Service Training

Self Study Program 820103

The 3.0L V6 Supercharged Engine

Design and Function

Volkswagen Group of America, Inc.

Volkswagen Academy
Printed in U.S.A.
Printed 10/2010
Course Number 820103

2010 Volkswagen Group 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 Group 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 transmitted in any form or by any means, electronic,
mechanical, photocopying, recording or otherwise, nor
may these materials be modified or reposted to other sites
without the prior expressed written permission of the
publisher.
All requests for permission to copy and redistribute
information should be referred to Volkswagen Group 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.

Contents

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Engine Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Air Supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Exhaust Gas Treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Oil Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Engine Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Knowledge Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Note

This Self-Study Program provides information

regarding the design and function of new
models.
This Self-Study Program is not a Repair Manual.

Important!

This information will not be updated.

For maintenance and repair procedures,
always refer to the latest electronic
service information.

iii

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Introduction

The 3.0L supercharged V6 engine is used exclusively

in the Touareg Hybrid. More information regarding
the hybrid concept can be found in SSP 890203, The
Touareg Hybrid.

It also has diverse characteristics, allowing it to be

driven anywhere between comfort-oriented and
performance-oriented. The low-end acceleration
characteristics play a major role to the performanceoriented audience.

This engine is extremely impressive in its compact

design, acoustics, response and fuel consumption.

S452_002

When working on some engine

components or procedures, a technician
with High Voltage Training must disable
the high voltage system. Refer to
ElsaWeb.

Introduction
The 3.0L Supercharged V6 Engine
Technical features of engine
Six-cylinder V engine with mechanical
supercharging

Belt drive for supercharger

Charge air cooler before main cooler

Supercharger module with integrated charge-air

cooling

Volumetric flow-controlled oil pump

Intake camshaft adjustment

Demand regulated fuel system

The following components are electrically driven:

vacuum pump for brake servo (in addition to
mechanical vacuum pump), power steering pump
and air-conditioning compressor

Intake manifold flaps

Ultrasound oil level sensor
Secondary air system for compliance with
emissions laws

Charger Module

2nd Belt Drive

1st Belt Drive

S452_010

Superchargers may also be called

charger modules, kompressors,
turbochargers or Roots blowers in the
repair information.

Crankshaft Drive

Introduction
Torque Output Curve
hp

lb/ft

During wide-open-throttle (kickdown), the power

from the combustion engine and electric motor are
combined to deliver a total power of 375 hp (279kW).

400

This means that the output curve is raised by the

drive power figure of 46 hp (34kW) for the alternator.
More importantly, the electric motor generates its
maximum torque on its first revolution, creating nearinstantaneous acceleration.

450

335

375

270

300

200

225

135

150

70

75
1000

2000

Torque (Nm)
Torque increase from electric motor (lb/ft)
Output (kW)
Power increase from electric motor (hp)

3000 4000

5000

6000

rpm

Engine speed (rpm)

Technical data
Type

6-cylinder V engine

Displacement

182.8 cu in (2,995 cm3)

Bore

3.32 in (84.5 mm)

Stroke

3.5 in (89 mm)

Valves per cylinder

Compression ratio

10.5:1

Maximum output

328 hp (245 kW) at 5,500 to 6,500 rpm

Firing order

1-4-3-6-2-5

Maximum torque
in gasoline mode

325 lb/ft (440 Nm) from

3,000 to 5,250 rpm

Engine Management

Bosch MED 17.1.6

Fuel

Premium unleaded

Mixture formation

Direct injection TSI (homogeneous)

High-pressure fuel pump HDP 3

Exhaust gas treatment

Cylinder bank-specific Lambda control with a broadband

probe before catalytic converter for each cylinder bank,
two ceramic catalytic converters with downstream Lambda
probe (step-type Lambda probe)

Introduction
The History of Superchargers at Volkswagen
This is not the first time that Volkswagen has used a mechanical supercharger.
A mechanical supercharger (G-Lader or G-supercharger) was used on the Corrado starting in 1989. Volkswagen
has also been using versions of superchargers in overseas applications.
From Throttle Housing

From Air Filter

The G-supercharger was driven directly by the engine

crankshaft by two belts. The eccentric shaft of
the G-supercharger drove the auxiliary shaft using
a toothed belt. The eccentric shaft bearings were
lubricated by the engine oil system. The auxiliary
shaft ran on maintenance-free anti-friction bearings.

Oil Supply

Auxiliary Shaft
Eccentric Shaft

Oil Return

Charge Air Cooler to

Throttle Housing
S452_004

In one non-North American application, the 1.4L

TSI engine with dual-charging (Twincharger) was
introduced in 2006. This system featured both a
supercharger and a turbocharger. The supercharger
is driven by a belt and activated by a magnetic clutch.

Rotors

Synchronous Gears
Belt Pulley with
Magnetic Clutch

S452_005

Engine Components
Cylinder Block
The 90 3.0L V6 TSI engine has already been used in various Audi models.
The upper section of the oil sump is made from magnesium to reduce weight.

Cylinder Block

Lower Section of
Crankcase (Bedplate)

Oil Sump Upper Section

Oil Sump Lower Section

S452_012

Engine Components
The Crankshaft
Balance Shaft

The crankshaft has a stroke of 3.5 in (89 mm). The

cold-cracked connecting rods are 6 in (153 mm) long.

Pistons
S452_013

The pistons are designed for a compression ratio of

10.5 : 1.

Cast Piston

The piston skirts have a wear-resistant Ferrostan

coating. At high output, a correct piston ring
combination ensures:
low blow-by figures
low oil consumption
minimum friction and minimum wear

Ring Carrier

1.2 mm Asymmetric
Crowned Steel Ring

1.5mm Taper-faced
Napier Ring

2.0mm Two-piece Oil

Scraper Ring

S452_014

Engine Components
Cylinder Head
Technical features:
Four valves per cylinder
Maintenance-free roller rocker fingers
Camshaft Adjustment Valve 1 N205 and variable intake valve timing
High-pressure fuel pump drive
Hollow-stem exhaust valves with sodium filling
Low friction camshafts

Camshaft Adjustment Valve 1 N205

Cylinder Head Cover

High-Pressure Fuel Pump

Valve Springs

Exhaust Valves

Cylinder Head

S452_017

Engine Components
Crankcase Ventilation System
The crankcase ventilation system prevents blow-by
gases from escaping into the atmosphere. They
are drawn in by the vacuum in the intake manifold
through the cyinder head cover connections, the
cyclonic oil separator and the pressure limiting valve.
After these gases are drawn in, they are returned to
the intake manifold.

Right-Hand Cylinder Head Cover Connection

(with integrated labyrinth oil separator)

Connection to
Supercharger Module

Pressure Control Valve

Cyclonic Oil Separator

S452_015

Left-Hand Cylinder Head Cover Connection

(with integrated labyrinth oil separator)

Connection to charger module

After the blow-by gases have been cleaned as much
as possible, they are fed into the bottom of the
supercharger assembly. In order to maintain a good
seal, the opening on the supercharger is conical and
an adapter is used.
The adapter is keyed to ensure correct positioning.

S452_016

Engine Components
Chain Drive
Chain Drive Assembly
Tri-oval chain sprockets
In a V6 engine, the valves are opened three times per working cycle on each cylinder bank and camshaft. As a
result, greater forces act on the chain drive each time a valve is opened. These forces lead to vibrations in the
timing drive particularly at higher engine rpm.

r1 > r2
Camshaft Adjuster

Balancer Shaft Drive

Balancer Shaft
Tri-Oval Chain Wheel

S452_077

Vane Cell Oil Pump

Sprocket circle diameter

r1 large

r2 small

46.86

45.71

Technical features of the tri-oval chain drive

Tri-oval chain sprockets are used on all camshafts.
Newly developed roller chains are used throughout
the chain drive. They have the same durability
and wear resistance as traditional bushing-based
chains. Roller chains are also quieter and have a
lower frictional resistance.

Reducing the forces and vibrations in the chain

drive also allowed the chain tensioner damping
to be reduced. This reduces the friction in the
chain drive. The chains are partly supplied with
lubricating oil via the chain tensioner breather
holes.
The direction of rotation is reversed for the balance
shaft.
All chain drives are maintenance-free.

Engine Components
Belt Drive
The following components are electrically driven:
Air-conditioning compressor
Hydraulic pump for power steering
Vacuum pump for brake boost

Each of the belts drives only one component. The

first belt drive is for the coolant pump. The second
belt is for the supercharger. The electric motor/
generator between the engine and transmission
functions as the alternator.

S452_019

Crankshaft Drive
Coolant Pump Drive 1st Track
Supercharger Drive 2nd Track
Poly V-belt Pulley for
Coolant Pump
Supercharger Belt Pulley

Guide Roller

Tensioning Element for

Belt Drive 2

Vibration Damper

Tensioning Element for

Belt Drive 1

S452_020

10

Air Supply
Air Ducting
The central component of the air supply system is the charger module mounted within the V of the engine. It
contains the supercharger rotors, charge air cooler and other components.

Hemholtz Resonator

Charger Module
Supercharger Rotors

Air Filter

Charge Air Cooler

S452_028

During the engine development, it was important that there was low noise from the supercharger and air intake.
As a result, a resonator is used between the air filter and the supercharger. This resonator is named after its
inventor Helmholtz. This resonator converts sound energy into other forms of energy, such as kinetic energy.

11

Air Supply
Supercharger Basics
The supercharger is a Roots blower. It is named after the brothers Philander and Francis Roots, who patented it in
1860. The Roots blower has a housing with two rotating shafts. Outside of the housing, these shafts are driven
by a pair of gears that run synchronously at the same speed in opposite directions.
Superchargers are rotary piston blowers without internal compression. One very important part of the design is
that the rotors are sealed against each other and against the housing. This is difficult because there must be as
little friction as possible.
During operation (rotation of rotors), the air is transferred between the lobes and the outer wall from the air intake
(fill side) to the outlet port (discharge side).
Air Intake

Rotor 2

Roots blower
The original blowers had two-lobe rotors that
displaced the air without compressing it. The air
intake and outlet port were arranged vertically in
relation to the rotors.

Rotor 1
S452_008

Outlet Port

The latest generation of superchargers mostly have

three lobes and are screw-type. The air intake and
outlet port are horizontal in relation to the screws.
The air is displaced and compressed.

S452_065

12

Air Supply
Advantages and Disadvantages of Mechanical Supercharging
Inside the Supercharger

S452_007

Advantages

Disadvantages

Charge pressure immediately available on demand

The charge pressure is delivered constantly and
rises with the engine speed

Very difficult to produce due to very small

manufacturing tolerances (the rotors against the
housing and the rotors against each other)

The charge air does not have to be cooled as

much as turbocharged air

Greater sensitivity to foreign bodies such as dirt

entering the clean air route

Long life, maintenance-friendly operation

Relatively heavy weight

Compact design (can be mounted within the inner

V in place of the intake manifold to save space)

Greater noise insulation is necessary

Fast, dynamic torque build-up; early peak torque,

and good take-off performance

Part of the engine power is lost to drive the

supercharger

Very short path to the cylinder for the compressed

air. A very small volume of air results giving
spontaneous response.
Improved emissions: The catalytic converter
reaches its operating temperature faster. In
turbocharged engines, part of the thermal energy
is lost to drive the turbocharger.

13

Air Supply
Charger module
The charger module used by Volkswagen is a four-lobe screw-type supercharger. The lobes on the two rotors are
twisted 160 along the longitudinal axis. This results in a continuous supply of air with little pulsation.

Design
The charger module fits completely within the inner V
of the engine. This allowed the engine to be lower in
height and meet pedestrian protection requirements.
The total weight of the module is 39.6 lb (18 kg)
(without coolant). The power consumption of the
charger module is between 2 and 51 hp (1.5 and
38kW) depending on the engine speed.

Supercharger Rotors

Bearing Cover

Synchronous Gears

Drive Shaft with Bearings

Front Rotor Bearings

Decoupling Element (SSI)

Pulley

14

Drive Housing

Air Supply

Throttle Valve Control Module J338

By-pass Pipe

Control Valve Control Unit J808

Charge Air Pressure

Sensor G31
Intake Manifold
Temperature Sensor G72
Damping Plate

Charge Air Cooler

Intake Air Temperature Sensor G42

Manifold Absolute Pressure Sensor G71

Rear Rotor Bearings

Transport Bracket

Charge Air Pressure Sensor 2 G447

Intake Air Temperature Sensor 2 G430

S452_030

15

Air Supply
Supercharger Drive
There is a decoupling element in the supercharger drive housing. This element is a torsional vibration spring.
Crankshaft force is transferred from the belt pulley by the decoupling element to the synchronous gears. The
decoupling element reduces crankshaft vibrations to reduce engine noise. This also considerably reduces belt
load.

Supercharger Rotors
Charge Air Cooler

Torsional Vibration Spring

Bearing Cover
Decoupling Element

Drive Housing
Front Rotor Bearings
Pulley

Synchronous Gears
Drive Shaft with Bearings

Refer to ElsaWeb for the supercharger

belt change interval.

16

S452_031

Air Supply
Function
A torsional vibration spring is located in the drive
housing of the supercharger. The spring transfers the
drive power from the belt pulley to the synchronous
gears.

Torsional Vibration Spring

The torsional vibration spring was designed so that

engine pulses are transferred softly and efficiently.

Pulley

Synchronous Gears

S452_035

The rotors are driven by the synchronous gears and rotate in opposite directions. The high number of teeth on
the synchronous gears also reduce the transfer of vibrations. These gears are pressed onto the rotor shafts. The
fit is very precise so that the rotor lobes do not touch each other. The oil contained in the drive head never needs
to be changed.
Exception:
If the drive head or the torsional vibration spring is damaged, a special oil refill may be required see ElsaWeb for
more information.

The four-lobe rotors are twisted at 160. Both rotors

run using maintenance-free antifriction bearings.
The rotors have a special coating containing graphite
to minimize wear during the break-in phase. This
coating guarantees optimum sealing to prevent air
leakage.

Rotors

Rear Rotor Bearings

S452_036

17

Air Supply
Control of Air Flow and Charge Pressure
Since the supercharger is constantly driven, the
charge pressure needs to be regulated or the
compressor would constantly deliver the maximum
charge pressure for any given engine speed.

Regulating Flap

Damping Plate

However, since charge air is not required in all

operating states, there would be excessive pressure
on the discharge side of the supercharger. This
would then lead to the engine unnecessarily losing
power. The Control Valve Control Unit J808 is located
in the supercharger with a regulating flap to control
the flow of charge air. When the regulating flap is
opened, part of the displaced air volume is returned
to the intake side.
Charge Air Pressure Sensor 2 G447
Intake Air Temperature Sensor 2 G430

Idle speed

Intake Air Temperature Sensor G42

Manifold Absolute Pressure Sensor G71
S452_037

The regulating flap is open and the throttle valve is

closed. Part of the delivered air volume is returned to
the intake side.
Throttle Valve

Partial load
The regulating flap is open and the throttle valve is
almost closed.

Full load
The regulating flap is closed. The air flows through
the throttle valve, the two rotors and the charge air
cooler to the engine.

Charge Air Cooler

Outlet Ports
Rotors

Overrun
The regulating flap is open and the throttle valve is
closed.

18

S452_038

Air Supply
Control Valve Control Unit J808
The Control Valve Control Unit J808 is used to regulate the charge pressure for the 3.0L V6 TSI engine. It is
located inside the charger module and has a bypass pipe to connect the discharge side to the intake side.

Regulating Flap

Control Door Adjustment

Motor V380

Control Valve Position

Sensor G584

S452_044

Tasks of Control Valve Control Unit J808:

Regulation of the charge pressure specified by the ECM
Limitation of maximum charge pressure to 1.9 bar absolute pressure

19

Air Supply
J808 Function

Legend
G584 Control Valve Position Sensor
J808 Control Valve Control Unit
V380 Control Door Adjustment Motor
(type: DC motor (direct current motor))
1 Sensor voltage earth
2 Control signal
3 Sensor voltage positive
4 + 5 Motor supply voltage

S452_045

Control Valve Position Sensor G584

This component detects the position of the regulating flap. It is mounted in the top of the actuator housing. Its
output voltage range is between 0.5 and 4.5 V. The potentiometer works according to the magnetoresistive
measuring principle. This eliminates electromagnetic radiation (EMC) interference.

Effects of signal failure

The regulating flap receives no current and is moved to the open position by a spring. If failure occurs when
driving the flap defaults to the open position. No charge pressure is built up. Neither the full power nor the full
torque is available. The Malfunction Indicator Lamp K83 illuminates upon failure.

Signal use
The signal from the regulating flap is used to detect the position of the regulating flap. It is also used to
determine the adjustment values.

20

Air Supply
Load Regulation
The Control Valve Control Unit J808 works in conjunction with the Throttle Valve Control Module J338. The
diagram shows how the two flaps share the work. In the partial load/natural aspiration range, the regulating
flap is open and throttle-free, and the engine throttle valve controls the load. In the charge pressure range, the
regulating flap takes care of load regulation and the engine throttle valve is fully open.

Opening Angle [degrees]

Intake Manifold Pressure [mbar]

Load switch at 300 rpm

S452_049

Intake manifold pressure

Regulating flap
Engine throttle valve

1. Natural aspiration range

2. Ambient pressure
3. Charging range

21

Air Supply
Charge-Air Cooling
The charger module has a charge air cooler for
each cylinder bank. They are water-cooled and are
connected in parallel in the charge air cooling system.
Bleeder Screws
Right-Hand Charge Air Cooler

Charger Module

Left-Hand Charge Air Cooler

Side Seal for

Charge Air Cooler

Charge Air Cooler Gasket Set

S452_039

Particular care should be taken when removing and installing the charge air cooler.
Please note the information in ElsaWeb.

22

Air Supply
Noise Insulation
Another goal during development was to reduce the noise from the supercharger.
Damping Plate

Multi-layer Damping Plate

A multi-layer damping plate controls the sound
generated from the compressed air flowing against
the inside of the housing.

S452_040

Insulating Mats

Insulating Mats
Several insulating mats are inserted between the
charger module, the cylinder head and the cylinder
block.
They insulate against noise from the supercharger
and radiation of heat from the engine to the
supercharger. The charge air would become
excessively hot if the insulating mats were not used.
Two small insulating inserts are located at the rear of
the charger module.

S452_042

There are additional insulating mats underneath the

charger module in the inner V of the engine. A larger
mat is positioned between the two intake manifolds
and two narrower insulating mats are located at
the side between the intake manifolds and cylinder
heads.
The adjacent illustration shows the complete set of
insulating mats
S452_043

23

Air Supply
Sensors for Measuring Air Flow and Charge Pressure
The air mass and the charge pressure are used as
the main control variables for load regulation in the
engine. There are several sensors that function
identically. They measure the intake air temperature
and the intake manifold pressure. The first sensor
is behind the Throttle Valve Control Module J338. It
contains the following senders:
Intake Air Temperature Sensor G42
Manifold Absolute Pressure Sensor G71
The two other sensors are attached to the charger
module. They measure the pressure and air
temperature for each cylinder bank. It is important
that the measuring point is downstream of the
charge air coolers. The measured values obtained
then also correspond with the actual air mass of the
cylinder banks. The following senders are built into
the two sensors:

Intake Air Temperature Sensor G42

Manifold Absolute Pressure Sensor G71

S452_046

Charge Air Pressure Sensor G31 (cylinder bank 1)

Intake Manifold Temperature Sensor G72 (cylinder
bank 1)
Charge Air Pressure Sensor 2 G447 (cylinder bank
2)
Intake Air Temperature Sensor 2 G430 (cylinder
bank 2)

Charge Pressure Sensor and

Intake Manifold Temperature Sensor

S452_047

Circuitry
G42 is a temperature sensor with negative
temperature coefficient (NTC). The resistance of G42
sends a voltage signal to the ECM.
Legend
G42 Intake Air Temperature Sensor
G71 Manifold Absolute Pressure Sensor
15 Terminal 15
31 Terminal 31
1 Intake Manifold Pressure Voltage Signal
2 Intake Air Temperature Resistance Signal

24

S452_048

Air Supply
Intake Manifold Flaps
Intake manifold flaps are used to improve the fuel/
air mixture formation. They are located between the
charger module and cylinder head.

The intake manifold flaps must be in the

power position (intake port open) when
the intermediate flange is installed.

Intake manifold flap module, left-hand cylinder bank

Operation of the Shaft for

Intake Manifold Flaps

Intake Manifold Runner

Position Sensor G336

S452_050

Intake Manifold Flaps

Vacuum Unit

Intake Manifold Runner Control Valve N316

The intake manifold flaps, which are attached to
a common shaft, are operated by a vacuum unit.
The vacuum required is applied by N316. The ECM
activates N316 using a map.

Effects upon failure

When N316 is not triggered or is faulty, no vacuum is
applied. In this state, the intake manifold flaps close
the power channel in the cylinder head due to the
spring force of the vacuum unit. The engine output is
reduced.

S452_051

25

Air Supply
Intake Manifold Runner Position Sensor G336
Two sensors monitor the position of the intake
manifold flaps:

Vacuum Unit

Cylinder bank 1:
Intake Manifold Runner Position Sensor G336
Cylinder bank 2:
Intake Manifold Runner Position Sensor 2 G512
The sensors are integrated in the vacuum unit flange.
They are contact-free rotation angle Hall sensors.
S452_052

A voltage signal is generated in the sensor

electronics and evaluated by the ECM.

Intake Manifold Runner

Position Sensor G336

Signal use
The signal is used to monitor the position and for diagnostic purposes, for example, in case of wear.

Effects of signal failure

The position is no longer recognized correctly. Diagnosis is not possible. The exhaust emissions warning lamp
K83 lights upon failure. There may be a loss of power.

Voltage Signal [V]

Signal pattern of potentiometer for intake manifold flap

S452_075

Rotation Angle [degrees]

26

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Cooling System
Low-Temperature Cooling Circuit
The low-temperature cooling circuit is a separate
cooling circuit with its own coolant expansion tank
and two radiators.
One radiator is located at the front right in the wheel
housing, and the other radiator is in front of the main
radiator (in the direction of travel). The coolant pump
is located near the front of the engine. The lowtemperature cooling circuit cools the charge air and
the power electronics.
Temperatures up to 176 F (80 C) are reached in the
low temperature cooling circuit.

The Low Temperature Circuit Coolant Pump V468 is

activated using maps stored in the ECM.
Some of the coolant flowing to the voltage converter
is directed past the voltage converter and straight
to the charge air coolers using a bypass with a hose
thermostat.
The voltage converter only has a minor cooling
requirement compared with the charge air coolers.
At coolant temperatures < 59 F (15 C), the hose
thermostat closes to send all of the coolant through
the voltage converter. At low coolant temperatures,
the charge air coolers also work well even at low flow
volumes.

Transmission

Electric Motor
Voltage Converter
Charge Air Cooler

Low Temperature
Circuit Coolant
Pump V468

Engine

Hose Thermostat
Coolant Expansion Tank

Radiator - 1

Radiator - 2

Fan
S452_073

28

Cooling System
Coolant Pump for Charge Air Cooling and Voltage Converter
An electrically driven coolant pump Low
Temperature Circuit Coolant Pump V468 is used
for the charge air cooling system and to cool the
voltage converter. It pumps the heated coolant from
the charge air coolers in the charger module and the
voltage converter to two low-temperature radiators.
The coolant pump is a centrifugal pump.
S452_026

The following components are integrated in the

pump module:

The electrical connector for the coolant pump has

three pins:

Centrifugal pump
Battery voltage from Transmission Control Module
J217

Electric motor
Electronic control

PWM signal from the ECM

Terminal 31

Function of Coolant Pump Control

The coolant pump is regulated in relation to the temperature measured downstream of the charge air cooler
(on the basis of the map in the ECM) and also the pressure downstream of the charge air cooler. It always runs
when the ignition is switched on. The minimum speed is 50% of its maximum speed. The coolant pump is
controlled by the ECM with a PWM signal. The pump electronics calculate the required pump speed from this
signal and regulate the electric motor. The coolant pump signals its actual state to the ECM by periodically shortcircuiting the PWM wire. This process runs in cycles whenever the pump is running.

Effect of faults in the coolant pump for low-temperature circuit V468

Cause of fault

Message

Pump failure due to electrical fault or mechanical fault in the

pump signalled by the pump to the ECM.

An entry is made in the fault memory of the ECM. Since

the reduced power is only noticeable at full throttle and
the emissions are not affected, a warning lamp does not
illuminate. If the system detects too high of charge air
temperature, engine power is reduced.

Open circuit in signal wire

The pump runs on its own at maximum speed. A fault entry

is made in the ECM. The Malfunction Indicator Lamp K83
illuminates.

Open circuit in a pump voltage supply wire

The pump does not work. A fault entry is made in the ECM.
The Malfunction Indicator Lamp K83 illuminates.

29

Cooling System
High-Temperature Cooling Circuit
An innovative thermal management system is used
on the 3.0L V6 engine. This increases the efficiency
of thermal distribution between the combustion
engine, transmission, interior heating and electric
motor.
The thermal management system allows the engine
to heat up before allowing the coolant to circulate
to the other components. This results in lower
CO2 emissions, a corresponding reduction in fuel
consumption and an increase in heating comfort.

The cooling system is regulated partly by

temperature sensors and partly by ECM maps.
The belt-driven coolant pump can be activated and
deactivated using vacuum control.
The High Temperature Circuit Coolant Pump V467
ensures that the heat exchanger, ATF preheater and
the e-machine have a sufficient supply of coolant.
V467 delivers approximately 20 liters/min at
maximum speed. It is tested in the same way as
Low Temperature Circuit Coolant Pump V468.

Example diagram
Engine Coolant
Temperature Sensor
G62

High Temperature Circuit

Coolant Pump V467

Shut-Off Valve

Cylinder Head

Engine Temperature
Control Temperature
Sensor G694

Heating System
Heat Exchanger

ATF Preheater

Engine Block

3/2-Way
Valve
Radiator
Electric Motor/
Generator

Coolant Pump

Thermostat

30

S452_067

Cooling System
On-Demand Coolant Pump
The coolant pump is belt driven and can be activated and deactivated as needed.
Coolant pump delivering

Coolant pump not delivering

S452_088

Vacuum Connection
Shutter

Coolant Pump

When deactivated, the coolant pump allows the engine to reach operating temperature as quickly as possible.
After a cold engine start, the coolant pump remains switched off for up to 2 minutes and then it is activated to
protect the engine.
The delivery volume of the coolant pump is approximately 2 liters/min while the engine is idling.

Please note the filling guidelines in ElsaWeb.

31

Exhaust Gas Treatment

Secondary Air System
The secondary air system ensures that the catalytic
converters heat up quickly and that the exhaust gas
emissions are reduced. The system blows air into
the exhaust system downstream of the exhaust
valves for a defined period after a cold start.

The unburned hydrocarbons and carbon monoxide

contained in the exhaust gas or stored in the catalytic
converter then react with oxygen in the combustion
gases. The heat released allows the light-off
temperature of the catalytic converter to be reached
faster.

Secondary Air Inlet Valves 1 + 2

Combination Valve 2

Combination Valve 1

Secondary Air
Injection Motor

S452_053

Difference from previously used systems:

Two secondary air inlet valves are used.
The previous version had a single Secondary Air Injection Solenoid Valve N112.

32

Exhaust Gas Treatment

Secondary Air Inlet Valves
The two secondary air inlet valves for controlling
the two combination valves are located on the rear
of the engine. They control the vacuum and are
electrically activated by the ECM. If there is a fault
in the system, the exhaust gas limit values may be
exceeded very quickly.

Secondary Air
Injection Solenoid
Valve N112

Combination Valves for

Secondary Air

Failure to assemble the connectors and

hoses for the secondary air inlet valves
correctly will result in diagnostic faults.

Secondary Air
Injection Solenoid
Valve 2 N320

S452_054

Checking the System

The secondary air mass is calculated by the ECM using the changing oxygen content. The diagnosis is not made
during the normal secondary air operating time because the oxygen sensors reach their operating temperature
too late. The system is controlled separately for diagnosis. The check is performed in several phases.

Measuring phase:
The secondary air pump and the secondary air inlet valves are activated by the ECM and the combination valves
are opened. The ECM evaluates the signals from the oxygen sensors and compares them with the threshold
values. If the threshold values are not reached, a fault is recorded.

Offset phase:
After switching off the secondary air pump, the quality of the mixture pre-control is evaluated. If the calculated
value deviates too greatly, the result of the secondary air diagnosis is discarded. It is presumed that there is a
fault in the mixture formation.

33

Oil Supply
Oil System
The lubrication system was designed to reduce the friction inside of the engine as well as the power
consumption of the oil pump while retaining the ability to deliver oil as necessary.
As a result, a vane cell oil pump is being used in a gasoline engine for the first time. This style of pump has been
used previously in the 3.0L TDI diesel engine as a fuel supply pump or as a power steering pump.

Oil Filter

Oil Pressure
Regulation Valve N428

Oil Pump
Oil Cooler

Coolant Connections

Unfiltered Oil Intake

Unfiltered oil channel

Filtered oil channel

34

S452_021

Oil Supply
Volumetric Flow-Controlled Oil Pump
Low delivery volume
Volumetric flow is used to reduce the power required
to drive the oil pump. The pump is a vane cell
oil pump with an adjustment ring that rotates on
bearings. This rotation allows for variable oil delivery.
Oil pressure can be applied to this adjustment ring at
control surfaces 1 and 2 to move it against the force
of the control springs.

Oil Pressure Regulation Valve N428

Activated
Crankshaft Oil Channel

At engine speeds up to 4,500 rpm or torque up

to 221 lb/ft (300 Nm), the Oil Pressure Regulation
Valve N428 is grounded by the ECM, opening the
oil channel on the second control surface of the
adjustment ring.
This allows oil pressure to act equally on both control
surfaces.
The resulting forces are greater than those from the
control springs and turn the adjustment ring counterclockwise. The adjustment ring rotates into the
center of the vane cell pump and reduces the size of
the delivery chamber between the vane cells.
The lower pressure level (1.5+/0.2 bar) is controlled
in relation to the engine load, engine speed and oil
temperature, which reduces the power required to
drive the oil pump.

Low delivery volume

Control Surface 1

Adjustment Ring

Counter Bearing
Oil Pressure Applied
from Crankshaft Oil
Channel

S452_081

The Reduced Oil Pressure Switch F378 is located

in the V of the engine and measures the low
pressure level. Its measuring range is between 0.75
- 1.05 bar (relative pressure). If there is a system
fault, the red oil warning lamp in the instrument
panel will illuminate.

Delivery
Chamber
Vane Cells
Control Surface 2
Control Spring

S452_082

35

Oil Supply
Large delivery volume
From a speed of 4,500 rpm or a torque of 221 lb/ft
(300 Nm), the ground to the Oil Pressure Regulation
Valve N428 is opened by the ECM, closing the oil
delivery to control surface 2.

The control spring rotates the adjustment ring

clockwise around the counter bearing. The
adjustment ring is now rotated away from the center
position and enlarges the delivery chamber between
the individual vane cells.

The oil pressure (3.6+/0.4 bar) applied now only acts

on control surface 1 and applies a lower force against
the force of the control spring.

More oil is delivered due to the larger chambers

between the vane cells.
If the N428 fails, the pump will only run at a high
pressure level.

Solenoid Valve Closed When Not Energized

Oil pressure (bar)

Oil pressures at 212 F (100 C) oil temperature

Engine speed (rpm)

Solenoid valve not energized
Solenoid valve activated

S452_085

Large delivery volume

Control Surface 2

Adjustment Ring Set to

Maximum Delivery

Counter Bearing
S452_083

The Oil Pressure Switch F22 is located on the oil filter

module and measures the high-pressure level. Its
measuring range is between 2.4 - 3.1 bar (relative
pressure). If there is a system fault, the yellow oil
warning lamp in the instrument panel will illuminate.

36

Delivery
Chamber

Control Surface 2

S452_084

Oil Supply
Oil Level Sensor
Oil Level Thermal Sensor G266
Using the hot-wire principle
This is the design of the previous oil level sensor and
works using a heated wire. The measuring element
is briefly heated to a temperature above the current
oil temperature.
After the heating voltage is switched off, the
measuring element cools to the temperature level
of the oil. The oil level is calculated from the time
required for cooling.

S452_080

Oil Level Thermal Sensor G266

Using ultrasonic technology
This is the new oil level sensor design and operates
using ultrasonic impulses emitted from the base that
are reflected by the surface of the oil. The oil level
is calculated from the time difference between the
transmitted and returned pulse on the basis of the
speed of sound.
Both sensors process their measured signals in an
electronic system that is integrated in the sensor
housing. A PWM signal is the output. (PWM = pulse
width modulation).
Advantages of the ultrasound sensor:
The sensor signal is available very quickly (after
approximately 100 ms)
Low power consumption < 0.5 A (oil temperature
and oil level sender up to 5 A)

S452_086

37

Oil Supply
Display of Oil Level on Infotainment System
A traditional oil dipstick has been eliminated and the oil can now be checked using the infotainment system.
The car menu in the RNS850 display is used to check the oil level. Any warnings regarding the oil level are
displayed in the instrument cluster.
Two measuring methods are used to check the oil level dynamic and static measurement.
Important factors for each measurement are:
Dynamic measurement

Static measurement

Engine speed
Longitudinal and lateral acceleration from the ESC
control module

Ignition On (the measuring process is started

as soon as the drivers door is opened to obtain a
measuring result as quickly as possible)

Hood switch (hood must be closed)

Engine oil temperature > 104 F (40C)

Engine temperature (engine should be at operating

temperature)

Engine speed < 100 rpm

Driving cycle after last hood contact > 31 miles (50

km) and
There must be a certain number of measured
values within the driving cycle.
The dynamic measurement is made while the vehicle
is driving.
The measurement is interrupted if:
there are high acceleration values,
oil temperature > 284 F (140 C) or
hood switch F266 has been operated.

38

Engine is stationary > 60 sec.

The acceleration values from the ESC control module
are used to check if the vehicle is on an incline.
The parking brake signal is used to ensure that the
vehicle is stationary.

Oil Supply
Example of a static measurement
If the hood is opened, the dynamic measuring cycle is interrupted by the Engine Hood Contact Switch F266 being
operated.
As a result, the oil level would only be displayed again after a driving cycle of 31 miles (50 km). If, however, the
conditions for static measurement are met, the driver or a mechanic can measure the oil level even if F266 has
been operated.

S452_072

Gauge
A = Oil level OK, do not top up oil
B = Oil level too low, top up oil (approx. 1 liter)
C = Oil can be topped up (approx. 0.5 liters)
D = Overfill warning, reduce oil level immediately

39

Oil Supply
Oil Level Measurement
The vehicle must be on level ground.
The oil temperature must be between 140 and 248 F (60 and 120 C).
Wait briefly after stopping the engine to allow the oil to flow back into the oil sump.
Turn the ignition on, press the CAR infotainment button and then the Service function button.

The display of the oil pressure/oil level in the dash panel insert is displayed as follows:

Possible cause

Remedy

Lights up

Engine oil level too low Turn off engine. Check oil level.

Lights up

Problem with the

engine oil pressure

Flashes

Engine oil pressure

too low

Flashes

Engine oil system

malfunction

Drive to a dealership below the maximum engine speed

indicated in the instrument cluster and have the system
checked.
STOP! Do not continue driving! Turn off engine. Check oil
level. Do not continue driving if the warning lamp flashes,
even if the oil level is OK. Seek professional help.
Visit a dealership. Have the engine oil sensor checked.

The oil tester dipstick T40178 can be

used to check the oil level during service.

40

Page intentionally left blank

Fuel System
Demand-Regulated Fuel System
The demand-regulated fuel system has been developed from previous TSI engines. Both the electrical fuel pump
and the high-pressure fuel pump only deliver the amount of fuel that the engine requires at a given moment. This
reduces both electrical and mechanical drive power, increasing fuel savings.

Fuel Pressure Sensor G247

Low Fuel Pressure

Sensor G410

Cylinder Fuel Injectors

2, 4, 6
N31, N33, N84
Fuel Metering
Valve N290

Cylinder Fuel Injectors

1, 3, 5
N30, N32, N83

Pressure Free

Fuel Filter

To ECM
Battery (+)
Ground ()

Fuel Pump
Control Module
J538

Fuel System
Pressurization Pump G6

High pressure
S452_055

Low pressure

42

Fuel System
Injectors
The injectors were developed in collaboration with
Continental (previously Siemens VDO).
The six-hole injectors were configured to ensure
optimum homogenization of the fuel/air mixture in
all operating states of the engine. The flow quantity
was also raised considerably. This reduces the
injection duration (less than 4 milliseconds at full
load).

The time window for injection can be selected

so that neither a very early injection time (fuel
accumulation on piston) nor a very late injection time
(short period of mixture formation until ignition time)
needs to be selected. The new injectors make a
substantial contribution to
reducing the hydrocarbon emissions
increasing the combustion speed
reduced knocking tendency.

S452_057

43

Fuel System
System Overview
Sensors
Charge Air Pressure Sensor G31
Intake Manifold Temperature Sensor G72
Manifold Absolute Pressure Sensor G71
Intake Air Temperature Sensor G42

Engine Temperature
Control Temperature
Sensor G694

Charge Air Pressure Sensor 2 G447

Intake Air Temperature Temperature Sensor 2 G430

Brake Booster
Pressure Sensor G294

Secondary Air Injection Sensor 1 G609

(for ULEV vehicles only)

Camshaft Position
Sensor G40 G300
(inlet/outlet bank 1)

Engine Speed Sensor G28

Throttle Valve Control Module J338
EPC Throttle Drive Angle Sensor 1 and 2 G188
and G187
Control Valve Control Unit J808
Control Valve Position Sensor G584

Camshaft Position
Sensor 2 G163 G301
(inlet/outlet bank 2)

Hybrid CAN-Data Bus

Accelerator Pedal Position Sensor G79

Accelerator Pedal Position Sensor 2 G185
Brake Lamp Switch F
Fuel Pressure Sensor G247
Low Fuel Pressure Sensor G410
Knock Sensor 1 G61 (bank 1)
Knock Sensor 2 G66 (bank 2)

Engine Control Module

J623

Fuel Level Sensor G

Fuel Level Sensor 2 G169
Oil Pressure Switch F22
Oil Level Thermal Sensor G266

Heated Oxygen Sensor G39

Heated Oxygen Sensor 2 G108
Heated Oxygen Sensor after
Catalytic Converter G130
Heated Oxygen Sensor 2 after
Catalytic Converter G131

Reduced Oil Pressure Switch F378

Engine Coolant Temperature Sensor G62
Engine Coolant Temperature Sensor on Radiator G83
Intake Manifold Runner Position Sensor G336 (bank 1)
Intake Manifold Runner Position Sensor 2 G512 (bank 2)
Brake Pedal Position Sensor G100

44

Additional signals:
Cruise Control Switch E45
Starter Relay J53
Starter Relay 2 J695

Fuel System
Actuators
Fuel Pump Control Module J538
Transfer Fuel Pump G6
Cylinder Fuel Injectors 1 6
N30 33 and N83, N84
Ignition Coil 1-6 with Power Output Stage
N70, N127, N291, N292, N323, N324
Throttle Valve Control Module J338
EPC Throttle Drive G186
Control Valve Control Unit J808
Control Door Adjustment Motor V380
Engine Component Power Supply Relay J757
Motronic Engine Control Module Power Supply
Relay J271
EVAP Canister Purge Regulator Valve 1 N80

Oil Pressure Regulation Valve N428

Fuel Metering Valve N290

Intake Manifold Runner Control Valve N316

Camshaft Adjustment Valve 1 and 2 N205
(inlet bank 1) and N208 (inlet bank 2)
Secondary Air Injection Pump Relay J299
Secondary Air Injection Pump Motor V101
Secondary Air Injection Solenoid Valve N112
Secondary Air Injection Solenoid Valve 2 N320

Diagnostic
connection

Coolant Fan Control Module J293

Coolant Fan V7
Oxygen Sensor Heater Z19
Oxygen Sensor Heater 2 Z28
Heater for Oxygen Sensor 1-2 after Catalytic
Converter Z29 and Z30
Output signals:
Engine speed to
Transmission Control
Module J217

High Temperature Circuit Coolant Pump V467

Low Temperature Circuit Coolant Pump V468

Brake System Vacuum Pump V192

Leak Detection Pump V144
(for vehicles with diagnostic pump for fuel system)
S452_060

45

Engine Management
Engine Control Module
A Bosch MED 17.1.6 engine control module is used
with the 3.0L V6 TSI engine.

Operating modes
The direct injection method operates in
homogeneous mixture formation. The complete
quantity of fuel is injected into the combustion
chamber during the intake stroke. The only exception
is during cold starting.

S452_061

Cold start
The double injection operating mode, also called homogeneous split (HOSP), is used during this phase. This
allows the catalytic converter to be heated up faster. The fuel is split into two quantities and injected into the
combustion chamber at different times. The time windows for injection are before and after the bottom dead
center of the piston. The intake valves are already closed for the second injection.
The HOSP operating mode is always used for cold starts. It is used to heat up the catalytic converters and
reduce the soot emissions.

46

Service
Special Tools
Description

Tool

Application

T40178
Oil gauge tester

Checking the oil level when there

are system errors

S452_090

T40206/2
Mounting for charger module

For mounting the supercharger on

the transmission support T40206

S452_064

47

Glossary
Blow-by gases

Hall sender

These are gases that escape past the pistons from

the combustion chamber and into the crankcase
while the engine is running. This is caused by both
the high pressures in the combustion chamber and
normal leaks past the piston rings.

Also known as Hall sensor or Hall generator, this

component uses the Hall effect to measure magnetic
fields and currents or for position sensing. If a
current flows through a Hall sender and it is moved
into a vertical magnetic field, it supplies an output
voltage that is proportional to the magnetic field
strength and current.

The blow-by gases are extracted from the crankcase

through a crankcase ventilation system and returned
to the combustion process.

Cracked connecting rod

Light-off temperature

This term for connecting rods refers to their

manufacturing process. The connecting rod shank
and connecting rod cap are separated from each
other by deliberate fracturing (cracking). The
advantage of this method is that the two pieces fit
together precisely.

The temperature at which the conversion rate of the

catalytic converter amounts to 50%. This is very
important for future emissions standards, as they
require correspondingly low pollutant emissions even
when the engine is cold.

EMC

PWM signal

This abbreviation stands for electromagnetic

compatibility. It ensures that technical devices do not
interfere with each other due to unwanted electrical
or electromagnetic effects.

The abbreviation PWM stands for pulse width

modulated signal. This is a digital signal that
switches a variable (for example, an electric current)
between two values.

ESC

This abbreviation stands for Electronic Stability

Control. It was previously known as ESP (Electronic
Stability Program).

48

The intervals of these changes are varied depending

on the control. Digital signals can be transferred by
this method.

Page intentionally left blank

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.vwwebsource.com

For Assistance, please call:

Volkswagen Academy
Certification Program Headquarters
1-877-791-4838
(8:00 a.m. to 8:00 p.m. EST)

Or, E-mail:
concierge@volkswagenacademy.com

50

Notes

51

Volkswagen Group of America

2200 Ferdinand Porsche Drive
Herndon, VA 20171
October 2010