SSP 341 - Part1 - The 4,2l-V8-5V Engine
SSP 341 - Part1 - The 4,2l-V8-5V Engine
SSP 341 - Part1 - The 4,2l-V8-5V Engine
The 4.2l V8 5V engine will be launched in two variants: - In the Touareg, with an output of 228kW - In the Phaeton, with an output of 246kW
Besides their differences in output, the two engines will differ primarily as a result of the modifications necessary for the Touareg's off-road capability.
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NEW
Attention Note
The self-study programme portrays the design and function of new developments! The contents will not be updated.
For current testing, adjustment and repair instructions, please refer to the customer service literature intended for this purpose.
At a glance
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 Technical features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Engine mechanical system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Ancillary unit drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Toothed belt drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Intake system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Crankshaft drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Camshaft adjustment system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Valve gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Lubrication system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Cooling circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Secondary air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Introduction
Technical features
Development of the two V8 engines focussed primarily on the following development objectives: Compliance with future emission regulations Reducing fuel consumption Increasing torque and output Reducing the weight of the engine Improving operating comfort Off-road capability in the case of the Touareg
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Technical data
Engine code Design type Displacement [cm3] Bore [mm] Stroke [mm] Valves per cylinder Compression ratio Maximum output Maximum torque Engine management system Fuel Exhaust gas aftertreatment Exhaust emission standard 228kW at 6200 rpm 410Nm at 3000 to 4000 rpm Bosch ME 7.1.1 RON 98, RON 95 with reduced output 4 catalytic converters, 4 lambda probes secondary air system EU 4 AXQ (Touareg) 8-cylinder V engine with a 90 V angle 4172 84.5 93 5 11:1 246kW at 6500 rpm 430Nm at 3500 rpm BGH (Phaeton)
500 450 400 350 Torque [Nm] 300 250 200 150 100 50 0 2000 4000 6000 Engine speed [rpm]
250 225 200 175 Output [kW] Torque [Nm] 150 125 100 75 50 25 0
500 450 400 350 300 250 200 150 100 50 0 2000 4000 6000 Engine speed [rpm]
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Touareg In the Touareg, the alternator and air conditioning compressor are installed in a higher location than in the Phaeton. As a result of this, the Touareg is capable of fording water up to a depth of 500mm.
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Guide roller
Phaeton
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An additional guide roller is required in the Phaeton because the alternator is fitted in a lower position than in the Touareg. This is due firstly to the installation space conditions in the Phaeton and secondly to the Touareg's necessary fording capability.
Guide roller
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Belt tensioner
When renewing or replacing the toothed belt, the crankshaft must be set to TDC cylinder No. 5. To achieve this, the notch on the vibration damper must align with the mark on the toothed belt guard, and the locating plates' two large bores must face each other inwards. ELSA provides information on the detailed procedures for removing and installing the toothed belt.
Air mass meter G70 Intake air temperature sender G42 cylinder bank 1
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Intake manifold
The intake manifold is comprised of four bolted and bonded magnesium components. The Touareg is fitted with a three-stage variable intake manifold and the Phaeton with a two-stage variable intake manifold. In comparison with the three-stage version, the two-stage design allows intake tracts with high-volume cross-sections to be implemented. This leads to an increase in engine output.
In the event of repair, the entire intake manifold has to be renewed, as the bonded surfaces can no longer be sealed.
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Vacuum units
Non-return valve
Torque position Long intake ports are used in the torque position. This leads to a high flow speed, extensive turbulence in the cylinder, very good fuel/air mixing andrapid combustion. In turn, this results in the development of high torque.
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Output position Short intake ports with the largest possible crosssections are used in the output position. This results in high air throughput with good charging. In turn, this leads to high power output.
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Metal layers
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Crankshaft drive
Crankshaft
Supported at five points, the crankshaft is forged from tempered steel. Two connecting rods are located on each crank pin. Due to different gearboxes, the crankshaft fitted in the 4.2l V8 5V engine in the Phaeton has an 8-hole pattern, and that in the Touareg a 10-hole pattern, to the drive plate.
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Connecting rods
The connecting rods are machined as complete parts and are finally separated by a tool, exerting great force, to form the connecting rod and connecting rod bearing cap. This process is called "cracking".
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Pistons
The aluminium pistons are equipped with a valve pocket for the centre intake valve. Thanks to the valve pocket, the pistons are cylinder bank-specific.
Valve pocket
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The thin-walled cylinder head cover is manufactured from a die-cast magnesium alloy. Sealing between it and the cylinder head is achieved using rubber gaskets. As a result of this, there is no direct connection between the cylinder head cover and the cylinder head, and engine vibrations are not passed on to the cylinder head cover. The cylinder head cover is bolted using what are called decoupling elements.
Spacer sleeve
ELSA provides information on the detailed procedures for preventing cylinder head cover warping and guaranteeing reliable sealing.
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Tensioning piston Chain tensioner sliding shoe Oil reservoir chamber Hydraulic cylinder with switching piston
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Inlet camshaft control valve 1 N205 Locking pin for starting phase
Adjustment piston
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Basic position: From idle speed to approx. 1000 rpm Torque position: From approx. 1000 rpm to approx. 3600 rpm in the Touareg and approx. 5600 rpm in the Phaeton Output position: From approx. 3600 rpm in the Touareg and approx. 5600 rpm in the Phaeton
Basic position
Engine off No oil pressure is available when the engine is switched off. The spring-loaded locking pin is pressed into the adjustment piston's detent groove, locking it. Starting the engine When the engine is started, the oil pressure is not yet sufficient to press the locking pin out of the adjustment piston's detent groove.
Lubrication and breather bore Locking pin
Control ports
Adjustment piston
The locking function and the oil reservoir chamber in the camshaft adjustment unit reduce vibrations in the chain drive. Noise during the starting phase is minimised as a result of this.
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Engine running Once a specific oil pressure has been reached, the oil presses the locking pin - counter to the spring's force - out of the detent groove, and the inlet camshaft can be adjusted.
Torque position
The torque position is activated at an engine speed of between 1000 and 3600 rpm in the Touareg and 5600 rpm in the Phaeton. Via port B, the oil is conducted to the adjustment piston, pressing it into the torque position. In this position, inlet valve closing is advanced. This is advantageous, as the flow speed in the intake manifold is low in this engine speed range, and the fuel/air mixture follows the movement of the piston. Thanks to advanced inlet valve closing, the mixture can no longer be pushed back into the intake manifold by the cylinder.
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Locking pin
Adjustment piston
Output position
As of an engine speed of approximately 3600 rpm in the Touareg and 5600 rpm in the Phaeton, the system switches to the output position (basic position). Via port A, the oil is conducted to the adjustment piston, pressing it into the output position. In this position, inlet valve closing is retarded. Thanks to the high flow speed at these high engine speeds, the fuel/air mixture continues to flow into the cylinder, although the piston is already moving up again.
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Adjustment piston
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Inlet camshaft
Exhaust valves
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Valve actuation
The valves are actuated by the camshafts by means of roller rocker fingers. The two exhaust valves are actuated via a twin roller rocker finger, and the three inlet valves via a triple roller rocker finger.
Toothed belt Camshaft roller chain
Single-cam exhaust camshaft S341_029 Twin roller rocker finger Double-cam inlet camshaft
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The roller rocker fingers are mounted on an axle shaft. The axle shaft is used to simultaneously supply the bearings and the hydraulic valve clearance compensation elements with oil. - The hydraulic valve clearance compensation elements are located directly in the lever arm above the valves. - The rollers are each seated between the lever arms.
Exhaust valves
Inlet valves
Single cam
Double cam
Oil duct Exhaust valves 1 and 2 Inlet valves 1 and 3 Inlet valve 2 S341_032 S341_030
Shaft axis (nominal) Rollers Axle shaft for roller rocker fingers
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The axle shaft's tolerance versus the camshaft is shown in grossly exaggerated form to depict it more clearly.
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