Self Study Programme 490

Audi
6.3l W12 FSI engine

Audi
Service Training
A twelve cylinder is the pinnacle of engine design, and traditionally The engine runs exceptionally smoothly, and only at high engine
a hallmark of luxury class cars in particular. The first-generation A8 loads and speeds do the car's occupants sense any of this supreme
was available with an engine of this type from 2001 onwards, and power at work.
a more advanced version could be obtained from 2004 onwards in
the following model series. For use in the long-wheelbase A8 ’10, Audi's engineers have
Audi's engineers have now thoroughly revised the W12, increasing converted the W12 engine to FSI petrol direct injection. This
its displacement to 6.3 litres and equipping it with petrol direct involved extensive modification of the cylinder heads.
injection for higher power and efficiency.
The high fuel economy of the 6.3l W12 FSI engine compared with
The 6.3l W12 FSI engine gives the long-wheelbase Audi A8 ’10 its competitors is mainly a result of technologies from Audi's
sportscar-like performance: it sprints from zero to 100 kph in just modular efficiency platform – which is used throughout the A8
4.9 seconds; the electronically governed top speed of 250 kph is a model line.
mere formality.

490_002

Learning objectives of this Self Study Programme: • Which adaptations have been made for the use of petrol direct
injection?
In this Self Study Programme you will learn about the technology • How does the crankcase breather work?
of the 6.3l W12 FSI engine. • How is the oil circuit designed?
When you have worked your way through this Self Study Pro- • What are the special features of the fuel system?
gramme, you will be able to answer the following questions: • What modifications have been made to the engine manage-
ment system?
• What are the points to note when servicing the vehicle?

2
 Contents

Introduction
Brief technical description _________________________________________________________________________________________________________________________________ 4
Specifications ________________________________________________________________________________________________________________________________________________ 5

Engine mechanicals
Cylinder block _______________________________________________________________________________________________________________________________________________ 6
Crank mechanism ___________________________________________________________________________________________________________________________________________ 7
Pistons and conrods ________________________________________________________________________________________________________________________________________ 8
Chain drive ___________________________________________________________________________________________________________________________________________________ 9
Crankcase breather ________________________________________________________________________________________________________________________________________ 10
Cylinder head _______________________________________________________________________________________________________________________________________________ 12
Belt drive ____________________________________________________________________________________________________________________________________________________ 13

Oil supply
Overview ____________________________________________________________________________________________________________________________________________________ 14
Oil circuit ____________________________________________________________________________________________________________________________________________________ 16
Oil pump ____________________________________________________________________________________________________________________________________________________ 17

Air supply
Intake airflow system _____________________________________________________________________________________________________________________________________ 18
Secondary air system ______________________________________________________________________________________________________________________________________ 20
Vacuum supply _____________________________________________________________________________________________________________________________________________ 22

Cooling system
Overview ____________________________________________________________________________________________________________________________________________________ 24
Coolant thermostat ________________________________________________________________________________________________________________________________________ 25

Fuel system
System overview ___________________________________________________________________________________________________________________________________________ 26
Fuel rails ____________________________________________________________________________________________________________________________________________________ 28
Additional volume on the fuel rails _______________________________________________________________________________________________________________________ 29
High-pressure injectors ____________________________________________________________________________________________________________________________________ 30

Engine management
System overview ___________________________________________________________________________________________________________________________________________ 32
Engine control unit J623 and engine control unit 2 J624 ______________________________________________________________________________________________ 34

Exhaust system
Overview ____________________________________________________________________________________________________________________________________________________ 38
Exhaust flaps _______________________________________________________________________________________________________________________________________________ 39

Service
Special tools ________________________________________________________________________________________________________________________________________________ 40
Maintenance operations ___________________________________________________________________________________________________________________________________ 41

Annex
Glossary _____________________________________________________________________________________________________________________________________________________ 42
Self Study Programmes ___________________________________________________________________________________________________________________________________ 43

!
• The Self Study Programme teaches a basic knowledge of the design and functions of new models, new Note
automotive components or new technologies.
It is not a Repair Manual! Figures are given for explanatory purposes only and refer to the data valid at the
time of preparation of the SSP.
For maintenance and repair work, always refer to the current technical literature.
Terms written in italics or indicated by an asterisk are explained in the glossary at the back of this Self Study Reference
Programme.

3
Introduction

Brief technical description

• Twelve-cylinder petrol engine with four rows of three cylinders • The engine is controlled by a multi-element chain drive (opti-
arranged in a W configuration mised for low friction)

• More compact dimensions than a comparable V8 engine • FSI petrol direct injection with twin high-pressure fuel pumps,
• Length / width / height: approx. 50 cm / 70 cm / 70 cm twin fuel rails and six-port high-pressure injectors

• Two cylinder heads with four valves per cylinder and two cam- • Recuperation system* for energy recovery during deceleration
shafts per bank including hydraulic camshaft adjusters phases

490_004

Reference
For further information about the basic design of the W12 engine, refer to Self Study Programmes 267
"The Audi 6.0l W12 engine in the Audi A8 – Part 1" and 268 "The Audi 6.0l W12 engine in the Audi A8 – Part 2".

4
Specifications

Torque/power curves

6.3l W12 FSI engine

Power in kW

Torque in Nm

Engine speed [rpm]

490_001

Engine code CEJA

Type Twelve-cylinder W type engine with a V angle of 15° and a bank angle of 72°
3
Displacement in cm 6299

Stroke in mm 90,4

Bore in mm 86,0

Number of valves per cylinder 4

Firing order 1-7-5-11-3-9-6-12-2-8-4-10

Compression ratio 11,8 : 1

Power output in kW at rpm 368 at 6200

Torque in Nm at rpm 625 at 4750

Fuel Sulphur free premium unleaded to DIN EN 228 / 95 RON1)

Mixture formation FSI direct injection, with 130 bar max. system pressure and six-port injectors

Engine weight in kg 247

Engine management Bosch MED 17.1.6

Emissions standard EU5 / ULEV II

CO2 emission in g/km 290

Exhaust gas aftertreatment Four air-gap insulated manifold CAT modules, each with a close-coupled ceramic
catalytic converter and twin oxygen sensors
Vehicle use A8 L

1)
Unleaded regular 91 RON petrol can also be used, with slight loss of power.

5
Engine mechanicals

Cylinder block
Compared with the 6.0l W12 engine, the engineers have enlarged The cylinder block is cast from a lightweight, high-strength alumi-
the cylinder bore from 84 to 86 millimetres. num-silicon alloy. The bottom section comprises a cast iron cross-
member with embedded main bearing pedestals.

Cylinder block

Engine number of left-hand side

of cylinder block

Integrally cast main bearing ped-

estals for crankcase bearings

Bearing cross-member

Oil pan top section

Oil pan with baffle plates

490_005

6
Crank mechanism
The forged crankshaft has a 12-degree angle of crankpin offset, so
that the air-fuel mixture in all 12 cylinders is ignited at the ideal
interval of 60 degrees.

Cylinder bank 1 Cylinder bank 2

Gearing for the sepa-

rate oil pump chain
drive

Direction of travel

Split-pin conrod
bearing journal

Oil supply port for the

conrod bearings

Transverse bore
in the crankshaft
Conrod bottom section

Conrod bearing

490_006

7
Pistons and conrods
The pistons are forged from a high-strength light alloy and have Forged piston

angled crowns to compensate for the cylinder bank angle. The

shape of the piston crowns has been adapted for the use of FSI
petrol direct injection.
The design of the W12 engine necessitated the use of different
high-pressure injectors with different placement angles in the
cylinder head (see "Fuel system" on page 26). For this reason, the
"outer" cylinders (1, 3, 5, 8, 10 and 12) have different pistons to
the "inner" cylinders (2, 4, 6, 7, 9 and 11).

Rectangular ring

Minute ring

Oil scraper ring

490_019

Design

Pistons of cylinders 2, 4, 6, 7, 9 and 11 Pistons of cylinders 1, 3, 5, 8, 10 and 12

490_007 490_008

Conrods

Extra-narrow trapezoidal conrods are used.

490_009

8
Chain drive
The timing gear is located on the gearbox side of the engine. It is All components of the chain drive are designed to last the lifetime
subdivided into primary and secondary drives. of the engine (300,000 km). No provision has been made for
adjustment by service personnel

Primary drive Secondary drives

The primary drive is driven by a sprocket on the crankshaft. A The two secondary drives are driven by the intermediate gear. The
simplex roller chain drives an intermediate gear. The intermediate two camshafts are driven by a single chain per cylinder bank. Bush
gear provides speed reduction and drives the secondary drives. chains are used. In this case too, the chains are guided by sliding
rails. The chain tensioners work on the same principle as in the
The chain is guided by means of a sliding rail. Chain tensioning is primary drive. In this case, however, the tensioning force of the
provided by a spring-loaded chain tensioner, which is assisted and chain tensioner does not act on the tensioning rail, rather on a
damped by engine oil from the oil circuit. rotatably mounted tensioning lever. At the end of the tensioning
lever, a sprocket running on ball bearings engages the secondary
chain. The chains of the secondary drives have to be removed in
order to take off the cylinder heads.

Cylinder bank 2 Cylinder bank 1

Chain tensioner of cylinder bank 2 Sliding rail

Tensioning lever of cylinder bank 2

Tensioning gear of cylinder bank 1

Intermediate
shaft gear

Direction of travel Chain tensioner

Sliding rail

Sliding rail

Crankshaft sprocket (primary drive) 490_010

9
Crankcase breather
Blow-by gases* are introduced directly into the cylinder heads. For The separated engine oil drips from the walls and is collected in a
this purpose, vent lines are connected directly to the cylinder head pan in the oil separator module. From here, the oil runs along a
covers on the belt side of the engine. The blow-by gases flow return line and drains into the timing case at the back of the
through these vent lines into the oil separator module of the engine.
crankcase breather which is located at the top end of the engine The pre-treated blow-by gases then flow through a fine oil separa-
between the two intake modules. tor, continuing through the pressure control valve.

The port with cover for filling the engine oil is located on the oil The blow-by gases are introduced directly into the intake manifold
separator module. The filled engine oil flows through the vent of cylinder bank 1 through a plastic pipe connected to the intake
lines into the engine. manifold of cylinder bank 1. If the vacuum inside the intake mani-
The blow-by gases are channelled through the coarse oil separator fold is too high, the pressure control valve in the oil separator
in the oil separator module. The coarse oil separator comprises module closes. This prevents an excessively high vacuum from
multiple labyrinth-like channels with collecting walls which retain building up inside the crankcase and damaging the crankshaft oil
most of the oil droplets due to their inertia. seals.

Design and operation

Blow-by-gas inlet (raw gas) from Inflow of treated Fine oil separator Oil return line in
the cylinder head cover (cylinder bank 1) blow-by gases into the intake manifold (impactor) the timing case

Coarse oil separator Heating resistor Pressure control valve

(crankcase breather) N79 in the oil separator module

Collecting walls for

liquid blow-by gas
constituents

Blow-by-gas inlet (raw gas) from Labyrinth-like channels in Separated engine oil col-
the cylinder head cover (cylinder bank 2) the coarse oil separator lects in the drip pan

490_027

10
Fine oil separation

After the blow-by gases have passed the coarse oil separator, they In terms of its working principle, the fine oil separator is a so-
flow through a fine oil separator. called impactor*.

Functional principle

The functional principle is the same as that of an inertial separator. A valve opens a gap acting as a bypass to the nozzles at high
The blow-by gas flow is deflected "sharply", which means that the blow-by gas flow rates. This allows the nozzles to be designed for
oil droplets cannot follow the air flow due to their higher mass lower volumetric flow rates, which in turn results in higher separa-
inertia. They collide with the housing wall and, as a result, are tion efficiency.
separated. This effect is intensified in the impactor, where the
mass flow is directed through nozzles. The opening gap on the overflow valve acts like a nozzle, speeding
up the gas flow. Thus, a constantly high level of separation effi-
The flow is accelerated inside the nozzle and deflected 90° straight ciency is maintained even when the overflow valve is open.
after leaving the nozzle. Even very small oil droplets (< 1 μm) have
little chance of following the air flow and collide with the wall.

Low blow-by gas flow rate High blow-by gas flow rate

Blow-by gases from the coarse oil separator Treated blow-by gases to intake manifold

490_036 490_037

Nozzle Overflow valve Oil drip pan with outlet

Oil return to timing case

Oil return line Sealing surface facing cylinder head 2
No internal crankcase pressure must ever be allowed into the oil
separator module via the oil return line. This is prevented by a
syphon downstream of the port in the timing case cover.
In this way, the oil return inlet is always below the oil level in the
oil collection chamber, with the result that no exchange of gases
can take place.

490_038

Heating Oil collection chamber Timing case cover

To prevent the crankcase breather from freezing up in cold weather ambient temperature of 3 °C is exceeded. The engine control unit
conditions, an electrical heater at the inlet to the intake manifold receives the ambient temperature signal from the control unit in
is activated. To this end, the engine control unit 2 J624 activates the dash panel insert J285.
the heating resistor (crankcase breather) N79 at ambient tempera-
tures below 0 °C. The heating resistor is deactivated when an

11
Cylinder head
Overview (using cylinder bank 1 as an example)

2 4
5

3 7

10

12
11

13

14 21
15
16
17

18
19
22

20

23

24 26

27

25 490_012

12
Legend of figure on page 12:

1 High-pressure fuel pump 15 Valve spring plate (exhaust)

2 Fuel metering valve N290 16 Valve cotters (exhaust)

3 Roller tappet 17 Valve stem seal (exhaust)

4 Low-pressure connection (supply) 18 Valve spring (exhaust)

5 High-pressure connection 19 Exhaust valve (long)

6 Cylinder head cover 20 Exhaust valve assembly (short)

7 Cylinder flange screws (steel screws / aluminium screws for 21 Intake valve assembly (short)
the cover)
22 Intake valve assembly (long)
8 Crankcase breather connecting port
23 Anti-freeze plug
9 Camshaft bearing cover
24 Secondary air inlet
10 Drive cam for high-pressure fuel pump
25 Suspension eye
11 Exhaust camshaft
26 Oil pressure switch F1
12 Intake camshaft
27 Anti-freeze plug
13 Roller cam follower (exhaust)

14 Support element (exhaust)

Belt drive
The auxiliary units are driven by one-piece belt drive on the front Depending on whether servotronic or dynamic steering is fitted,
end of the 6.3l W12 FSI engine. Key differences compared to the different belt drives with different ratios are used for the power
6.0l W12 engine are, in particular, the belt routing and the way the steering pump.
alternator and AC compressor are connected directly to the cylin-
der block by a threaded fitting.

Coolant pump

Belt tensioner

Tensioner
pulley

Deflection
pulley

Crankshaft vibration
Alternator Deflection pulley damper AC compressor Power steering pump 490_011

13
Oil supply

Overview
The 6.3l W12 FSI engine employs a lubrication system with con- Intake camshaft timing adjustment valve 1
ventional oil intake from an oil pan. As is the case with the 6.0l N205
W12 engine on the Audi A8 ’01, dry sump lubrication* has been
dispensed with. An aluminium oil pan is located on the underside Exhaust camshaft timing adjustment valve 1 N318
of the engine.

To ensure a reliable supply of oil even during high transverse and

longitudinal acceleration, baffle plates have been fitted at the oil
pan intake (see figure in page 16). Cylinder bank 1

By eliminating dry-sump lubrication, it was possible to design the

overall oil circulation system more simply. It was also possible to
employ a single-stage oil pump (see page 17).

Oil ports for supplying the camshafts and

the support elements on the roller cam fol-
lowers

Main oil port

Oil pressure switch F22

(switching pressure 1.2 –
1.6 bar)

Oil cooler (coolant-oil)

Oil port in oil pan top section

(oil pump – oil cooler)

Oil port in the oil pan top

section
(oil cooler – oil filter)

Oil pump with oil intake into the oil pan

14
Intake camshaft timing adjustment valve 2 N208

Exhaust camshaft timing adjustment valve 2 N319

Cylinder bank 2

Timing case for camshaft adjustment

Oil port to chain tensioner

Oil ports for supplying the main bearings

Oil spray jets for piston cooling

Oil pressure switch for reduced oil pressure F378

(switching pressure 3.8 – 4.6 bar)

Oil filter module on oil pan top section

490_021

15
Oil circuit
The oil pressure (raw oil) produced by the oil pump initially The oil (raw oil) flows from the oil cooler through ports in the oil
passes through the oil cooler and then through the oil filter pan top section on to the oil filter. The clean oil then flows through
module. An oil cooler bypass valve ensures a reliable flow of oil in corresponding oil ports in the cylinder block and the cylinder heads
the event that the oil cooler becomes clogged. to the lubrication points (loads).

Oil flow in the lower section of the engine

Oil flow to the loads

Oil cooler bypass valve (short-circuit valve)

Coolant feed

Coolant return line

Cylinder block

Oil cooler

Oil pan top section with oil

port
(oil cooler – oil filter)

Fixed-displace-
ment oil pump

Pilot line
Oil filter module

Oil pan top section

Baffle plates

Oil level and oil temperature sensor

G266
490_013

16
Oil pump
The oil pump is a gear pump configured for fixed displacement.
Since the 6.3l W12 FSI engine does not, like the previous engine
on the A8 ’01, have dry-sump lubrication, the oil pump draws the
oil directly from the oil pan.
The oil pump is driven by a separate chain drive which connects
directly to crankshaft. This chain drive is located on the opposite
side of the timing gear on the engine and has a chain tensioner.
The chosen gear ratio is such that the pump rotates more slowly
than the crankshaft (i = 0.633).
It is envisaged that the fixed-displacement oil pump will be
replaced by a volume-controlled oil pump at a future date.

Pressure control

A control piston inside the oil pump controls oil pressure and
diverts any surplus oil. Oil pressure is present in a pilot line running
from the oil port in the oil pan top section to the control piston in
the oil pump. The control piston inside the oil pump diverts
surplus oil to the suction side.
During pump operation, the oil pressure is kept constant at approx.
5 bar at any engine speed (upwards of elevated idle speed). A
pressure relief valve (cold start valve) opens to protect the engine
at approx 10 bar. This can occur at very low engine oil tempera-
tures, for instance. Chain tensioner

490_014

Design
Pumphead Pump gear Oil pump housing Drive shaft gear

Driven pump gear

Cold start valve

Control piston

490_029

Reference
For further information about the design and function of the fixed-displacement oil pump, refer to Self-Study Programme
451 "Audi 2.5l TFSI Engine".

17
Air supply

Intake airflow system

Cylinder bank 1

Suction jet pump to assist vacuum

supply (on cylinder bank 1 only)

Throttle valve control unit 1 J338

with throttle valve drive 1 angle
senders 1+2 G187, G188
Throttle valve drive G186

Air filter housing of cylinder bank 1

Intake manifold pressure sender G70

with intake air temperature sender
G42

Air intake from the front end

Compared to the intake system of the 6.0l W12 engine, the system A suction jet pump located on the throttle valve control unit of
on the 6.3l W12 FSI engine has undergone several major modifica- cylinder bank 1 is used to produce the vacuum required for braking
tions. For example, the entire secondary air system is located at and actuating the exhaust flaps (see page 23).
the back of the engine directly on the gearbox (see page 20). The air ducting system has also been modified compared to the
6.0l W12 engine. The air for the right-hand cylinder bank is taken
in by the right-hand air duct and the air for the left-hand cylinder
bank by the left-hand air duct.

18
Cylinder bank 2

Inlet for blow-by gases from the

crankcase breather

Intake manifold 1

Intake manifold 2

Throttle valve control unit 2 J544

with throttle valve drive 2 angle
senders 1+2 G297, G298
Throttle valve drive 2 G296

Air mass meter 2 G246

with intake air temperature sender
2 G299

Air filter housing of cylinder bank 2

Rubber buffer to support the air

filter element

490_033

19
Secondary air system
The secondary air system ensures that the catalytic converters heat For reasons of space, the secondary air pumps, as is the entire
up more quickly and are available sooner after a cold start. secondary air system, are installed at the back of the engine on the
Unlike the 6.0l W12 engine, the secondary air pumps are no longer gearbox. The secondary air system therefore also has a separate air
connected to the air filter housings. filter.

Overview

Combination valve 1 Combination valve 2

Secondary air pressure sender 2 G610 Secondary air pump motor 2 V189

Secondary air pump motor V101 Air filter for the

secondary air system

Inlet on cylinder head 2 for introducing secondary Secondary air pressure sender G609
air into the exhaust flow
490_034

20
Function

Air is drawn in by the two secondary air pumps (secondary air The air flows through combination valves 1 and 2 (self-opening) to
pump motors 1 and 2 V101 or V189) via the air filter of the sec- both cylinder heads, where it is mixed with the exhaust gas flow.
ondary air system. For this purpose, both of the secondary air The secondary air pumps distribute air in a crossover fashion, i.e.
pumps are activated by engine control units 1 and 2 via secondary secondary air pump 2 is connected to combination valve 1 and
air pump relays J299 and J545. secondary air pump 1 is connected to combination valve 2.

Air filter of the secondary air system

Both secondary air pumps drawn in air through a common air filter.
No replacement interval is specified for the air filter element.

Air flow to the secondary air pumps

Air filter housing retaining plate Air filter element Air filter housing cover

490_035

21
Vacuum supply

490_031

22
Suction jet pump

The conventional method of supplying vacuum to the brake servo Vacuum line to brake servo
and the engine components is problematic in the case of petrol Suction jet pump
engines, particulary in combination with automatic transmission.
This means that installing a vacuum line after the throttle valve
would not be sufficient to produce the vacuum required by the
various subsystems

because, in many engine operating conditions, the wide open

throttle valve would result in low mass flow rates and, conse-
quently, insufficient vacuum in the intake manifold.

In the 6.3l W12 FSI engine, therefore, the requisite vacuum is

produced by a suction jet pump. The suction jet pump is connected
in parallel with the throttle valve contol unit J338 before and after
the throttle valve (right-hand cylinder bank). The diverted air flow
passes through the suction jet pump, thereby producing a vacuum
(Venturi principle).

490_032

Throttle valve control unit J338

on the right-hand cylinder bank

Brake vacuum pump V192

If required, an electrical vacuum pump (brake vacuum pump V192) The brake servo pressure sensor G294 is connected to the line to
is activated to assist with vacuum delivery. the brake servo and sends its readings to the engine control unit
J623.
One such application is cold starting For example, when the cata-
lytic converter is heating up, the throttle valve is wide open. In this The brake vacuum pump V192 is activated (in a map-controlled
case, the vacuum produced by the suction jet pump is not enough manner) by the engine control unit until the requisite vacuum is
to sufficiently evacuate the brake servo. present.

Legend of figure on page 22:

A Brake vacuum pump V192 L T-piece with flow restrictor

B Brake servo M Activated charcoal canister solenoid valve 1 N80

C Brake servo pressure sensor G294 N Activated charcoal canister

D Left secondary air combination valve O Vacuum reservoir

E Secondary air pressure sender 1 G609 P Exhaust flap valve 2 N322

F Secondary air pump motor V101 Q Left exhaust flap

G Right secondary air combination valve R Vacuum reservoir

H Secondary air pressure sender 2 G610 S Exhaust flap valve 1 N321

I Secondary air pump motor 2 V189 T Right exhaust flap

J Air filter of the secondary air system U Suction jet pump

K Nonreturn valve

23
Cooling system

Overview
(vehicle with auxiliary heater)

Cooled coolant

Hot coolant

490_028

Legend:
A Auxiliary heater (optional equipment) K Coolant thermostat (initial opening temperature: 97 °C)

B Recirculation pump V55 L Coolant circuit thermostat for ATF cooling (initial opening
temperature: 75 °C)
C Coolant circulation pump V50
M ATF cooler
D Heater coolant shut-off valve N279
N Coolant expansion reservoir
E Front heater heat exchanger
O Coolant thermostat for right-hand additional radiator
F Rear heater heat exchanger (hot climate version 8Z6, 8Z9 or higher)

G Engine oil cooler O Right-hand additional radiator (hot climate version 8Z6,
8Z9 or higher)
H Alternator
Q Coolant radiator
I Coolant pump
R Left-hand additional radiator
J Coolant temperature sender G62
S Coolant run-on pump V51

24
Coolant thermostat
The coolant thermostat is located at the front end of the engine. The plunger of the expansion element rests on the housing cover.
The coolant flows to both cylinder heads converge inside the The sliding ring moves with the expansion element and, depending
coolant thermostat housing. on its position, disconnects the secondary cooling circuit from the
The coolant thermostat for the primary cooling circuit opens at a primary cooling circuit.
temperature of 97 °C. The coolant thermostat housing has three location bolts into which
the engine cover clips.

Design

Connection to cylinder head 1 Connection to vent line

Location bolt

Connection to cylinder head 2

Connection from radiator

Connection from ATF cooler

Sliding ring

Connection from alternator Housing Expansion element

and oil cooler

Compression spring

Connection to radiator Housing cover 490_025

!
Note
The cooling system may only be refilled using cooling system charge unit VAS 6096. Otherwise, malfunctioning of the auto-
matic gearbox may occur. Refer to the Workshop Manual.

25
 Fuel system

System overview
As in previous FSI engines, the fuel system is divided into a low Both systems operate in a demand responsive fashion, and neither
pressure and high-pressure fuel systems. system has a return line.

Low pressure system

The low pressure system is a closed-loop system in which the High fuel pressure
system pressure is monitored by the low-pressure fuel pressure
sensor G410. Depending on requirements, the pressure is set to Low fuel pressure
between 3.5 and 6 bar.

Fuel distributor 1 (rail)

High-pressure pump 1

Fuel pressure sensor

G247

High pressure accumulator 1

(rail)

Direction of travel
Fuel metering valve
N290
Injector, cylinder 6
N84

Injector, cylinder 5
N83

Injector, cylinder 4
N33

Injector, cylinder 3
N32

Injector, cylinder 2
N31

Injector, cylinder 1
N30

26
Engine control unit
J623

Battery (positive)

Ground

Baffle housing

Fuel pump control

unit
J538

Fuel pump (pre-supply pump)

G6

Low-pressure fuel pressure sender

G410

Fuel distributor 2 (rail)

High-pressure pump 2

Fuel pressure sensor 2

G624
Fuel metering
valve 2
High pressure accumulator 2 (rail)
N402

Injector, cylinder 12
N302

Injector, cylinder 11
N301

Injector, cylinder 10
N300

Injector, cylinder 9
N299

Injector, cylinder 8
N86

Injector, cylinder 7
N85

490_023

27
Fuel rails
High pressure system

Due to the engine's design, the high fuel pressure is distributed to Both high pressure sides are therefore hydraulically independent of
the high pressure injectors through twin fuel rails. each other. For this reason, a separate fuel pressure sender is
required for each cylinder bank.
A single high-pressure fuel pump is responsible for supplying each
cylinder bank. The electrical control unit is configured in such a way The high-pressure pumps are integrated in the cylinder head covers
that the engine control unit J623 (master) controls cylinder bank 1 and driven by a three-lobe cam on the exhaust camshafts. They
and engine control unit 2 J624 (slave). The low-pressure fuel operate at pressures of between 40 and 120 bar. Hitachi pumps
pressure sender G410 is read in by the engine control unit J623. are fitted.

Feed line from fuel tank Fuel pressure sender G247 High-pressure fuel pump 2

High-pressure fuel pump 1 Fuel pressure sensor 2 G624

Low-pressure fuel
pressure sender G410

Fuel distributor 2 (rail) Long injectors for "outer" cylinders

Fuel distributor 1 (rail) Short injectors for "inner" cylinders

490_016

Reference
For further information about the function and control concept of the high-pressure fuel pumps, refer to Self-Study Pro-
gramme 432 "Audi 1.4l TFSI Engine".

28
Additional volume on the fuel rails
Both fuel rails have additional volume in the form a tube. This The diameters of the rails could theoretically have easily been
additional volume is required to compensate for pressure peaks made slightly larger. However, this was not possible due to the
and pressure fluctuation. constraints on installation space. The additional volume solution
The greater the volume, the lesser the effect of the pressure drop was chosen for this reason.
due to loss of volume during injection.

Fuel rail on cylinder bank 2

Feed line from high-pressure fuel pump

Fuel distributor 2 (rail) Fuel pressure sensor 2 G624

Connecting duct (3x)

High pressure accumulator 2 (rail)

490_022

!
Note
Caution: injury hazard Very high pressures may exist inside the fuel system. To open the high-pressure side, please follow the
directions given in the Workshop Manual.

29
High-pressure injectors
The fuel is injected into the combustion chambers at a pressure of Different pistons with correspondingly shaped crowns are used on
up to 120 bar. This task is performed by high-pressure injectors, of account of the different installation angles of the injectors (see
which there are two types on the 6.3l W12 FSI engine. The six page 8).
individual jets of each high-pressure injector are arranged in such a
way as to provide an optimal spatial alignment.

Cylinders 1, 3, 5, 8, 10, 12 – long high-pressure injectors

In the case of "outer" cylinders 1, 3, 5, 8, 10 and 12, longer injec-

tors are used to deliver the fuel from each of the fuel rails between
the cylinder heads to the cylinders.

Intake camshaft

Intake port

Long high-pressure injector

Piston with adapted crown

Outer cylinder

490_017

30
Cylinders 2, 4, 6, 7, 9, 11 – short high-pressure injectors

The high-pressure injectors of "inner" cylinders 2, 4, 6, 7, 9 and 11

are very similar in design to those of other Audi FSI and TFSI*
engines.

Intake camshaft

Intake port

Short high-pressure
injector

Piston with adapted crown

Inner cylinder

490_018

31
Engine management

System overview

Low-pressure fuel pressure sender G410

Coolant temperature sender G62

Secondary air pressure sender 1 G609

Air mass meter G70

Intake air temperature sender G42

Accelerator pedal position sensor G79

Accelerator pedal position sensor 2 G185

Engine speed sender G28

Knock sensors 1+2 G61, G66 Engine control unit J623

(master)
Fuel pressure sender G247

Hall sender G40

Hall sender 3 G300

Throttle valve control unit J338

Throttle valve drive angle senders 1+2
for electronic power control G187, G188

Oil pressure switch for reduced oil pressure F378

Powertrain CAN databus

Oil level/oil temperature sensor G266

Private CAN
Brake light switch F

Oxygen sensors 1+2 G39, G108

Oxygen sensors 1+2 after catalytic converter G130, G131

Auxiliary signals:
− Cruise control on/off switch E45
− Convenience sys. central control unit (wake-up door contact) J393
− Vacuum sensor in brake servo G483

Fuel pressure sensor 2 G624

Hall sender 2 G163

Hall sender 4 G301
Engine control unit 2 J624
Throttle valve control unit 2 J544
(slave)
Throttle valve drive 2 angle sensors 1+2
G297, G298
Knock sensors 3+4 G198, G199

Oxygen sensor 3+4 G285, G286

Oxygen sensors 3+4 after catalytic converter G287, G288

Secondary air pressure sender 2 G610

Fuel tank pressure sensor G4001)

Air mass meter 2 G246

Intake air temperature sender 2 G299

Oil pressure switch F22

Auxiliary signals:
− Automatic gearbox control unit 1)
American markets only
(selector lever position P/N) J217

32
 Starter motor relay J53
Starter motor relay 2 J695

Brake servo relay J569

Brake vacuum pump V192

Exhaust flap valve 1 N321

Fuel pump relay J17

Fuel pump control unit J538
Fuel predelivery pump G6

Terminal 15 voltage supply relay J329

Ignition coils with power output stages 1 – 6
N70, N127, N291, N292, N323, N324

Fuel metering valve N290

Electro/hydraulic engine mounting sol. valve, right N145

Power supply relay for engine components J757

Secondary air pump relay J299

Secondary air pump motor V101

Injectors, cylinders 1 – 6
N30 – N33, N83, N84

Intake camshaft timing adjustment valve -1- N205

Exhaust camshaft timing adjustment valve 1 N318

Lambda probes 1+2 heater Z19, Z28

Lambda probes 1+2 heater, after catalytic converter Z29, Z30

Coolant circulation pump V50

Radiator fan control unit J293, radiator fan V7

Radiator fan control unit J671, radiator fan 2 V177

Motronic power supply relay J271

Throttle valve drive (electronic power control) G186

Auxiliary signals:
− Gearbox mounting valve 1 N262

Ignition coils with power output stages 7 – 12 N325 – N330

Injectors, cylinders 7 – 12
N85, N86, N299 – N302

Intake camshaft timing adjustment valve 2 N208

Exhaust camshaft timing adjustment valve 2 N319

Lamdba probes 3+4 heater Z62, Z63

Lamdba probes 3+4 heater after catalytic converter Z64, Z65

Fuel metering valve 2 N402

Electro/hydraulic engine mounting solenoid valve, left N144

Throttle valve drive 2 G296

Secondary air pump solenoid valve 2 J545

Secondary air pump motor 2 V189

Exhaust flap valve 2 N322

Activated charcoal canister solenoid valve 1 N80

Auxiliary signals:
− Gearbox mounting valve 2 N263
490_020
− Heating resistor (crankcase breather) N79
− Tank leakage diagnostics control unit J9091)

33
Engine control unit J623 and engine control unit 2 J624
The engine control units operate according to the dual control unit Both control units must always have the following features:
concept. The Bosch MED 17.1.6 engine management system is • Same software version
used. • CCS and ACC must be adapted
• Both must be treated separately in the self diagnostics
Both engine control units are housed in the plenum chamber and • Same coding
are of identical design. The control units are assigned to the
cylinder banks by the "PIN coding" in the wiring harness.

Engine control unit 2 J624 Engine control unit J623

490_050

34
Communication between control units PIN coding

Both control units are powertrain CAN data bus users They have an Each engine control unit is assigned to a cylinder bank by the PIN
internal private CAN for communicating with one another. It coding within the wiring harness.
primarily serves the exchange of engine-specific data. It works in
the same way as the powertrain CAN data bus.

Ground connection in the wiring harness

Encoding PIN Encoding PIN + 5 volts

(PIN 21) (PIN 21) (PIN 63)

Engine control unit 2 J624 Engine control unit J623

(slave) (master)

Private CAN

Powertrain CAN databus

490_044

35
Important messages which are used by the engine control units

• ACC control units J428 / J850 • ABS control unit J104

• System states • All signals relevant to the ESP
• Torque request
• Start-stop information • Entry and start authorisation switch E415
• Stop enable
• Airbag control unit J234 • Start request
• Crash intensity
• Seat belt status, driver side • Climatronic control unit J255
• Engine speed increase requested before compressor activa-
• Trailer detector control unit J345 tion
• Brake light status • Rear window defroster
• Trailer detection • Windscreen defroster
• Brake light monitoring • Air conditioning sys. on/off
• Start-stop signals
• Battery monitor control unit J367
• Alternator output • Control unit in dash panel insert J285
• Radiator fan request • Inoperative time
• Stop enable • Fuel tank filling status
• Ambient temperature
• Automatic gearbox control unit J217 • Vehicle speed
• All relevant signals for engine torque adaptation
• Steering column electronics control unit J527
• Electromechanical park and handbrake control unit J540 • Information from CCS and ACC switches
• Deceleration request • Steer angle
• Status of the EPB actuators

Signals transmitted by the engine control unit J623

• Engine torque • Recuperation enable signal

• Kick-down • AC adjustment
• Fault memory • Status of Audi drive select
• Cylinder cutout • Radiator fan activation
• Gearbox status • Information on replacement interval
• Start-stop status • Activation of fault lamps
• Accelerator pedal values • Intake air temperature, intake manifold pressure
• Engine speed • Coolant temperature
• ESP signals • Altitude information
• Oil level, min oil pressure warning • Fault
• Oil temperature • All information from the auxiliary heater
• Fuel consumption • System states of the engine, e.g. overrun
• Radiator fan activation • Shut-down cylinders
• Vacuum
• OBD

36
Control units communicating with the engine control units

Vehicle elec. system Display and operation CAN Control unit

control unit in dash panel insert
J519 J285

Climatronic Auxiliary heater

MOST bus
control unit control unit
J255 J364
Convenience CAN

Door control unit,

driver side
J386
Diagnostic port
Information
electronics control
unit 1
J794

Diagnostics CAN

Convenience system Data bus diagnostic interface

central control unit J533
J393

Airbag control AWD electronics Battery

unit control unit LIN monitor control
LIN

J234 J492 unit

J367

Entry Engine control ABS control unit

and start authorisa- unit J104
tion control unit J623
E415

FlexRay
Engine control ACC control unit
unit 2 J428
J624
Powertrain CAN

Steering ACC control unit 2

angle sender J850
G85

Electromechanical
park and hand-
brake control
unit J540

Automatic gearbox
control unit
J217
490_051

Reference
The figure shows a section of the topology of the Audi A8 ’10. For further information about the topology of the Audi A8 ’10,
refer to Self Study Programme 459 "Audi A8 ’10 Onboard power supply and networking".

37
Exhaust system

Overview

Oxygen sensor
Oxygen sensor 3 G285 G39

Oxygen sensor 4 G286 Oxygen sensor 2

G108

Oxygen sensor 4 after catalytic converter

G288

Oxygen sensor after catalytic converter

Oxygen sensor 4 G130
after catalytic
converter
G288

Oxygen sensor 3 after

Decoupling element
catalytic converter
G287

Front silencer
(reflection*/absorption silencer)

Centre silencer
(absorption silencer*)

Working on the exhaust system

The rear silencer, centre silencer and tailpipe are supplied ex works If repair work is needed, however, the centre silencer and rear
as a unit (OEM equipment). silencer can be replaced separately.

!
Note
For information on the interface between the centre and rear silencers, as well as assembly work, please refer to the Work-
shop Manual.

38
Exhaust flaps Function

A single exhaust flap is located on the tailpipes of the rear silenc- The exhaust flaps are switched by a vacuum actuator. To ensure
ers on each side of the vehicle. The exhaust flaps are fitted to give rapid switching of the exhaust flaps, each vacuum actuator has an
the engine a sporty sound. The exhaust flaps are operated in such additional vacuum reservoir (see overview of vacuum supply on
a way as to meet the statutory limits for vehicle exterior noise. page 22).
Both vacuum units are switched by an electrically activated sole-
Low-frequency droning noise at low engine speeds is prevented. At noid valve:
high engine speeds and high exhaust gas flow rates, flow noise and
exhaust backpressure are reduced by opening the additional • left: exhaust flap valve 1 N321
cross-section. The exhaust gas flaps are closed at idle, low engine • right: exhaust flap valve 2 N322
load and low engine speeds.

The exhaust flaps are switched according to a characteristic map.

The engine control units uses the following factors to plot the
characteristic map:

• Engine load
• Engine speed
• Selected gear

X-pipe connection Right exhaust flap vacuum actuator

Rear silencer
(reflection/absorption silencer)

Left exhaust flap vacuum actuator

490_026

39
Service

Special tools
Assembly tool T40251 Oil seal extractor T40249

490_045 490_046

Assembling the crankshaft oil seal on the pulley side Disassembling the crankshaft oil seal on the pulley side

Thrust piece T40250 Thrust piece T10122/4

490_047 490_048

Assembling the cylinder head cover oil seal Assembling the PTFE crankshaft oil seal on the power output side

Engine and gearbox mounting VAS 6095/01-12

490_049

40
Maintenance operations

Maintenance work Interval

Engine oil change interval with LongLife oil Up to 30,000 km or 24 months depending on SID1)
(change interval is dependent on driving style)
Engine oil to VW standard 50400
Engine oil change interval without LongLife oil Fixed interval of 15,000 km or 12 months (whichever occurs first)
Engine oil to VW standard 50200 or 50400
Engine oil filter change interval During every oil change

Engine oil change quantity (customer service) 11.5 litres (including oil filter)

Engine oil extraction / drainage Extraction of the engine oil is not permitted.

The engine still has no electronic oil gauge - a

dipstick is provided for checking the oil level.
Air filter change interval 90,000 km

Fuel filter change interval Lifetime

Spark plug replacement interval 60,000 km

1)
SID = Service Interval Display

Maintenance work Interval

Poly V belt replacement interval Lifetime

Poly V belt tensioning system Lifetime (automatic tensioner pulley)

Timing gear chain replacement interval Lifetime

Timing gear chain tensioning systems Lifetime

41
Annex

Glossary
Absorption silencer Brake energy recuperation

An absorption silencer contains porous material, normally rock Recuperation (Latin: "recuperare" = to recover, regain) is generally
wool, glass wool or glass fibre, which partially absorbs the sound understood to describe the use of kinetic energy during decelera-
energy by converting it to heat. The sound absorption effect is tion phases of the vehicle. This means that the "free" energy
intensified by multiple reflection. A 50 dB(A) reduction in exhaust produced during braking and overrun phases is recovered and
noise is possible, corresponding to a factor 300 reduction in sound stored in the vehicle battery.
pressure. Absorption principally attenuates high-band frequencies
in the silencer.
TFSI

Blow-by gases This stands for Turbo Fuel Stratified Injection - a technology used
by Audi on turbocharged petrol engines for the purpose of inject-
Blow-by gases are also known as leakage gases. When the engine ing fuel directly into the combustion chamber. Fuel is injected at
is running, blow-by gases flow from the combustion chamber and pressures of more than 100 bar.
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 Dry-sump lubrication
from the crankcase by the positive crankcase ventilation system
and re-introduced into the combustion chamber. Dry-sump lubrication is a special type of forced-feed lubrication,
where the oil pump supplies the engine lubrication points with
fresh oil from a separate oil tank. This principle is applied to ensure
Impactor an absolutely reliable oil supply even during extreme driving
manoeuvres (longitudinal and transverse acceleration).
A system for separating liquid from a gas-fluid mixture. The gases
are channelled in such a way that their direction of flow changes
sharply several times. Due to their inertia, the liquid components
collide with the walls and drip down into a collection chamber.

Reflection silencer

The reflection silencer comprises multiple (typically four) cham-

bers designed to utilise the principle of sound reflection. The
sound pressure amplitude is averaged during multiple passes
through the inner chambers, thus reducing the sound pressure
peaks.
Reflections are produced in a silencer by baffles, as well as cross-
sectional widenings and narrowings. However, the exhaust gas
backpressure increases depending on the design. Reflection princi-
pally attenuates low-band frequencies in the silencer.

42
Self Study Programmes
This Self-Study Programme summarises all the key information you need to know about the 6.3l W12 FSI engine. You will find further
information about the subsystems mentioned in this document in other Self-Study Programmes.

490_040 490_041 490_042

SSP 267 The 6.0l W12 engine on the Audi A8 - Part 1, order number: 140.2810.86.20
• Engine mechanicals
• W engine concept

SSP 268 The 6.0l W12 engine on the Audi A8 - Part 2, order number: 140.2810.87.20
• Water-cooled alternator
• Variable camshaft timing

SSP 432 The Audi 1.4l TFSI engine, order number: A08.5S00.48.20
• Operating principle of the high-pressure fuel pumps

490_043 490_052

SSP 451 Audi TT RS with 2.5l R5 TFSI engine, order number: A10.5S00.67.20
• Operating principle of the oil pump

SSP 459 Audi A8 ‘10 Onboard power supply and networking,order number: A10.5S00.63.20
• Topology

43
Audi Vorsprung durch Technik

490

All rights reserved.

Technical specifications are subject to
change.

Copyright
AUDI AG
I/VK-35
[email protected]

AUDI AG
D-85045 Ingolstadt
Technical status 02/11

Printed in Germany
A11.5S00.81.20