Volkswagen V10-TDI User manual

Self-Study Program
Course Number 89N303
TheTouareg
V10-TDI Engine
Design and Function
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Volkswagen of America, Inc.
Service Training
Printed in U.S.A.
Printed 03/2004
Course Number 89N303
©2004 Volkswagen of America, Inc.
All rights reserved. All information contained in
this manual is based on the latest information
available at the time of printing and is subject to
the copyright and other intellectual property
rights of Volkswagen of America, Inc., its
affiliated companies and its licensors. All rights
are reserved to make changes at any time
without notice. No part of this document may
be reproduced, stored in a retrieval system, or
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prior expressed written permission of the
publisher.
All requests for permission to copy and
redistribute information should be referred to
Volkswagen of America, Inc.
Always check Technical Bulletins and the
Volkswagen Worldwide Repair Information
System for information that may supersede any
information included in this booklet.
Trademarks: All brand names and product
names used in this manual are trade names,
service marks, trademarks, or registered
trademarks; and are the property of their
respective owners.
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i
Contents
New! Caution/Note
Introduction .............................................................................................................. 1
The V10-TDI, Specifications, Power/Torque Diagram
Engine Mechanics..................................................................................................... 4
Cylinder Block,Endbracket, Cylinder Head, Connecting Bolt Principal, Crankshaft,
Crank Pin Offset, Pistons and Connecting Rods, Balancing, Auxilary Drive and Components
Oil Circulation, Coolant Circulation, Fuel System, Exhaust System,
Overview of Engine Management
Service ..................................................................................................................... 40
Service Tools
The Self-Study Program provides you with
information regarding designs and functions.
The Self-Study Program is not a Repair Manual.
For maintenance and repair work, always refer
to the current technical literature.
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ii
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1
Introduction
“...Easy to recognize, the beauty of the classical lines,
the calm but predominantly powerful charisma
of intelligent and sensible engine activity, simple and elegant -
in short, ladies and gentlemen, the world’s top performer!
A milestone...”
With the V10-TDI engine, Volkswagen once again sets new standards in diesel
technology. Due to a multitude of innovative techniques, the highest demands in terms
of performance, torque and emissions of a diesel engine are fulfilled for the luxury
vehicle class.
The V10-TDI engine crowns 25 years of diesel engine development at Volkswagen.
It is the most powerful series passenger-vehicle diesel engine in the world.
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Introduction
2
The V10-TDI Engine
The V10-TDI engine is a newly developed diesel
engine in which innovative lightweight
construction and enormous power are united
within compact dimensions.
It has a 900aluminum cylinder block with 5
cylinders in each bank of the block. The control
and auxiliary drive are gear-driven. The fuel
injection system uses solenoid controlled unit
injectors to ensure a high performance yield at
low exhaust emissions.
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3
Introduction
Engine MechanicsTechnical Features
• Cylinder block made of aluminum with an
end bracket made of cast-iron
• Joining of cylinder head and cylinder block
with tie-rod bolt connection
• Control and auxiliary drive unit are gear-driven
• Balancer shaft to reduce vibrations
Engine ManagementTechnical Features
• EDC 16
• Two Engine Control Modules
• Pneumatic controlled exhaust gas
recirculation with electric motor operated
intake manifold flaps
• Oxygen sensors for controlling exhaust gas
recirculation
A detailed description of the engine management system can be found in Self-Study Program No.
89P303 “Touareg Electronic Diesel Control EDC 16”, design and function.
100
120
140
160
180
200
220
240
1000 2000 3000 4000 5000
800
600
400
200
Power Output / Torque
5.0 I - V10 - TDI - 308 hp (230 kW) @ 3750 RPM
533 lb ft (750 Nm) @ 2250 RPM
= Power Output
= Torque
Engine (RPM)
Power Output (kW)
Torque (Nm)
2,250
3,750
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Engine Mechanics
4
Cylinder Block
The cylinder block assembly consists of three
components; an aluminum cylinder block, upper
and a lower end brackets. The aluminum
cylinder block provides a significant weight
reduction for the 90° cylinder banks. The high
tensile cast iron end brackets give the assembly
a rigid platform.
Plasma-Sprayed Cylinder Walls
For the first time in diesel engines, a plasma-
sprayed running film is applied to the cylinder
walls. As a result, the use of cylinder liners in
the aluminium cylinder block is no longer
necessary. This reduces the weight of the
engine and permits compact dimensions due to
a short distance between the cylinder bores.
Top Portion of
Cylinder Block
End Brackets
Plasma Jet
Plasma Burner
Cylinder Wall
303_031
303_069
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5
Engine Mechanics
End Bracket
The upper and lower end brackets are manufactured from high tensile cast iron. The upper and
lower portions of the end brackets use a press fit; and 4 bolts per main journal to provide the
crankshaft with a strong and rigid structure to contain the high combustion forces of the diesel
engine.
The cylinder block will be damaged or
deformed by loosening the bolts
connecting the cylinder block with the
upper portion of the end bracket .
End Bracket,
Upper Portion
End Bracket,
Lower Portion
End Bracket ,
Lower Portion
Crankshaft Bracket
Upper Portion
Press Fit
Bolted Connection
Balancer Shaft Thrust Bearing
303_077
303_087
303_022
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Engine Mechanics
6
Cylinder Head
The V10-TDI engine has two aluminium-alloy
cylinder heads. The intake and exhaust ports are
arranged according to the crossflow principle;
that is, the intake and exhaust ports are located
on opposite sides of the cylinder head. This
arrangement provides good gas exchange and
thus good cylinder filling. The intake ports are
located in the V space of the engine, while the
exhaust ports are on the engine exterior.
Connecting Bolt Principle
To prevent tension in the cylinder block, the
cylinder heads, cylinder block, and upper portion
of the end bracket are bolted to each other
using connecting bolts.
Exhaust Port
Intake Port
Connecting Bolts
Cylinder Head
Balancer Shaft Bearing
End Bracket,
Lower Portion
End Bracket,
Upper Portion
Cylinder Block
303_025
303_049
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7
Engine Mechanics
Crankshaft
The crankshaft of the V10-TDI engine is made of
tempered steel; forged from one piece. The
auxiliary drive gear, engine speed sensor wheel,
and bolted-on counterweights are located on
the crankshaft.
Crank Pin Offset
The cylinders of a 4-stroke engine fire within
two complete revolutions of the crankshaft
(720°). To attain uniform ignition, the ignition
angle for a 10 cylinder engine must be 72°.
A 10 cylinder V-engine must therefore have a V-
angle of 72°:
Since the V10-TDI engine has a V-angle of 90°,
the crank pin must be offset by 18° to attain
uniform ignition:
90° V-angle – 72° ignition angle = 18° crank pin offset
Engine Speed Sensor Wheel
Auxiliary Drive Gear
303_023
303_107
Bolted-on Counterweights
720° crankshaft angle
10 cylinders = 72° ignition angle
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Engine Mechanics
8
Pistons and Connecting Rods
To keep the demands on the piston and
connecting rods low at high combustion
pressures, the piston pin bosses and the
connecting rod boss have a trapezoidal shape.
This distributes the combustion forces over a
broader area. The piston pin bosses are also
strengthened by brass bearings.
A cooling channel is infused into the piston to
cool the piston ring zone. Oil is injected into this
cooling channel from the oil-spraying jets as
soon as the piston is located at bottom dead
center.
Connecting Rod
The connecting rod is forged from a high
density sintered metal. To separate the cap
from the rod a procedure called “Cracking” is
required.
Piston Pin Axis Offset
The piston pin axis is offset to prevent noise
from the tilting of the piston at top dead center.
Each time the connecting rod is in a sloping
position, lateral piston forces occur which
alternately press the piston against the cylinder
walls.
The lateral piston force changes direction at top
dead center. The piston is tilted to the opposite
cylinder wall there, thus resulting in noise.
To prevent this, the piston pin axis is offset.
Due to the offset arrangement of the piston pin
axis, the piston changes sides before it reaches
top dead center and then supports itself on the
opposite cylinder wall.
Cooling Channel
Brass Bearing
Top Dead Center
Brass Bearing
303_097
303_098
303_099
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9
Engine Mechanics
Balancing
To attain low vibration running of the engine, the
moments of inertia must be balanced.
For this, 6 counterweights are attached to the
crankshaft. In addition, a counter rotating
balancing shaft and a weight located in the drive
wheel of the balancing shaft eliminate the
moments of inertia. The balancing shaft is driven
by the crankshaft and serves as a driveshaft for
the oil pump.
The counterweights are made of a tungsten
alloy. As tungsten has a high density, the
weights be small in size, which saves space.
Vibration Damper
The vibration damper reduces the rotational
vibrations of the crankshaft. It is filled with a
silicone oil.
The rotational vibrations of the crankshaft are
eliminated by the shear force of the silicone oil.
Silicone Oil
Oil Pump
Drive Gear
Counterweight
Balancing Shaft
Counterweight
Counterweight
Crankshaft
Engine Speed
Sensor Wheel
303_008
303_024
Vibration Damper
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Engine Mechanics
10
Auxiliary Drive and Components
The auxiliary drive is located on the flywheel
side.
The camshafts and the auxiliary components are
driven by the crankshaft by helical gears.
The advantage of a gear drive over a toothed
belt is that larger forces can be transferred while
the size of the gears remains the same as the
sprockets used for toothed belt. In addition, a
toothed belt will stretch with age, changing cam
timing.
The auxiliary drive is also maintenance-free.
Coolant Pump
Camshaft Drive
Power Steering Pump
Gates Drive
Air Conditioning (A/C)
Compressor
Direction of Tr ave l
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11
Engine Mechanics
Alternator
Camshaft Drive
Drive Module
Crankshaft
303_016
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Engine Mechanics
12
Camshaft Drive Gear,
Cylinder Bank 1
Compensation Gear
Coolant Pump
Drive Gear
Alternator Drive Gear
Camshaft Drive Gear,
Cylinder Bank 2
Crankshaft
Power Steering Pump and
Air Conditioning System
Compressor Drive Gear
Oil Pump/Balance Shaft Drive Gear
Bolted Connection with Bearing
Tunnel
303_003
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13
Engine Mechanics
Drive Module
The drive module uses helical gears to drive the
camshafts, coolant pump, alternator, power
steering pump and air conditioning compressor.
The helical gears are mounted in two carrier
plates made of cast iron to provide uniform
expansion through the entire temperature
operating range of the engine.
The drive module is connected by three bolts to
the bearing tunnel formed by the upper and
lower cast iron end brackets.
The gears have a helix angle of 15°; with two
tooth mesh. The two tooth mesh provides a
larger bearing surface that is stronger and
quieter than a spur gear mesh.
Oil Supply Line
Carrier Plate
Carrier Plate
Carrier Plate
Carrier Plate
303_004
303_102
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Engine Mechanics
14
Shackle Joint
The camshafts located in the cylinder head are
driven by gears located in brackets called a
shackle joint.
The shackle joint is used to compensate for the
end play of the gears and expansion of the
aluminium cylinder heads and cylinder block
throughout the entire operating temperature of
the engine.
How itWorks
When subjected to heat, the spacing between
the camshaft to the drive module changes.
The compensation wheel in the shackle joint
follows the joint movement; thus the play
between the wheels within the shackle joint
remains equal.
Camshaft
Gear
Compensation
Gear
Drive Gear
Shackle
Balance Piston
Balance Piston
Camshaft Gear
Shackle Joint
Cylinder Head
303_007
303_113
303_045
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15
Engine Mechanics
Balance Piston
Preload on the shackle joint is achieved by a
balance piston. The piston consists of a sleeve in
which several spring washers are arranged
behind one another, axially tensioned.
The balance piston is bolted into the cylinder
head. Using a full floating axle, it tensions the
two shackle joints; this prevents “dangling
movements” of the shackle joint.
Camshaft Gear
Shackles
Drive Gear
Drive Module
Compensation
Gear
Balance
Piston
Setting for “Warm Engine”
Cylinder Head
Sleeve
Spring
Washers
Balance
Piston
Compensation Gear
Full Floating Axle
303_017a
303_017b
303_037
303_083
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Engine Mechanics
16
Alternator
The alternator is arranged in a space-saving
manner in the V-space of the engine.
It is driven by a Gates® drive via a gear drive on
the transmission shaft. Due to the transmission
shaft, the alternator speed increases by a factor
of 3.6 compared to the engine speed.
This provides an increased alternator
performance that can cover high power
demands of the vehicle electrical system even
when idling.
The alternator is liquid-cooled.
Coolant Connection
Alternator
Gates drive
Gear Drive
Crankshaft
Transmission Shaft
Powerflow
303_046
303_101
303_095
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