal
This name derives from the manufacturing process. In

this process the con-rod shaft and the big end bearing
cover are separated from one another by breaking
(cracking) them at a pre-determined point. The advantage
of this process is that the nished parts t one another
perfectly.
The abbreviation PWM stands for Pulse Width Modulated

signal. A PWM signal is a digital signal where one variable
(e.g. electrical current) alternates between two values.
The length of the interval between this change-over varies
depending on activation level. In this way, it is possible to
transmit digital signals.
EMC
Split-pin design
This abbreviation stands for Electromagnetic

Compatibility. It is dened as the ability of electrical
and electronic equipment to operate effectively in close
proximity without causing mutual interference through
unwanted electrical or electromagnetic effects.
Depending on engine type, the crank pin has an offset

(also referred to as split pin) due to the V angle or cylinder
bank angle. This conguration is necessary to achieve a
uniform ring interval.
Hall sender
Valve timing
The Hall sender (also known as Hall sensor or Hall probe)

utilises the Hall effect to measure magnetic elds and
currents, and for position sensing. If a Hall sensor is
energised with electrical current and placed into a
vertical magnetic eld, it will supply an output voltage
proportional to the product of the magnetic eld strength
and the electrical current.
The term "valve timing" is used to describe the periods

during which the valves of an engine are opened or
closed. If the angular ranges of the valves are transferred
to a pie chart, the result will be the timing diagram of an
engine.
Helmholtz resonator
Viscosity
A Helmholtz resonator is an acoustic resonator designed

to reduce intake noise. It consists of an air space with a
narrow opening to the exterior. The Helmholtz resonator
was named after the German physicist Hermann von
Helmholtz.
An important physical property of liquids is their viscosity.

Viscosity is temperature dependent and is a measure
of how "thick" a liquid is at different temperatures. The
viscosity of oils is specied as a viscosity index.
This index describes the ow behavior of an oil at
different temperatures.
49
2/16/2009 11:13:15 AM
Summary
From the glorious 1930s tradition of motor sport dominated by cars bearing the four-ring badge, the Roots blower is
now staging a comeback. The new 3.0l TFSI engine is powerful, extremely quick and ultra-efcient. It is also the new
top version in Audi's V6 engine range, and sets impressive benchmarks for fuel economy and clean emissions. The
engine is notable for its sporty throttle response, exceptional agility and "bite". It revs up to its 6,500 rpm maximum
with playful ease, achieving its rated output of 285 hp at just under 5,000 rpm.
All this has been achieved thanks to an array of rened high-tech features. The crankcase has been adapted to the
higher prevailing pressures, and all components have been systematically optimized for minimal friction. Both intake
camshafts can be adjusted through 42 of crankshaft angle. In the intake ports, tumble aps induce a tumbling
movement in the incoming air to optimize mixture formation.
The improved fuel system with its new six-hole nozzles have a capability of up to three injections per stroke for future
applications. The engine's high compression ratio of 10.5:1 is also a major factor in enhancing efciency. The direct
injection principle is once again the key, because the intensively swirled fuel cools the combustion chamber, reducing
the tendency to knock. Inside the Roots blower, two four-vane rotary pistons counter-rotate at a speed of up to 23,000
rpm, delivering 2204 lbs (1,000 kg) of air per hour and forcing it into the combustion chambers at a boost pressure of
up to 0.8 bar. Two water-to-air intercoolers integrated in the supercharger module enhance efciency still further, and
much work went in to reducing the noise transmitted by the roots blower.
The new 3.0l TFSI engine will achieve an average fuel consumption of well under 23 MPG in virtually all Audi models
with longitudinal engines for which it has been earmarked. As with all Audi innovations, the engine fully embraces the
principle of "Vorsprung durch Technik".
50
2/16/2009 11:13:15 AM
Notes
51
2/16/2009 11:13:15 AM
Notes
52
2/16/2009 11:13:17 AM
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.accessaudi.com
From the accessaudi.com Homepage:

Click on the ACADEMY Tab.
Click on the Academy Site Link.
Click on the CRC Certification Link.
For Assistance, please call:

Audi Academy
Certification Resource Center (CRC)
1-877-283-4562
(8:00 a.m. to 8:00 p.m. EST)
925803
All rights reserved.

Technical specifications
subject to change without
notice.
Audi of America, LLC
2200 Ferdinand Porsche Drive
Herndon, VA 20171

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191651 Audi 3.0L Supercharged.indd Sec1:i

191651 Audi 3.0L Supercharged.indd Sec1:ii

191651 Audi 3.0L Supercharged.indd Sec2:1

Main technical features:

Main changes from the 3.2l V6 FSI engine:

Deletions from the 3.2L FSI engine:

2nd belt drive

191651 Audi 3.0L Supercharged.indd Sec2:2

Max. torque in lb-ft

Max. power in horsepower

Engine speed [rpm]

Max. power in hp (kW)

Max. torque in lb-ft

310 at 2500 4850 rpm

Valves per cylinder

Cylinder-selective lambda control with one broadband pre-cat

CO2 emissions in g/km

191651 Audi 3.0L Supercharged.indd Sec2:3

The same goes for economy, i.e. fuel consumption

This is also reected in its performance, where the engine

Power output (hp)

Torque/power curves of the V6 FSI engine

Engine speed RPM)

3.0 TFSI engine

191651 Audi 3.0L Supercharged.indd Sec2:4

Specications of the V6 engines on the Audi A6

Cyl. bank offset in mm

Main bearing diameter

Big-end bearing diameter

Engine block height in mm

285 at 4800 7000

Max. torque in lb-ft at rpm

310 at 2500 4850

1) with reduced power output

0 62 mph (100 kph)

mpg (l/100 km)

Average consumption (overall)

191651 Audi 3.0L Supercharged.indd Sec2:5

To ensure high stability, the bearing seats undergo a

Oil pan top section

Oil pan bottom section

191651 Audi 3.0L Supercharged.indd Sec2:6

High power output

2.0 mm oil scraper ring

191651 Audi 3.0L Supercharged.indd Sec2:7

The crankcase is ventilated in the same way as the 3.2L V6

Connection to cylinder head cover, left

PCV line with nonreturn valve

Oil separator module