Service Training

The 5.2L V10 FSI Engine

Design and Function

Self-Study Program 923603

 Audi of America, Inc.
Service Training
Printed in U.S.A.
Printed 1/2007
Course Number 923603

©2007 Audi 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 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, Inc.

Always check Technical Bulletins and the latest electronic

repair information 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.

2
 Table of Contents

Engine Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Engine Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Air Intake System (S8) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18

Fuel System (S8) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20

Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26

Bosch MED 9.1 System (S8) . . . . . . . . . . . . . . . . . . . . . . . .28

CAN-Bus Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30

Knowledge Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . .33

The Self-Study Program provides introductory information regarding the design Reference Note
and function of new models, automotive components or technologies.
The Self-Study Program is not a Repair Manual!
All values given are intended as a guideline only and 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
 Notes

ii
 Engine Specifications

Introduction
For the first time in its history, Audi is offering a The 5.2L engine belongs to the next generation of Audi
10-cylinder engine for production based vehicles. This V engines. It features a 90° V angle with 90 mm between
5.2 liter engine will be used in both the Audi S6 and S8 cylinder centers. Similar in design to the Lamborghini V10
models. engine, the Audi version differs in that the bore, stroke,
and displacement have all been increased.
A 10-cylinder engine is synonymous with dynamic power
as seen in the Gallardo engine built by the Italian super A 5-liter V8 engine would have been more compact,
sports car brand Lamborghini, a subsidiary of Audi. The but the pistons and connecting rods would also need
combination of 10 cylinders and FSI technology gives to be heavier, thereby limiting the engine. It would not
Audi a unique position in the market. rev as freely as a V10 and would diminish the sporty
characteristics.

1
 Engine Specifications

The engine code is stamped into a boss above the

crankshaft pulley near the oil pressure switch.

Torque and Horsepower

hp (kW) lb ft (Nm) hp (kW) lb ft (Nm)
485 (360) 530 (720) 470 (350) 515 (700)

430 (320) 470 (640)

400 (300) 440 (600)
375 (280) 410 (560)
335 (250) 370 (500)
320 (240) 355 (480)

270 (200) 295 (400)

270 (200) 295 (400)

215 (160) 235 (320) 200 (150) 220 (300)

Audi S6 Audi S8
160 (120) 180 (240)
135 (100) 150 (200)

70 (50) 75 (100)
55 (40) 60 (80)

0 0 0 0
2000
0 4000 6000 8000 2000
0 4000 6000 8000
Engine Speed in RPM Engine Speed in RPM
Max. Power Output in hp (kW) Max. Torque in lb ft (Nm)

Technical Data

S6 S8

Engine Code BXA BSM

Type of Engine V10 Engine with 90° V-angle

Displacement 318 cu in (5204 cc)

Power Output 429 hp (320 kW) 444 hp (331 kW)

Torque 398 lb ft (540 Nm) at 3000-4000 RPM

Cylinder Spacing 3.5 in (90 mm)

Bore 3.3 in (84.5 mm)

Stroke 3.7 in (92.8 mm)

Compression Ratio 12.5 : 1

Firing Order 1–6–5–10–2–7–3–8–4–9

Engine Weight Approximately 485 lb (220 kg)

Engine Management Bosch MED 9.1 – Master-Slave Principle

Exhaust Gas Recirculation Internal

Exhaust Emission Control 4 main catalytic converters, 4 pre-cat and

4 post-cat oxygen sensors
Exhaust Emission Standard EU IV/LEV II

2
 Engine Concept

Cylinder Block and Crankcase

The 5.2L V10 engine is based on the design of the 4.2L When the aluminum alloy solidifies during the casting
V8 engine with the addition of two cylinders. The V10 process, it produces pure silicon crystals and aluminum
cylinder block, cylinder heads, camshaft drive, fuel silicon mixed crystals. A special cylinder honing process
system, and intake manifold concept were adapted from exposes the separated silicon crystals and in the process
the V8 engine. creates wear resistant cylinder contact surfaces that
eliminate the need for cylinder liners.
Unique to the V10 are the crankshaft, balance shaft, dual
path intake manifold with two throttle housings, exhaust The gray cast iron lower main bearings are cast into the
manifold, and engine management system with two bedplate during manufacturing. This reduces thermal
control modules. expansion and crankshaft endplay.
The cylinder block/crankcase is a two-piece construction The bedplate is cast from AISi12Cu1. It is a ladder type
with a 90° angle for the cylinders. With a length of 37 frame that is bolted to the bottom of the cylinder block/
inches (685 mm) and width of 31.5 in (801 mm) the crankcase. This provides high torsional rigidity and
V10 is a compact engine with a bare block weight of reduces the vibrational characteristics of the engine.
approximately 104 lb (47 kg).
The upper cylinder block/crankcase is manufactured as a
homogeneous low pressure casting from AISi17Cu4Mg
(hypereutectic aluminum alloy). This design and material
provides high strength, good heat dissipation, and allows
closer cylinder spacing.

Cylinder Block/Crankcase

Bedplate

Cast-In Crankshaft Bearings

3
 Engine Concept

Crankshaft
As in all V configuration engines, two connecting rods are While it is still hot, the crankshaft is twisted to form the
attached to each crankshaft throw. With a cylinder bank crankshaft throws. This produces a very dense, tough
angle of 90°, the individual crankshaft pins are offset shaft with a grain running in the direction of the principle
18° relative to their corresponding opposite cylinders. stress.
This is a “split pin” configuration and results in a desired
Secondly, the shoulder of the connecting rod throws are
ignition interval of 72°.
hardened by an inductive heating method. This method
The split pin design of the crankshaft throws require heats the outer surfaces but does not heat the core.
special manufacturing processes. This is because the
Free mass vibrations are compensated for by a nodular
fusion point of the individual crankshaft pins is the place
cast iron balance shaft that turns opposite to engine
a crankshaft could most easily break.
rotation at crankshaft speed. It is located in the V section
The strengthening of the crankshaft is accomplished in of the upper crankcase housing between the cylinder
two ways during its manufacture. The crankshaft is first banks.
forged from a hot steel billet in a stamping process.

Fusion Point
18° Split Pin Offset

Balance Shaft

Induction Heating Used

Here to Strengthen the
Crankshaft is Twisted
Offset Point
Here After the Initial
Forging Process to Form
the Crank Throw

4
 Engine Concept

Vibration Damper
To absorb crankshaft torsional vibration created by piston In addition to the elastomer rubber damping element, a
power stroke, a vibration damper is used at the front of special viscous oil is used. This oil dampens the relative
the engine. movement between the elastomer rubber element
and the accessory drive pulley. This action not only
The damper consists of three main components: a
reduces torsional stress placed on the crankshaft by
counterweight to the crankshaft, the accessory drive
the combustion process but also reduces stress to the
pulley, and a bonded element (elastomer rubber) that
crankshaft from accessory components driven by the
joins the two pieces together.
poly-V belt.

Poly V-Belt Pulley

(accessory drive pulley)

Counterweight to Crankshaft

Vibration Damper Housing

Elastomer Rubber
Damping Element

Front Cover Washer

Locating Pin

5
 Engine Concept

Connecting Rods Pistons

The connecting rods are a familiar trapezoidal design The cast aluminum pistons are manufactured by the firm
forged from 36MnVS4 high-strength steel. This Kolben Schmidt. They have a special piston head design
design reduces oscillating masses and distributes the that supports the FSI combustion principle. The design
combustion force more evenly. aids in the tumble effect of the fuel mixture during its
intake stroke.
The lower end of the connecting rods are cracked after
forging. During the cracking process, the connecting rod The piston skirts are electro-coated with a special iron-
is split at a predetermined breaking point using a special based friction reducing material to minimize wear under
tool. The resultant unique breaking surface ensures the load.
high joining precision of the two mating parts.
Spray jets located on the engine block provide cooling to
The connecting rods are cross-drilled to allow engine oil the underside of the piston and the piston pins.
to lubricate the rod bearings and piston pins.

Cracked Connecting Rod

Connecting Rod

Oil Supply Drilling

for Connecting Rod

Three-Layer
Bearing Insert

Cross-Drilling
Trapezoidal Connecting Rod for Crankshaft

Connecting Rod
Bearing Cap

Valve Reliefs

Piston Skirt with Special

Anti-Friction Coating

Top Piston Ring Land

6
 Engine Concept

Chain Drive Operation

A chain drive system mounted on the flywheel side of the The balance shaft is mounted in the V of the engine block.
engine provides the necessary power to operate the four It turns at engine RPM in the opposite direction of engine
camshafts, oil pump, A/C compressor, and the hydraulic rotation. Special attention must be paid when installing
power steering pump. the balance shaft. Excessive vibration will occur if it is
installed in the wrong position.
Four 3/8’’ roller chains operating at two levels are used.
Roller chain A distributes power from the crankshaft All chains are tensioned by hydraulic tensioners.
to two intermediate sprockets. Roller chains B and C
distribute power from these sprockets through additional
sprockets to the camshafts. Roller chain D is driven by
the crankshaft and provides drive power for the engine
oil pump, water pump, A/C compressor, power steering
pump, and the engine balance shaft.

Balance Shaft

Hydraulic Tensioner
for Roller Chain C
Hydraulic Tensioner
for Roller Chain B
Intermediate
Sprocket
Balance Shaft Drive

Hydraulic Tensioner
for Roller Chain A

Hydraulic Tensioner
for Roller Chain D

Chain Drive for: All Roller Chains are

– Oil pump 3/8’’ Simplex Chains
– Water pump
– A/C compressor
– Power steering pump
– Engine balance shaft

7
 Engine Concept

Cylinder Head
The cylinder head design of the new V10 FSI engine is The ladder bearing frames are machined at the ends and
based on the same concept as the 2.0L 4V FSI engine. in the bearing slots after their assembly with the cylinder
heads. This results in flat axial sealing surfaces between
The camshafts are held in place by one-piece die-cast
the cylinder head covers, the ladder bearing frames, and
aluminum ladder bearing frames to reduce the number
their attached modular housings.
of components and to increase rigidity and acoustic
characteristics.

Intake and exhaust camshaft adjustment is accomplished

hydraulically. The adjusters are mechanically locked
into place until sufficient oil pressure is developed. The
adjustment range of the camshafts is 42°.

A partition plate separates the intake

path into the upper and lower halves.

The fuel injector sits directly in

the combustion chamber of the
cylinder at an angle of 7.5°.

8
 Engine Concept

In order to reduce rotating mass, the camshafts are Secondary air passages are cast into the cylinder head.
hollow. The cam lobes are then attached using a high Air injection downstream of the outlet valves causes
pressure water injection process. Valve clearance is oxygen enrichment of the exhaust gases. As a result,
compensated by the use of hydraulic lifters. The oil the hydrocarbons and carbon monoxide undergo post-
supply is directed through cross-drilled passages in oxidation (afterburning). The thermal energy released
the cylinder head. The intake valves and sodium filled during this process heats up the catalytic converters so
exhaust valves are operated directly by roller rocker arms. they reach operating temperature more quickly.

Hydro-Formed
Hollow Camshafts

Hydraulic Lifters

Secondary Air Passages

9
 Engine Concept

Crankcase Ventilation
Blow-by gases created during the combustion process After the blow-by gases have passed through the fine oil
must be ventilated from the crankcase. Excess blow-by separator, they flow into the intake manifold downstream
can cause sludge and acids, leading to coking of the of the throttle bodies. The inlet point of the blow-by
intake valves. gases is also integrated with the engine cooling system.
This prevents the system from freezing.
Crankcase ventilation is accomplished in the V10 engine
using a cyclone oil separation process and fresh air from The crankcase ventilation system also includes a
the air cleaner housing. In this process, the oil mixed with crankcase breather. Air is drawn from the air filter box
blow-by gas is separated and returned to the engine. and flows through a check valve into the crankcase at the
inner V. The mixture of fresh air helps ensure a reduction
Each cylinder head cover has channels cast in its housing.
of water and fuel mixture in the crankcase from the blow-
These channels direct blow-by gases from the crankcase
by gases.
to a cyclone fine oil separator. The channels also allow
some of the oil mixed with blow-by gases to return to the A damping chamber is located below the check valve in
crankcase by gravity. Blow-by gases are directed from the the engine block. This helps prevent check valve flutter
cylinder head covers to the fine oil separator by plastic and eliminates noise.
hose.
The fine oil separator has three cyclone oil separators: a
control piston, bypass valve, two-stage pressure limiting
valve, and an oil return valve. Its purpose is to remove the
fine oil particles mixed with the blow-by gases and return
them to the crankcase.

Fiber-Optic Cable Connector

Three-Stage Fine
Oil Separator

Crankcase Ventilation from

Right Cylinder Head Cover

Two-Stage
Crankcase Ventilation Pressure Regulator
from Left Cylinder
Head Cover
Crankcase Ventilation Clean Air Routed
System Heated by from Air Filter Box
Engine Coolant at the
Intake Manifold
Oil Separator Return
in Inner V of Engine

Check Valve for the

Crankcase Ventilation
System When Crankcase
Pressure is Too High Oil Return from Fine
Oil Separator When
the Engine is Idling
or Not Running

10
 Engine Concept

Fine Oil Separator

Blow-by gas volume is dependent on engine load and When engine load and RPM are high, blow-by gas flow
RPM. volume is high. Blow-by gas pressure against the control
piston works against the spring pressure and opens
The cyclone oil separators have a high separation
passages to more cyclones.
efficiency over only a limited volumetric range. For that
reason, one, two, or all three cyclones operating in Separated oil is collected in an oil reservoir beneath the
parallel will be needed depending on blow-by volume. cyclones. It cannot drain out of the reservoir until the oil
drain valve is opened. The oil drain valve is closed as long
Internal crankcase pressure is regulated by the two-stage
as the pressure in the crankcase is higher than in the oil
pressure control valve. The by-pass valve, together with
separator. The valve opens automatically due to gravity
the control piston, ensure that the cyclones work at the
only at very low engine RPM or when the engine is not
optimum operating point. If the volumetric flow rate is
running becuse the pressures are at equilibrium. (See top
too high or too low, it will impair cyclone operation.
right illustration, below.)
When the engine is running at very low load but at a very
high RPM, the piston rings can begin to flutter. The blow-
by gas pressure is very high and the fine oil separator
is unable to operate at its peak efficiency. At this point,
the by-pass valve opens and a fraction of the blow-by
gas flows to the intake manifold untreated. (See bottom
illustration.)

11
 Engine Concept

Oil Circulation
The oil supply in the 5.2L V10 engine is based on At an oil temperature of 248°F (120°C), the flow rate of
a traditional wet sump concept. The focal point of 58 qts (55 liters) per minute at 7000 RPM is very low for a
development was on significant reduction of the oil flow 10-cylinder engine. This has helped to minimize oil pump
rate through tighter bearing tolerances. With a lower flow drive power requirements and improve fuel economy.
rate, the oil remains in the sump longer and is able to
recover from aeration better.

Oil Supply for Camshaft

Adjuster and Chain
Tensioner

Oil Supply for Camshaft

Lubrication, Valve Lifters,
and Rocker Arms

To Oil Cooler
From Oil Cooler

Oil Cooler By-Pass Valve

Oil Check Valve

Oil Supply to Engine

Oil Cooler By-Pass Channel

12
 Engine Concept

The oil supply to the camshaft adjusters, camshaft, roller

rockers, valve lifters, and chain tensioners has a check
valve to retain oil in the cylinder head for optimizing the
camshaft adjustment function.

Oil Galley for the

Piston Cooling Jets

Oil Check Valve for

Both Cylinder Heads

Oil Flow to the Filter

Pressure Valve for the
Piston Cooling Jets

Oil Pump Module

13
 Engine Concept

Engine Cooling System

The cooling system in the new V10 engine was configured Due to the high power developed by this engine, and
as a longitudinal-flow cooling system. The cooling water thermal stress on the intake valves, additional water
flows first through the engine block, flushing around the bores are used to provide more cooling.
cylinders. From there it flows up into the cylinder head
and flows longitudinally toward the back of the engine
through the chain housing cover.
The cooling system can be divided into large and small
circuits dependent on coolant temperature and position
of the thermostat. Coolant will be circulated either to the
radiator (when the engine is fully warmed) or through the
small circuit (when the engine is cold or warming up).
Engine Coolant
Temperature To the Heat Exchanger
Sensor G62

To the
Radiator

From the Heat

Exchanger

From the
Radiator

Water Pump

Thermostat
To the Right Side
of the Engine

14
 Engine Concept

The V10 uses an electronically controlled cooling system Friction values in the engine and accessory components
to regulate the coolant temperature between 194°F (90°C) lower as oil temperature increases. The thermostat
and 221°F (105°C). This is accomplished through the use completely opens the passage to the radiator while
of a Pulse Width Modulated signal to the thermostat blocking the passage to the small cooling circuit.
actuator.
The capacity of the radiator allows engine coolant
The thermostat blocks the opening to the radiator and temperature to drop the range of 194°F (90°C). This is
opens the return channel for the short cooling circuit. The optimal for cylinder charge filling and cooling, reducing
inlet to the radiator is partially opened and the return to the possibility of engine knock.
the small cooling circuit is partially closed. The engine
coolant is regulated from a temperature of 221°F (105°C).

Thermostat Not Energized, Engine Coolant Cold

From Radiator
To the Intake Side Electrical
of the Water Pump Connection

Thermostat Not Energized, Engine Coolant Hot —

Thermostat Stays in an Intermediate Position
From Radiator

Return from Engine

To the Intake Side
Electrical
of the Water Pump
Connection

Thermostat Fully Energized by PMW Signal

From Radiator

To the Intake Side

of the Water Pump Electrical
Return from Engine Connection

Return from Engine

15
 Engine Concept

Air Intake System (S8)

The 5.2L V10 FSI engine (as used in the S8) has a dual An air mass sensor is mounted in each air filter housing.
intake air system. Two air filter housings are used, Two 2.68 in (68 mm) throttle valve bodies are also used.
one mounted on each bank of cylinders. Each air filter
To emphasize the sporting characteristics of the V10
housing has an additional power flap to allow more
engine, a Soundpipe (similar to the one in the 2007 Audi
air into the intake system under high load and RPM
TT 3.2L V6 MPI engine) is used. It directs the intake air
operation. The power flaps are opened and closed by
sound over a special diaphragm and tuning filter.
a vacuum actuator controlled by the engine control
module.

Throttle Body 2
Intake Air Collector
Soundpipe

Throttle Body 1

Air Intake at Left Front

Air Mass Sensor

(one located in each
air filter housing)

Air Intake at Right Front

16
 Engine Concept

Intake Manifold Flaps

The intake manifold flaps are controlled according to a When not activated, the intake manifold flaps are open
characteristic map in the Engine Control Module. They and the cross-sectional area of the port is maximized.
are activated in lower engine load and RPM ranges.
All flaps in a cylinder bank are attached to a common
The flaps are brought into contact with the port baffles shaft. The flaps are activated through an electrical
in the cylinder head and seal the lower part of the actuator. For each cylinder bank, the position of the
intake port. The intake air mass now flows through the intake manifold flaps is monitored by a Hall sensor.
upper section of the intake port and induces a tumbling
charging motion inside the cylinder.

Note
If the power supply to the intake manifold
flaps is interrupted, the flaps move to an
opened position.

17
 Air Intake System (S8)

Dual Path Intake Manifold

The 5.2L V10 FSI engine uses a dual path intake manifold When the engine is operating under low load and RPM
made of cast magnesium. Change-over flaps in the conditions, the intake manifold is switched to the short
intake manifold direct the air flow through either a long intake runners.
or short intake intake path depending on load and RPM
In the lower RPM range, a long intake manifold path is
operating conditions of the engine. The change-over is
opened in order to increase torque. In the upper RPM
map-controlled by the engine control module (ECM). The
range, a short intake manifold path is opened. This
change over flaps are actuated by the Variable Intake
position produces an increase in engine power output.
Manifold Runner Motor V183. No feedback of position is
given to the ECM.
The flaps are precision fit in the upper part of the intake
manifold. A silicone rubber seal is used on each flap to
reduce the possibility of leakage due to air turbulence.

Short Intake Path, Change-Over Flaps Open

Central Intake Manifold Change-Over Flap with

Air Collection Point Silicone Rubber Gasket

Intake Manifold Flap

(see previous page)

The Intake Manifold Length When in the Power Position

(short path) is 12.1 in (307 mm)

18
 Air Intake System (S8)

Intake Manifold 2.5

Change-Over at 2

Intake Manifold Position

Low Load
1.5

Long – Short
1
0.5
0
-0.5
0 1000 2000 3000 4000 5000 6000 7000
RPM

Intake Manifold 2.5

Change-Over at
2
Intake Manifold Position

High Load
1.5
Long – Short

1
0.5
0
-0.5
0 1000 2000 3000 4000 5000 6000 7000
RPM

Long Intake Path: Change-Over Flaps Closed

The Intake Manifold Length When in the Torque Position

(longer path) is 26.6 in (675 mm)

In the middle load and RPM ranges, the intake manifold is switched
to the long intake runners. This provides better cylinder filling.

19
 Fuel System (S8)

Regulated to 1450 psi (100 bar)

High Pressure Fuel Pump 2

High Pressure
Fuel Pump I

Fuel Metering Valve -2- N402

Fuel Metering Valve -1- N290

Low Fuel Pressure Sensor G410

Leakage Line

High Pressure
Low Pressure
No Pressure

Pulse Width Modulated

Signal from ECM

Warning!
The fuel system is under high pressure!
Before opening high pressure components
of the fuel injection system, pressure
must be relieved to residual pressure.
Please refer to the latest service repair
information.

20
 Fuel System (S8)

Fuel Pressure Regulator G247

Fuel Rail 2

To Fuel Injectors for Cylinders 6-10

N84-N86, N299, N300

Pressure Limiting Valve,

1973 psi (136 bar)

Fuel Rail 1

To Fuel Injectors for Cylinders 1-5

N30-N33, N83

Fuel Tank

Transfer Fuel Pump

(FP) G6

Fuel Pump (FP)

Control Module J538

21
 Fuel System (S8)

Fuel Delivery

High Pressure Circuit

Fuel delivery to the 5.2L V10 FSI engine is similar to other The fuel pressure is raised by the high pressure pumps
FSI engines. The fuel system can be divided into low from approximately 87 psi (6.0 bar) of the return-free
pressure and high pressure circuits. In the low pressure system to approximately 1450 psi (100 bar) before it is
circuit, fuel is delivered by in-tank, demand regulated delivered to the fuel rails for each cylinder bank. The use
fuel pumps. The fuel is delivered to two high pressure of fuel rails reduces pulsation of the fuel. The pumps
fuel pumps, one located on each cylinder bank. The do not deliver fuel simultaneously but in an alternating
single piston high pressure pumps are driven by special manner.
lobes on the intake valve camshafts. Each pump has an
electronically controlled metering valve.

Low Fuel Pressure Sensor G410

High Pressure Fuel Pump -1-

with Fuel Metering Valve N290

Fuel Inlet from Fuel Tank

High Pressure Fuel Pump -2- with

Fuel Metering Valve -2- N403

Leakage Line

Fuel Pressure Regulator

Pressure Limiting Valve
(from 1973 psi [136 bar])

22
 Fuel System (S8)

The solenoid operated fuel injectors are controlled by

the engine control module and open at approximately
65 volts. They are a single hole design installed at an
angle of 7.5°. This installation angle ensures the injection
stream will not aimed at the cylinder walls. The injectors
have teflon sealing rings that must be replaced if the
injectors are removed and re-installed.

Magnetic Coil

Valve Needle with

Solenoid Armature

Nozzle Needle

Teflon Sealing Ring

Single Hole Outlet Washer

Armature Clearance
0.002 in (0.04 mm)

23
 Fuel System (S8)

Pump Operation

Intake Stroke

The shape of the cam and the force of the piston springs
move the pump piston downward. The increased space
inside of the pump causes the fuel to flow in. Fuel
Metering Valve N290 ensures that the low pressure valve
remains open. Fuel Metering Valve N290 is de-energized.

Useful Stroke

The cam moves the pump piston upward. Pressure still

cannot be built up because Fuel Metering Valve N290 is
de-energized. This prevents the low-pressure inlet valve
from closing.

Pressure Stroke

Engine Control Module J623 now supplies current to the

Fuel Metering Valve. The magneto armature is drawn up.
The pressure inside the pump presses the low-pressure
inlet valve into its seat. If the pressure inside the pump
exceeds the rail pressure, the return valve is pushed open
and fuel is delivered to the rail.

24
Fuel System
Notes
(S8)

25
 Exhaust System

Exhaust Manifold
A V10 engine with a 90° cylinder bank angle creates the To overcome this phenomenon, a special exhaust
same demands on exhaust system design as a 5-cylinder manifold design is required in which the exhaust ports
engine. Each bank of the engine has an interval of 144° of each cylinder are mated to each other in a specific
between adjacent cylinder ignition points. This leads to manner. In the V10, a 2-1-2 manifold runner design is
an over-lap of 210° of the exhaust valve openings. used.
The ignition intervals and consequent exhaust valve
overlap can, in the worst case, create reverse pulsating
waves in the exhaust manifold. These reverse waves
inhibit both the scavenging of exhaust gas from the
combustion chamber after combustion and the intake
of fresh fuel mixture. This in turn reduces combustion
efficiency and increases emissions.

Heated Oxygen Sensor

(HO2S) Bank 1

Catalytic Converter
for Cylinders 4-5

Heated Oxygen
Sensor (HO2S) -2-
G108 Bank 1

Heated Oxygen Sensor Oxygen Sensor (O2S)

Air-Gap Isolated 2-1-2 Exhaust Manifold -4- Behind Three Way
(HO2S) 4 Bank 2
Runner Design for Each Cylinder Bank Catalytic Converter
(TWC) Bank 2

Catalytic Converter
for Cylinders 9-10

Heated Oxygen Sensor

(HO2S) -4- Bank 2

Catalytic Converter
for Cylinders 6-7-8

Oxygen Sensor (O2S)

-3- Behind Three Way
Catalytic Converter
(TWC) G287 Bank 2

26
 Exhaust System

One solution to the exhaust gas pulsation phenomenon On the right bank, the runners for cylinders 1 and 2 are
would be to make an exhaust manifold runner for each joined into one exhaust runner — cylinders 4 and 5 into
cylinder — a 5 into 1 header type system. However, another. The exhaust port for cylinder 3 is a separate
this system would be big and would create a thermal runner. The manifold runners for cylinders 1, 2, and 3
disadvantage to the quick warming of the emission are joined to one catalytic converter while the exhaust
required catalytic converters. runners for cylinders 4 and 5 are joined to another.
The exhaust ports for each bank of five cylinders are Post-combustion exhaust gas treatment is done by four
joined to three exhaust manifold runners. The mating of ceramic catalytic converters. Because the two catalytic
the exhaust runners for the cylinders was determined by converters for each bank service unequal numbers of
their sequence in the firing order. cylinders, they are different in size.
On the left bank, the runners for cylinders 6 and 7 are
joined into one exhaust runner — cylinders 9 and 10 into
another. The exhaust port for cylinder 8 is a separate
runner. The manifold runners for cylinders 6, 7, and 8
are joined to one catalytic converter while the exhaust
runners for cylinders 9 and 10 are joined to another.

Oxygen Sensor (O2S) Behind Three Way

Catalytic Converter (TWC) G130 Bank 1

Catalytic Converter
for Cylinders 1-2-3

Oxygen Sensor (O2S) -2- Behind Three

Way Catalytic Converter (TWC) Bank 1

OT1 OT5 OT2 OT3 OT4

720°/0° 144° 288° 432° 576°
Exhaust Valve Open 1

2
Exhaust Valve Overlap
3

27
 Bosch MED 9.1 System (S8)

Sensors
Mass Air Flow (MAF) Sensor G70
Intake Air Temperature (IAT) Sensor G42

Throttle Position (TP) Sensor G79

Accelerator Pedal Position Sensor -2- G185

Engine Speed (RPM) Sensor G28

Powertrain CAN-Bus

Knock Sensors (KS) -1+2- G61, G66

Fuel Pressure Sensor G247

Camshaft Position (CMP) sensor G40

Camshaft Position (CMP) Sensor -3- G300
Engine Control Module
Throttle Valve Control Module J338 (ECM) J623 (master)
Throttle Drive Angle Sensors -1+2- (for electronic power
control [EPC]) G187, G188

Engine Coolant Temperature (ECT) Sensor G62

Low Fuel Pressure Sensor G410

Intake Manifold Runner Position Sensor G336

Heated Oxygen Sensor (HO2S) G39; Oxygen Sensor (O2S)

Behind 3-Way Catalytic Converter (TWC) G130
Heated Oxygen Sensor (HO2S) -2- G108; Oxygen Sensor
(O2S) -2- Behind 3-Way Catalytic Converter (TWC) G131

Brake Booster Pressure Sensor G294

Brake Light Switch F

Brake Pedal Switch F47

Additional Signals:
– Cruise Control ON/OFF
– Park/Neutral Signal
– Terminal 50
– Wake Up Signal from Driver’s Door Switch via J393

Mass Air Flow (MAF) Sensor -2- G246

Engine Control Module

-2- J624 (slave)
Camshaft Position (CMP) Sensor -2- G163
Camshaft Position (CMP) Sensor -4- G301

Rear Wing Height Adjustment Left Sensor -2- J544

Throttle Drive Angle Sensors -1+2- G297, G298

Knock Sensors -3- and -4- G198, G199

Heated Oxygen Sensor (HO2S) -3- G285; Oxygen Sensor

(O2S) -3- Behind 3-Way Catalytic Converter (TWC) G287
Heated Oxygen Sensor (HO2S) -4- G286; Oxygen Sensor
(O2S) -4- Behind 3-Way Catalytic Converter (TWC) G288

Intake Manifold Runner Position Sensor -2- G512

28
 Bosch MED 9.1 System (S8)

Actuators
Fuel Pump (FP) Control Module J538
Transfer Fuel Pump (FP) G6

Ignition Coils -1+2+3+5- with Power Output Stage N70, N291, N292, N323
Cylinders 1-5

Fuel Metering Valve N290

Evaporative Emission (EVAP) Canister Purge Regulator Valve N80

Right Electro-Hydraulic Engine Mount Solenoid Valve N145

Intake Flap Motor V157

Variable Intake Manifold Runner Motor V183

Starter Relay J53

Starter Relay -2- J695

Leak Detection Pump (LDP) V144

Exhaust Flap Valve -1- N321

Exhaust Flap Valve -2- N322

Map Controlled Engine Cooling Thermostat F265

Cylinders -1+2+3+4+5- Fuel Injectors N30-N33, N83

Camshaft Adjustment Valve -1- N205

Camshaft Adjustment Valve -1- (exhaust) N318

Throttle Drive (for electronic power control [EPC]) G186

Coolant Circulation Pump Relay J151

After-Run Coolant Pump V51

DLC Oxygen Sensor (O2S) Heater Z19; Oxygen Sensor (O2S) -1- Behind 3-Way
Catalytic Converter (TWC) Heater Z29; Oxygen Sensor (O2S) -2- Heater Z28
Oxygen Sensor (O2S) -2- Behind 3-Way Catalytic Converter (TWC) Heater Z30

Intake Air Switch-Over Valve N335

Secondary Air Injection (AIR) Pump Relay J299

Secondary Air Injection (AIR) Pump Motor V101
Secondary Air Injection (AIR) Solenoid Valve N112

Brake Booster Relay J569

Brake System Vacuum Pump V192

Engine Component Power Supply Relay J757

Motronic Engine Control Module (ECM) Power Supply Relay J271

Additional Signals:
– Coolant Fan Control (FC) Control Module J293
– Coolant Fan Control (FC) Control Module -2- J671

Ignition Coils -6+7+8+9+10- with Power Output Stage N324-N328

Cylinders 6-10

Camshaft Adjustment Valve -2- N208

Camshaft Adjustment Valve -2- Exhaust N319

Cylinders -6+7+8+9+10- Fuel Injectors N84-N86, N299, N300

Oxygen Sensor (O2S) -3- Heater Z62; Oxygen Sensor (O2S) -3- Behind 3-Way
Catalytic Converter (TWC) Heater Z64; Oxygen Sensor (O2S) -4- Heater Z63
Oxygen Sensor (O2S) -4- Behind 3-Way Catalytic Converter (TWC) Heater Z65

Fuel Metering Valve -2- N402

Left Electro-Hydraulic Engine Mount Solenoid Valve N144

Throttle Drive -2- G296

29
 CAN-Bus Interface

Overview

Engine Control Module J623 (Master) ABS Control Module J104 Instrument Cluster Control Module
Idle information TCS request J285
Accelerator pedal angle EBC request Rear light
Engine torque ABS request Steering Column Electronic
Engine RPM EDL intervention Systems Control Module J527
Engine coolant temperature ESP intervention All relevant cruise control
Brake light switch information ESP brake light switch messages
Cruise control status Rough road suppression Sport switch
Throttle-valve angle ABS in diagnosis Climatronic Control Module J255
Intake air temperature Active brake servo All signals that require load
OBD II lamp Road speed signal adaptation due to a load request
“Hot” warning lamp TCS intervention torque
A/C compressor “OFF” or power MSR intervention torque Instrument Cluster Control Module
reduction Lateral acceleration J285
Starter control (automatic start) Wheel speed signal - Fuel tank information
Oil temperature - Oil temperature
- Ambient temperature
- Standing time
- Mileage
- Information from
Oil Level Thermal Sensor G266

CAN High

CAN Low

Discrete CAN 2 CAN 2

Line Low High

Engine Control Module -2- (Slave)

J624
Utilizes signals from CAN 1 Steering Angle Sensor G85
(Powertrain CAN-bus) and CAN 2 Steering wheel angle and
(private CAN) to calculate the steering wheel angle speed
activation for the actuators of (utilized for idle pre-control
cylinder bank 2 (left bank) and engine torque calculation
based on the power demand
Airbag Control Module J234 of the power steering system)
Crash intensity
Fuel shut-off

30
 CAN-Bus Interface

Communication Between Engine

Control Modules (Master/Slave)

Engine Control Module J623 (Master ECM) and Engine The ignition timing and fuel injection quantity of the
Control Module -2- J624 (Slave) communicate with each individual cylinders is regulated during normal operation
other over a private CAN-bus. Both control modules and especially during the start sequence.
are connected to the Powertrain CAN-bus and have the
This must be done because of the configuration of
same part number. Determination of master or slave
the exhaust manifold and catalytic converter system.
status depends on a pin coding of the modules during
Carefully controlling the mixture and ignition timing
installation.
of each cylinder allows quick heating of the catalytic
J623 monitors all system sensors and calculates converters, yet prevents overheating the converters
necessary output signals. It also controls the actuators closest to the engine.
for cylinder bank 1.
J624 only receives signals from J623 and controls the
actuators for cylinder bank 2. J624 has two other main
functions. It processes the signal from Engine Speed
Sensor G28 and monitors misfire detection for all 10
cylinders.

Engine Control Module J623 (master) Engine Control Module -2- J624 (slave)

Private CAN-Bus

Powertrain CAN-Bus

31
 Notes

32
 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 Learning Management” link
– Type the course number in the Search box
– Click “Go!” and wait until the screen refreshes
– Click “Start” to begin the Assessment

For Assistance, please call:

Audi Academy
Learning Management Center Headquarters
1-866-AUDI-ALC (283-4252)
(8:00 a.m. to 8:00 p.m. EST)

33
 923603
Vorsprung durch Technik www.audiusa.com

All rights reserved.

Technical specifications
subject to change without
notice.

Audi of America, Inc.

3800 Hamlin Road
Auburn Hills, Michigan 48326