89n303 the Touareg V10-TDI Engine

Self-Study ProgramCourse Number 89N303

The Touareg

V10-TDI Engine

Design and Function

Volkswagen of America, Inc.Service TrainingPrinted in U.S.A.Printed 03/2004Course Number 89N303

©2004 Volkswagen of America, Inc.

All rights reserved. All information contained inthis manual is based on the latest informationavailable at the time of printing and is subject tothe copyright and other intellectual propertyrights of Volkswagen of America, Inc., itsaffiliated companies and its licensors. All rightsare reserved to make changes at any timewithout notice. No part of this document maybe reproduced, stored in a retrieval system, ortransmitted in any form or by any means,electronic, mechanical, photocopying, recordingor otherwise, nor may these materials bemodified or reposted to other sites without theprior expressed written permission of thepublisher.

All requests for permission to copy andredistribute information should be referred toVolkswagen of America, Inc.

Always check Technical Bulletins and theVolkswagen Worldwide Repair InformationSystem for information that may supersede anyinformation included in this booklet.

Trademarks: All brand names and productnames used in this manual are trade names,service marks, trademarks, or registeredtrademarks; and are the property of theirrespective owners.

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 ComponentsOil Circulation, Coolant Circulation, Fuel System, Exhaust System,Overview of Engine Management

Service ..................................................................................................................... 40

Service Tools

The Self-Study Program provides you withinformation regarding designs and functions.

The Self-Study Program is not a Repair Manual.

For maintenance and repair work, always referto the current technical literature.

ii

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 dieseltechnology. Due to a multitude of innovative techniques, the highest demands in termsof performance, torque and emissions of a diesel engine are fulfilled for the luxuryvehicle 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.

Introduction

2

The V10-TDI Engine

The V10-TDI engine is a newly developed dieselengine in which innovative lightweightconstruction and enormous power are unitedwithin compact dimensions.

It has a 900 aluminum cylinder block with 5cylinders in each bank of the block. The controland auxiliary drive are gear-driven. The fuelinjection system uses solenoid controlled unitinjectors to ensure a high performance yield atlow exhaust emissions.

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3

Introduction

Engine Mechanics Technical Features

• Cylinder block made of aluminum with anend bracket made of cast-iron

• Joining of cylinder head and cylinder blockwith tie-rod bolt connection

• Control and auxiliary drive unit are gear-driven

• Balancer shaft to reduce vibrations

Engine Management Technical Features

• EDC 16

• Two Engine Control Modules

• Pneumatic controlled exhaust gasrecirculation with electric motor operatedintake manifold flaps

• Oxygen sensors for controlling exhaust gasrecirculation

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 RPM533 lb ft (750 Nm) @ 2250 RPM

= Power Output

= Torque

Engine (RPM)

Pow

er O

utpu

t

(

kW)

Torq

ue

(Nm

)

2,250

3,750

Engine Mechanics

4

Cylinder Block

The cylinder block assembly consists of threecomponents; an aluminum cylinder block, upperand a lower end brackets. The aluminumcylinder block provides a significant weightreduction for the 90° cylinder banks. The hightensile cast iron end brackets give the assemblya rigid platform.

Plasma-Sprayed Cylinder Walls

For the first time in diesel engines, a plasma-sprayed running film is applied to the cylinderwalls. As a result, the use of cylinder liners inthe aluminium cylinder block is no longernecessary. This reduces the weight of theengine and permits compact dimensions due toa short distance between the cylinder bores.

Top Portion ofCylinder Block

End Brackets

Plasma Jet

Plasma Burner

Cylinder Wall

303_031

303_069

5

Engine Mechanics

End Bracket

The upper and lower end brackets are manufactured from high tensile cast iron. The upper andlower portions of the end brackets use a press fit; and 4 bolts per main journal to provide thecrankshaft with a strong and rigid structure to contain the high combustion forces of the dieselengine.

The cylinder block will be damaged ordeformed by loosening the boltsconnecting the cylinder block with theupper portion of the end bracket .

End Bracket,Upper Portion

End Bracket,Lower Portion

End Bracket ,Lower Portion

Crankshaft BracketUpper Portion

Press Fit

Bolted ConnectionBalancer Shaft Thrust Bearing

303_077

303_087

303_022

Engine Mechanics

6

Cylinder Head

The V10-TDI engine has two aluminium-alloycylinder heads. The intake and exhaust ports arearranged according to the crossflow principle;that is, the intake and exhaust ports are locatedon opposite sides of the cylinder head. Thisarrangement provides good gas exchange andthus good cylinder filling. The intake ports arelocated in the V space of the engine, while theexhaust ports are on the engine exterior.

Connecting Bolt Principle

To prevent tension in the cylinder block, thecylinder heads, cylinder block, and upper portionof the end bracket are bolted to each otherusing connecting bolts.

Exhaust PortIntake Port

Connecting Bolts

Cylinder Head

Balancer Shaft Bearing

End Bracket,Lower Portion

End Bracket,Upper Portion

Cylinder Block

303_025

303_049

7

Engine Mechanics

Crankshaft

The crankshaft of the V10-TDI engine is made oftempered steel; forged from one piece. Theauxiliary drive gear, engine speed sensor wheel,and bolted-on counterweights are located onthe crankshaft.

Crank Pin Offset

The cylinders of a 4-stroke engine fire withintwo complete revolutions of the crankshaft(720°). To attain uniform ignition, the ignitionangle 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 attainuniform 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

Engine Mechanics

8

Pistons and Connecting Rods

To keep the demands on the piston andconnecting rods low at high combustionpressures, the piston pin bosses and theconnecting rod boss have a trapezoidal shape.This distributes the combustion forces over abroader area. The piston pin bosses are alsostrengthened by brass bearings.

A cooling channel is infused into the piston tocool the piston ring zone. Oil is injected into thiscooling channel from the oil-spraying jets assoon as the piston is located at bottom deadcenter.

Connecting Rod

The connecting rod is forged from a highdensity sintered metal. To separate the capfrom the rod a procedure called “Cracking” isrequired.

Piston Pin Axis Offset

The piston pin axis is offset to prevent noisefrom the tilting of the piston at top dead center.

Each time the connecting rod is in a slopingposition, lateral piston forces occur whichalternately press the piston against the cylinderwalls.

The lateral piston force changes direction at topdead center. The piston is tilted to the oppositecylinder wall there, thus resulting in noise.

To prevent this, the piston pin axis is offset.

Due to the offset arrangement of the piston pinaxis, the piston changes sides before it reachestop dead center and then supports itself on theopposite cylinder wall.

Cooling Channel

Brass Bearing

Top Dead Center

Brass Bearing

303_097

303_098

303_099

9

Engine Mechanics

Balancing

To attain low vibration running of the engine, themoments of inertia must be balanced.

For this, 6 counterweights are attached to thecrankshaft. In addition, a counter rotatingbalancing shaft and a weight located in the drivewheel of the balancing shaft eliminate themoments of inertia. The balancing shaft is drivenby the crankshaft and serves as a driveshaft forthe oil pump.

The counterweights are made of a tungstenalloy. As tungsten has a high density, theweights be small in size, which saves space.

Vibration Damper

The vibration damper reduces the rotationalvibrations of the crankshaft. It is filled with asilicone oil.

The rotational vibrations of the crankshaft areeliminated by the shear force of the silicone oil.

Silicone Oil

Oil PumpDrive Gear

Counterweight

Balancing Shaft

Counterweight

Counterweight

Crankshaft

Engine SpeedSensor Wheel

303_008

303_024

Vibration Damper

Engine Mechanics

10

Auxiliary Drive and Components

The auxiliary drive is located on the flywheelside.

The camshafts and the auxiliary components aredriven by the crankshaft by helical gears.

The advantage of a gear drive over a toothedbelt is that larger forces can be transferred whilethe size of the gears remains the same as thesprockets used for toothed belt. In addition, atoothed belt will stretch with age, changing camtiming.

The auxiliary drive is also maintenance-free.

Coolant Pump

Camshaft Drive

Power Steering Pump

Gates Drive

Air Conditioning (A/C)Compressor

Direction of Travel

11

Engine Mechanics

Alternator

Camshaft Drive

Drive Module

Crankshaft

303_016

Engine Mechanics

12

Camshaft Drive Gear,Cylinder Bank 1

Compensation Gear

Coolant PumpDrive Gear

Alternator Drive Gear

Camshaft Drive Gear,Cylinder Bank 2

Crankshaft

Power Steering Pump andAir Conditioning SystemCompressor Drive Gear

Oil Pump/Balance Shaft Drive Gear

Bolted Connection with BearingTunnel

303_003

13

Engine Mechanics

Drive Module

The drive module uses helical gears to drive thecamshafts, coolant pump, alternator, powersteering pump and air conditioning compressor.The helical gears are mounted in two carrierplates made of cast iron to provide uniformexpansion through the entire temperatureoperating range of the engine.

The drive module is connected by three bolts tothe bearing tunnel formed by the upper andlower cast iron end brackets.

The gears have a helix angle of 15°; with twotooth mesh. The two tooth mesh provides alarger bearing surface that is stronger andquieter than a spur gear mesh.

Oil Supply Line

Carrier Plate

Carrier Plate

Carrier Plate

Carrier Plate

303_004

303_102

Engine Mechanics

14

Shackle Joint

The camshafts located in the cylinder head aredriven by gears located in brackets called ashackle joint.

The shackle joint is used to compensate for theend play of the gears and expansion of thealuminium cylinder heads and cylinder blockthroughout the entire operating temperature ofthe engine.

How it Works

When subjected to heat, the spacing betweenthe camshaft to the drive module changes.

The compensation wheel in the shackle jointfollows the joint movement; thus the playbetween the wheels within the shackle jointremains equal.

CamshaftGear

CompensationGear

Drive Gear

Shackle

Balance Piston

Balance Piston

Camshaft GearShackle JointCylinder Head

303_007

303_113

303_045

15

Engine Mechanics

Balance Piston

Preload on the shackle joint is achieved by abalance piston. The piston consists of a sleeve inwhich several spring washers are arrangedbehind one another, axially tensioned.

The balance piston is bolted into the cylinderhead. Using a full floating axle, it tensions thetwo shackle joints; this prevents “danglingmovements” of the shackle joint.

Camshaft Gear

Shackles

Drive Gear

Drive Module

CompensationGear

BalancePiston

Setting for “Warm Engine”

Cylinder Head

Sleeve

SpringWashers

BalancePiston

Compensation Gear

Full Floating Axle

303_017a

303_017b

303_037

303_083

Engine Mechanics

16

Alternator

The alternator is arranged in a space-savingmanner in the V-space of the engine.

It is driven by a Gates® drive via a gear drive onthe transmission shaft. Due to the transmissionshaft, the alternator speed increases by a factorof 3.6 compared to the engine speed.

This provides an increased alternatorperformance that can cover high powerdemands of the vehicle electrical system evenwhen idling.

The alternator is liquid-cooled.

Coolant Connection

Alternator

Gates drive

Gear Drive

Crankshaft

Transmission Shaft

Powerflow

303_046

303_101

303_095

17

Engine Mechanics

Power Steering Pump/Air ConditioningSystem Compressor

The power steering pump and the airconditioning system compressor are arranged ina row on the engine block. The power steeringpump is driven directly by the gear drive. The airconditioning system compressor is driven by aGates® drive connected to the power steeringpump.

The overload protection of the air conditioningsystem compressor is implemented by areinforced rubber element.

The Gates® drive consists of two metal drivecouplings with lugs that fit into a fabricreinforced rubber sleeve. The elasticity of thesleeve compensates for small shaft bendingangles and changes in length between the drivecouplings. It also provides a vibrationdampening effect for torque fluctuations.

Air Conditioning SystemCompressor

Power Steering Pump

Gates Drive

303_048

303_072

303_096

Engine Mechanics

18

Return Oil

Pressurized Oil

Oil Circulation

Oil Cooler

Bypass Valve

Oil Filter

Oil Pressure Switch

Oil Return Baffle

ExhaustTurbocharger

Belt Drive ModuleOil Supply

Oil Pump

Oil Pressure ControlValves

Pickup Tube

Oil Separator

Oil-Spraying Jets(Piston Cooling)

Piston withCooling Channel

Vacuum Pump

Oil Return Baffle

Oil Return Baffle

303_053

The Oil Pressure Control Valves control the oilpressure of the engine. They open as soon asthe oil pressure reaches the maximumpermitted value.

The Oil Return Baffles prevent oil from flowingback out of the cylinder head and the oil filterhousing into the oil pan when the engine is at astandstill.

The Bypass Valve opens when the oil filter isrestricted, thus ensuring the oil supply to theengine (the oil filter is bypassed; the oil supply isunfiltered when the bypass valve is open).

19

Engine Mechanics

Oil Filter Module

The oil filter module is located in a space-savingmanner in the V-space of the engine. The oilfilters, the oil filler neck and the oil cooler areintegrated in the oil filter module.

Drive Module Oil Supply

Main Channel inCylinder Head

Oil Line

Oil Supply fromCylinder Block

Drive Module

Drive ModuleOil Channel

Oil Line

Cylinder Head

Main Channel inCylinder Head

Oil Filter Module

Oil FillerNeck

Oil Cooler

Oil FilterHousing

303_054

303_027

303_028

Engine Mechanics

20

Oil Pump

The oil pump is located in the upper portion ofthe oil pan. It has oil pump rotors, that operateaccording to the duo-centric principle. Two ofthese are oil pressure pumps that generate theoil pressure required for the oil circulation.

The other two are oil scavenge pumps that

return oil from the turbocharger oil returns to theoil sump, ensuring that there is a sufficientamount of oil in the sump in every operatingstate.

The oil pump is gear-driven by the balancershaft.

303_093

303_100

Oil Pan, Upper Portion Oil Return Pipe

Oil Pump

Oil Scavenge Pump

Oil Pressure Line to Engine

Oil Separator

Oil ScavengePumps Lines

Oil Scavenge PumpSuction Lines

Oil Separator

Oil Scavenge PumpRotors

Oil Pump Drive Gear

Oil Pump Rotors

21

Engine Mechanics

Oil Pan

The oil pan consists of two cast-aluminiumparts.

The lines for the oil scavenge pumps are locatedin the upper part of the oil pan. The lower part ofthe oil pan contains the oil level sensor and thewash plates that are used to calm the oil in theoil sump.

The Touareg has a deep, lower part of the oilpan, so it can hold a large amount of oil. Inaddition, the lower part of the oil pan of theTouareg has elastic flap traps. These prevent theoil sump from running dry when driving oninclines.

303_078

303_080

303_081

Oil Pan, Upper Portion

Scavenge PumpOil Lines

Oil Pan, Lower Portion

Oil Level SensorOil Pipe to OilScavenger

Wash Plates

ElasticFlap Traps

Engine Mechanics

22

Oil Scavenge System

Two oil scavenge pumps are used to ensure anample supply of oil in the sump in all drivingconditions.

The following examples describe the oilscavenge system in three different drivingstates.

During uniform, level driving, the two oilpressure pumps suction the oil from the oilsump through the pickup tube and pump it intothe pressurized oil system of the engine. Part ofthe returning oil flows directly into the oil sumpof the oil pan while the rest flows from thereturns of the turbocharger and auxiliary driveinto the rear area of the oil pan.

There, the oil is suctioned off by oil scavengepumps and returned to the oil sump by the oilseparator.

The oil separator works according to theprinciple of a cyclone. It separates the oil fromthe scavenged oil-air mixture before the oilflows back to the oil sump.

303_019

Oil Return

Oil ReturnAuxiliaryDrive OilReturn

PressurizedOil Channel

OilReturn

TurbochargerOil Return

Flap Traps Oil Separator

Pickup Tube

Oil Scavenge Pumps

Oil PressureControl Valves

Oil Level -Normal Operation

Oil Pressure Pumps

Sump

23

Engine Mechanics

303_020

Pressurized Oil System

Oil Return

During uphill driving or when accelerating, the oil flows into the rear area of the oil pan. The flaptraps close, preventing the oil from flowing into the rear area of the oil pan. The oil scavenge pumpssuction the oil out of the rear area of the oil pan, eliminating backpressure from the turbochargerand the auxiliary drive oil return. This oil is then routed to the oil separator.

The oil separator removes air from the oil. The air-free oil drains into the sump, ensuring ample oilsupply to the oil pressure pumps.

Oil Scavenge System, Downhill Driving

Oil Scavenge System, Uphill Driving

During downhill driving or braking, the oil collects in the front part of the oil pan. As a result, the oillevel lies above the pickup tube, ensuring ample oil supply to the oil pressure pumps. The return oilfrom the turbocharger and auxiliary drive flows into the oil sump through the open flap traps.

303_021

Oil Return

Pressurized Oil System

Engine Mechanics

24

15

8 9

7

1314

11

12

4

14

10

3

165

6

12

Coolant Circulation System

System Overview

303_039

Warm

Engine Coolant Circulation

Cold

Coolant Circulation for Alternator andFuel Cooling (Touareg Only)

Warm

Cold

25

Engine Mechanics

1. Cooler for Engine Coolant Circulation

2. Cooler for Alternator/Fuel Cooling

3. Pump for Coolant After-run V51

4. Check Valve

5. Pump for Fuel Cooling V166

6. Valve Body

7. Cylinder Head/Cylinder Block

8. Generator (Alternator)

Coolant Circulation for Alternator and FuelCooling

In the Touareg, the V10-TDI engine has aseparate coolant circulation for the alternatorand the fuel cooling. This is required becausethe temperature of the coolant is too high tocool the returning fuel when the motor isrunning.

Pump for Coolant After-run V51

The pump for coolant after-run is an electricallydriven pump that is activated by the EngineControl Module (ECM).

It fulfills two duties:

1. At low engine speeds, the pump for coolantafter-run supports the mechanically-drivencoolant pump, thus providing for sufficientcoolant circulation.

2. To carry out the coolant after-run function,the pump is activated by the ECM accordingto a characteristic map.

9. Fuel Cooler

10. Compensator Reservoir

11. Recirculation Pump V55

12. Heater Core for Heater

13. Auxiliary Water Heater (Auxiliary Heater)

14. Cooler for Exhaust Return (Phaeton only)

15. Engine Coolant Temperature (ECT) SensorG62

16. Coolant Temperature Sensor - RadiatorOutlet G83

Recirculation Pump V55

The fuel cooling pump is an electrical circulationpump. If required, it is activated by theClimatronic control unit, providing coolantcirculation for the alternator and the fuel cooling.

1. When the engine is running, the pumpprovides an increased flow of coolantthrough the heater core for the heater; it alsosupports the functioning of the auxiliaryheater.

2. The pump fulfills the duties of the residualheat function up until 30 minutes after theengine is stopped. For this purpose, it isactivated by the Climatronic control unitwhen the driver activates the residual heatfunction.

Pump for Fuel Cooling V166

The fuel cooling pump is an electrical circulationpump. If required, it is activated by the ECM,providing coolant circulation for the alternatorand the fuel cooling.

Engine Mechanics

26

Coolant Pump

The coolant pump is located on the front of theengine block. It is driven by the belt drivemodule by a connection shaft.

Coolant Drain Plugs

Two coolant drain plugs are located on theengine face in the cylinder block. When thecylinder heads or another component in theV-space of the engine is removed, the coolantdrain plugs can be used to drain the coolantdown to the level of the coolant pump.

Coolant Pump

Coolant Drain Plugs

ConnectionShaft

Drive Gear inDrive Module

303_047

303_075

303_076

27

Engine Mechanics

Thermostat for Map-Controlled EngineCooling

The thermostat for map-controlled enginecooling is located in the pipe union of thecoolant controller housing. It switches betweenthe large and the small coolant circulationsystems. For this, it is activated by the ECMaccording to the requirements of the engine’soperating state. Characteristic maps that containthe nominal value temperature, depending onthe engine load, are stored in the ECM.

The advantage of characteristic map-controlledengine cooling is that the coolant temperaturelevel can be adapted to the current operatingstate of the engine. This helps to reduce fuelconsumption in the partial-load range and toreduce exhaust emissions.

Pipe Unions ofCoolant ControllerHousing

CompressionSpring Resistance

Heating

Stroke Pin

Pipe Unions ofCoolant ControllerHousing

303_026

303_015

Elastic Element

Engine Mechanics

28

Water Connection

The water connection is located in the V-spaceof the engine, above the coolant controllerhousing.

It connects the coolant circulation of the twocylinder heads. The coolant is transported out ofthe cylinder heads through the two largeconnections to the coolant controller housing.The topmost small connections are used forventilation.

Coolant Connection

Oil Filter

303_012

303_014

VentilationConnection

CoolantConnection

Connection Nozzle Coolant ControllerHousing

CoolantConnection

VentilationConnection

CoolantTemperatureSensor G62

29

Engine Mechanics

Removal and Installation

To permit the coolant connection in the V-spaceof the engine to be removed and installed, thetwo large connections in the coolant connectionhousing can be pushed in/pulled apart.

Coolant Connection - Installed Position

Coolant Connection - Assembly Position

Gasket

Coolant Connection Housing

Gasket 303_013

303_105

Engine Mechanics

30

Fuel System

The fuel is transported out of the fuel tank tothe fuel filter unit by electrical fuel pumps. Themechanical fuel pumps suck the fuel out of thefuel filter unit and transport it at high pressureinto the preliminary run of the fuel rails.

The fuel not required for fuel injection isreturned to the tank through the return fuel rails,fuel filter, and fuel cooler.

Fuel Pump

Fuel Temperature Sensor

FuelFilter

Fuel Temperature Sensor

Return Flow

Preliminary Run - Low Pressure

Preliminary Run - High Pressure

31

Engine Mechanics

In the Touareg, the fuel is cooled by a fuel-to-coolant cooler.

Fuel Manifold

Fuel Cooler

Connection Nozzle

Fuel Return Pressure Relief Valve

Vacuum Pump

Fuel Pump

303_051

Engine Mechanics

32

Overall Schematic Diagram

The Electrical Fuel Pumps work as preliminarytransport pumps, pumping fuel to the fuel filterunit.

The Check Valves prevent fuel in the fuelmanifold and the preliminary run line fromflowing back into the fuel tank when the engineis at a standstill.

The Fuel Filter Unit protects the injectionsystem from excessive wear by removing dirtand water.

The Fuel Pumps transport the fuel out of thefuel filter unit and pump it at high pressure intothe preliminary run of the fuel rails.

The Pressure Control Valves regulate the fuelpressure in the fuel preliminary run toapproximately 8.5 bar.

The Pressure Relief Valves limit the fuelpressure in the fuel return flow to approximately1 bar. As a result, the pressure conditions in thefuel system are balanced.

The Fuel Temperature Sensors are used torecord the fuel temperature for the ECMs.

The Preheating Valve guides the fuel in thereturn flow into the fuel filter unit when theoutside temperature is low, thus preventingclogging of the filter inserts.

The Fuel Cooler cools the fuel in the return flowto protect the fuel tank from fuel that is too hot.

Preheating Valve

Fuel ReturnPressure Relief Valve

FuelTemperatureSensor

Pressure ControlValve

Fuel Pump

Fuel Pump

Pressure ControlValve

Check Valve

Check Valve

Fuel FilterUnit

Fuel TemperatureSensor Fuel Return

Pressure ReliefValve

33

Engine Mechanics

Electric Fuel Pump

Fuel Manifold

Fuel Manifold

ReturnPreliminary Run - Low pressure

Preliminary Run - High pressure

Coolant

Fuel Cooler

Pump - Injector Unit

303_088

Engine Mechanics

34

Fuel Filter Unit

The fuel filter unit is located in a crash-safeposition in the V-space of the engine. It containstwo filter inserts and a sensor for the fuelcontamination. The sensor for the fuelcontamination is used to inform the driver if thewater level in the filter unit is too high, using anindicator light in the dash panel insert.

There is a preheating valve in the lid of the fuelfilter unit; when the outside temperature is low,this guides the fuel in the return flow from theengine back into the filter. In the Touareg, acoolant-fuel cooler is integrated into the fuelfilter unit. It cools the fuel flowing back into thefuel tank, thus preventing damage to the fueltank by return flow fuel that is too hot.Fuel Filter

Unit

Coolant Connection

Fuel Cooler

Fuel Contamination Sensor

Preliminary Run of Fuel Tank

Return Flow to Fuel TankDrainage

Fuel Filter Lid

Fuel Return from thePump-Jet Units

Fuel PreliminaryRun to Fuel Pump

Fuel Return from thePump-Jet Units

303_029

303_030

35

Engine Mechanics

Preheating Valve

At low outside temperatures, diesel fuel tendsto thicken. This can clog the fuel filter; as aresult, operating the engine may no longer bepossible due to a lack of fuel.

Warm Fuel Temperature

At a fuel temperature above 104°F (40°C) in thefuel preliminary run, the piston is pressedagainst the spring by the elastic element. Thepreheating valve completely opens the way intothe fuel return flow. The fuel that is flowing backfrom the pump-jet units directly enters thereturn flow to the fuel tank.

In the fuel preliminary run, the fuel istransported via filter inserts and the flappervalve to the fuel pumps.

Cold Fuel Temperature

At a fuel temperature below 50°F (10°C), theelastic element contracts, so that the springforce of the piston closes the way to the fueltank. As a result, the fuel that is flowing backfrom the pump-jet units is guided to the filters.The fuel in the filter unit is heated, thuspreventing clogging of the filters.

Depending on the outside temperature, thepreheating valve guides the fuel that is flowingback from the pump-jet units either to the fuelfilters or to the fuel tank.

Warm

Elastic ElementLid of Fuel FilterUnit

Spring

Piston

FlapperValve

Filter

Cold

To FuelPump

Return Flow fromPump-Jet Units

ReturnFlow toFuel Tank

Preliminary Runof Fuel Tank

303_103

303_104

Engine Mechanics

36

Pump-Injector Units

The same type pump-injector units used in the1.9l/74 kW TDI engine are also used in theV10-TDI engine.

They are characterized by:

• A low-friction drive

• An increased injection pressure in thepartial load range

• A compact solenoid valve

To provide a low-friction drive, the adjustingscrew is equipped with a rounded end while thestud is provided with a ball socket. Due to thelarge radius, the surface pressure is low. Inaddition, the engine oil can collect in the ballsocket, thus ensuring good lubrication betweenthe adjusting screw and the stud.

In the partial load range, the injection pressureis increased by an alternative piston with a largestroke. Due to the large stroke of the alternativepiston and the throttling effect of the inlet portbetween the jet spring space and the fuelchannel, the pressure in the jet spring spaceincreases. The jet springs are furtherprestressed, thus increasing the injectionpressure.

303_010

Adjusting Screw

Stud

SolenoidValve

AlternativePiston

Inlet PortJet Spring

37

Engine Mechanics

Exhaust System

The all-stainless steel exhaust system of theV10-TDI engine consists of one preliminarycatalytic converter and one main catalyticconverter per cylinder bank, as well as apreliminary silencer and a main silencer.

All catalytic converters are oxidation catalyticconverters.

The preliminary catalytic converters are locatednear the engine so operating temperature canbe quickly attained, ensuring a high degree ofpollutant reduction. The oxygen sensors locatedin front of the preliminary catalytic convertersare used to control exhaust gas recirculation.

O2 Sensor

O2 SensorPreliminary Catalytic Converter

Main CatalyticConverter

Rear Silencer

Preliminary Silencer

Main CatalyticConverter

PreliminaryCatalytic Converter

303_033

38

Engine Mechanics

Overview of Engine Management

Camshaft Position(CMP) Sensor G40

Engine ControlModule (ECM) J623

Engine ControlModule (ECM) 2 J624

DiagnosticConnector

This section provides you with an overview ofthe V10-TDI engine management system. Adetailed description of the sensors, actuators

Oxygen Sensor (O2S) 2 G108

Intake Air Temperature (IAT)Sensor 2 G299Charge Air Pressure Sensor2 G447

Fuel Temperature Sensor 2G248

Mass Airflow (MAF)2 G246 Sensor

Additional Input Signals

and functions of engine management can befound in Self-Study Program 89P303,” TouaregElectronic Diesel Control EDC 16.

Brake Light Switch F63Brake Pedal Switch F47

Oxygen Sensor (O2S) G39

Charge Air Pressure Sensor G31Intake Air Temperature (IAT) Sensor G42

Fuel Contamination Sensor G133

Fuel Temperature Sensor G81

Engine Coolant Temperature Sensor(ECT) on Radiator G83

Engine Coolant Temperature(ECT) Sensor G62

Mass Air Flow (MAF) Sensor G70

Throttle Position (TP) Sensor G79Kickdown Switch F8

Closed Throttle Position (TP) Switch F60

Engine Speed Sensor G28

39

Engine Mechanics

Turbocharger 1 Servo-Motor V280

Turbocharger 2 Servo-Motor V281

Altitude Sensor

Valve for PumpInjector N245,N303-N306

Valve 2 for EGR N213

Intake Flap Motor2 V275

Oxygen Sensor (O2S)Heater 2 Z28

Glow PlugRelay 2 J495Glow PlugsQ15-Q19

Valve for Pump Injector N240-N244

Fuel Pump (FP) Relay J17Fuel Pump (FP) G6Transfer Fuel Pump (FP) G23

EGR Vacuum Regulator SolenoidValve N18

Motor for Intake Flap V157

MAP Controlled Engine CoolingThermostat F265

Auxiliary Engine Coolant PumpRelay J496Water Pump V51

Relay for Pump, Fuel Cooling J445Pump for Fuel Cooler V166

Oxygen Sensor (O2S) Heater Z19

Glow Plug Relay J52Glow Plug Q10-Q14

303_036

Additional Output Signals

Service

40

Designation Tool Usage

Service

T10191

Frame

T10192

Oil Filter Key

T10193

Camshaft Clamp

T10194

Camshaft Clamp

303_056

303_057

303_058

303_059

To fasten thecamshaft cylinderbank 2 whensetting thecontrol times

Removal andinstallation of theoil filter module

To fasten thecamshaft cylinderbank 1 when settingthe control times

Removal andinstallation of the oilfilter lid

To switch offthe V10-TDIengine

41

Designation Tool Usage

Service

Service

T10195

Crankshaft Clamp

T10196

Key

T10197

Plug Cartridge SW6

T10198

Plug Cartridge XZN16

303_061

303_061

303_062

303_063

To fasten the crankshaftwhen setting thecontrol times

To install the PTFEcrankshaft gasket onthe flywheel side

For removal andinstallation of variousadd-on pieces in theV-space of the engine

For removal andinstallation of thecamshaft wheel

Service

42

Designation Tool Usage

Service

T10199

Clamping Device

T10200

Guide Pin

T10201

Clamping Device

T10202

Key

Clamping thecamshaft gears toremove and installthe camshaft gears

For removal andinstallation of thebelt drive module

For removal andinstallation of thebearing tunnel

For removal andinstallation of the fueltransport unit

303_064

303_067

Figure not availableat time of printing

Figure not availableat time of printing

43

Designation Tool Usage

Service

Service

T10126

Transport Shackle

T10207

Assembly Equipment

T10208

Assembly Equipment

T10210

Caliper

Figure not availableat time of printing

To align the pump-injector units

To install the PTFEcrankshaft gasket onthe alternator shaft

To install the PTFEcrankshaft gasket onthe gearbox side

To transport theV10-TDI enginewith workshopcrane VAS 6100

303_108

303_109

303_110

Notes

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Knowledge Assessment

45

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

From the vwwebsource.com Homepage, do the following:

– Click on the Certification tab

– 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:

Certification Program Headquarters

1 - 877 - CU4 - CERT

(1 - 877 - 284 - 2378)

(8:00 a.m. to 8:00 p.m. EST)

Or, E-Mail:

Comments@ VWCertification.com

Volkswagen of America, Inc.3800 Hamlin RoadAuburn Hills, MI 48326Printed in U.S.A.March 2003

The Touareg

V10-TDI Engine