6.

0L W12 Engine in the

Audi A8L

SELF-STUDY PROGRAM
C O U R S E N U M B E R 921403
Audi of America, Inc.
Service Training
Printed in U.S.A.
Printed 11/2004
Course Number 921403

©2004 Audi of America, Inc.

All rights reserved. All information

contained in this manual is based on the
latest information available at the time of
printing and is subject to the copyright
and other intellectual property rights of
Audi of America, Inc., its affiliated
companies and its licensors. All rights are
reserved to make changes at any time
without notice. No part of this document
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redistribute information should be
referred to Audi of America, Inc.

Always refer to existing electronic service

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 ............................................................................................................... 2
Technical Data, Cross Section, Longitudinal Section, W Design

Cylinder Block ........................................................................................................... 7

Cylinder Block and Crankcase ......................................................................... 9
Crankshaft ................................................................................................................ 13
Pistons/Connecting Rods ................................................................................. 16
Engine Mounting ................................................................................................... 17
Engine Lubrication ............................................................................................... 18
Cooling System ..................................................................................................... 22
Electronically Controlled Cooling System, Map-Controlled Engine Cooling Thermostat (F265)
Control Loop

Cylinder Head ......................................................................................................... 31

Camshaft Drive ...................................................................................................... 32
Sealing of Timing Mechanism, Valve Timing/Camshaft Timing Control, Internal EGR, Valve Tim-
ing/Adjustment Range, Control and Monitoring of Camshaft Position, Camshaft Adjusters,
Function of Camshaft Adjusters, Electro-Hydraulic Control, Adjustment in Retard Direction,
Adjustment in Advance Direction, Adjustment in Controlled Position

Belt Drive/Auxiliaries ........................................................................................... 46

Water-Cooled Alternator ................................................................................... 47
Induction System ................................................................................................. 49
Engine Sub-Systems ........................................................................................... 51
Engine Management Concept ....................................................................... 54
Service ....................................................................................................................... 77

The self-study progr

program is not intended a
ogram sa
as
Workshop Manual. Values given ar aree only intended tto
o
help explain the subject matter and rrelate
explain elate tto
o the Attention
New
softwar
softwar
twaree version applicable at the time of
applicable Note
public ation.
publication.
The self-study program contains information on design
features and functions.
Always use the latest technical publications when
performing maintenance and repair work.

1
 Introduction

The new top of the line models from the For example, the W12 6.0 L engine, featured
Volkswagen Group feature an innovative for the first time in the Audi A8L, is currently
generation of W engines developed from the most powerful 12-cylinder engine
the model used for the VR engine family. available in this vehicle class, providing a
To achieve this, mass produced combination of quality and optimum
components have been integrated into a performance.
completely new engine concept.
This process has yielded compact, multi-
cylinder gasoline engines of a consistently
high standard not previously achieved in
passenger car series production.

SSP267 _205

2
 Introduction

Technic
echnical D
hnical ata
Data

Engine Code Letters: BSB

330 660
Design: W Engine with a V
Angle of 15° and a 300 600

Bank Angle of 72° 270 540

Capacity: 366 cu. in. (5998 240 480

cm3)
210 420

Torque [Nm]
Power [kW]
Maximum Power: 450 hp (335 kW) at
6200 RPM 180 360

Maximum Torque: 428 lb-ft (580 Nm) 150 300

at 4000-4700 RPM*
120 240

Bore: 3.31 in. (84.0mm)

90 180

Stroke: 3.55 in. (90.27mm)

60 120
Compression Ratio: 11:1
30 60
Weight: 540 lb. (245 kg)
0 0
Fuel: Premium 1000 2000 3000 4000 5000 6000 7000

Unleaded Engine Speed [RPM]

Firing Order: 1-12-5-8-3-10-6-7- SSP267_008

2-11-4-9
Ignition Interval: 60° Crankshaft Engine Oil: VW 50301 (OW 30)
Engine Management: Motronic ME 7.1.1 Oil Change Quantity: Approximately
Emission Standard: BIN 9 Federal 13 qt. (12.5 L) with
Filter
LEV I California
Idling Speed: 560 RPM

Premium unleaded 91 AK1/95 RON is

recommended for maximum
performance. Using regular
unleaded results in reduced power.

* More than 90 % of Maximum Torque is available at 1800 RPM.

3
 Introduction

Cross Section
Cross

SSP267_001

Special Featur
Features of the W12
eatures

— 12-Cylinder, W Design Gasoline Engine — Twin Overhead Camshafts with Four

— Aluminum Engine Block and Cylinder Valves Each per Cylinder
Heads — Roller-Type Rocker Fingers Valve
— Oil Supply with Wet Sump Lubrication Operation
— Infinitely Variable Timing Control for
Inlet and Exhaust Camshafts

4
 Introduction

Longitudinal Section

SSP267_002

— Four Catalytic Converters for

Emission Control
— Eight Oxygen Sensors for Mixture
Formation Control and Emission Control
Monitoring

5
 Introduction

W Design

15°
60 - 90°

In-line engine V-engine VR-engine

(V-engine with
small V-angle)

15° 15° 72°

+ =
VR-engine VR-engine W-engine

SSP267_082

The new generation of W engines was V-engines with a small V angle are also
developed to achieve a more compact called VR engines. They benefit from the
design in relation to the number of design advantages of both the smooth
cylinders. running in-line engine, and the short
design of the V-engine.
The W engines incorporate design features
of the VR engine generation. With a length of 20.2 in. (513mm) and a
width of 28.0 in. (710mm), the W12 engine
Combining two VR6 engines using a bank has the same space saving dimensions as
angle of 72° and a joint crankshaft creates the V8 5V engine.
a “V” V12 engine or a W12 engine.

6
 Cylinder Block

The cylinder block is cast from a hyper- Major Advantages of this Monolithic
eutectic aluminum silicon alloy (Alusil). Solid Aluminum Block:
Block:
When this alloy solidifies, it produces pure — Optimum heat transfer from cylinder
silicon crystals and aluminum silicon mixed surface to heat-dissipating water jacket
crystals. — No thermal expansion problems
A special cylinder honing process exposes compared to material combinations
the separated silicon crystals and the (e.g. inserted grey cast iron liners)
process creates wear resistant cylinder — Same thermal expansion characteristics
contact surfaces that eliminate the need for allow minimal piston running clearance
additional liners. over the entire temperature range and
The coolant reservoir, water pump housing results in smooth operation
and thermostat housing are integrated into — Considerable weight saving
the vee of the cylinder banks and reduce
the number of external coolant pipes.

Cylinder bank 1 Cylinder bank 2

Coolant
collector
6
11 12

5 4
9 10

3 2
7 8
Thermostat housing
1

Water-pump housing
SSP267_029
•

Direction of travel

7
 Cylinder Block

The “fan” arrangement of the cylinder bores This arrangement is known as cylinder
with a V angle of 15°, and a bank angle of offset.
72°, creates a compact and rigid cylinder Together with an appropriate piston skirt
block. design, the necessary clearance in BDC
With a conventional layout, the very narrow position is achieved. (Refer to Section on
V angle of 15° and the design of the Pistons/Connecting Rods.)
cylinder block would affect the cylinder The offset cylinder configuration requires
overlap in BDC position. corresponding design modifications
As a result, the cylinders are offset with affecting both crankshaft group and valve
respect to the axis of crankshaft rotation. timing.
The cylinder center axes do not coincide
with the crankshaft axis, but are offset to
the left or right.

72°
°
15

15
°
Cylinder bank 2
Cylinder bank 1

SSP267_034

8
 Cylinder Block

The offset is as follows:

1 3 5
Bank 1
Odd-numbered cylinders - 0.5 in.
2 4 6 12.5 mm (cyl. 1-3-5-7-9-11)

and

7 9 11
Even numbered cylinders + 0.5 in.
+ 12.5 mm (cyl. 2-4-6-8-10-12)
Bank 2 8 10 12

SSP267_098

)
m
m
.5
(12
.
in
.5
-0

—
+
+
—

Cylinder center axis/odd

numbered cylinders
Cylinder center axis/even
numbered cylinders
Line of crankshaft axis of
rotation parallel to cylinder
center axis

SSP267_154

9
 Cylinder Block and Crankcase

Cylinder
block

Bearing support

Top section of
sump

Sump

SSP267_137

The crankcase is formed by the cylinder

block and the bearing support.

10
 Cylinder Block and Crankcase

The main bearing clearance is as constant A tapped crankshaft locating hole is

as possible to satisfy noise level provided at the rear left of the bearing
requirements over the entire operating support.
temperature range. This is accomplished by By using of the appropriate locating pin, the
using a rigid bearing assembly. crankshaft is fixed in position at Number 1
The cast iron main bearing caps produce a Cylinder TDC. The locating Pin is engaged
form-fit in a rigid aluminum bearing in the crank web of Number 12 Cylinder.
support.
Each of the main bearings is only 0.59 in.
(15mm) wide. Four permanently tightened
M8 bolts secure the main bearings.
The bearing support bolts to the cylinder Do not use the locating pin to provide
block, together with the top section of the support, for example when loosening
sump and enhances the stability of the and tightening the central bolt.
entire engine block.

Bearing support
Main bearing cap (aluminium)
(cast iron)

Hole for
locating pin

Cast
webs
SSP267_136

11
 Cylinder Block and Crankcase

The method of attaching the engine block These connection pieces are fitted with
to the transmission is unique. radial seals.
The two upper transmission attachment
points protrude through the timing chain
cover to provide a connection.
Radial seals

Cylinder bank 2 Cylinder bank 1

SSP267_107

Timing chain cover

Pulsation holes in the bearing blocks

allow pressure equalization between
the cylinder chambers.

SSP267_105

12
 Crankshaft

° 72°

15
15

°
Cylinder bank 1 Cylinder bank 2

SSP267_034

The seven bearing crankshaft is forged and As is the case with V-engines, two
made of heat-treated steel. connecting rods are mounted on each
The creation of the uniform ignition interval crank pin.
of 60° (standard for 12 cylinder engines), Due to the bank angle of 72°, the six crank
requires modifications to the crankshaft. pins are offset 12° relative to the
corresponding opposite cylinders. This is a
“split pin” configuration.

SSP267_095 SSP267_089

13
 Crankshaft

21,83
3°

Zyl.7 Zyl.6 Zyl.

Zyl.1 12
12°

120° 120°

Zyl.8
Zyl.2
Zyl.3
Zyl.11
Zyl.5 Zyl.9
Zyl.4
Zyl.10

120°
SSP267_081

+/+ Center points of corresponding crank pins

SSP267_080

14
 Crankshaft

On a conventional 12-cylinder engine, the The two facing rows of cylinders in one
crank pins are mutually offset by 120°. bank oppose those in the other bank.
With the W12 engine, the cylinder offset This explains the need for both the
means that there is an interval of 21.833° unconventional crank pin offset and the
between the two crank pins on each plane. differences in valve timing for the even
As a result, the crank pin travel (angle) numbered and odd numbered cylinders.
differs along the circular path from TDC to
BDC and from BDC to TDC.

Cylinder bank 1 Cylinder bank 2

SSP267_102

l - Conrod length
Cylinder axis r - Crank radius
y - Offset at BDC

15
 Pistons/Connecting Rods

The pistons are made of a eutectic Oil spray jets cool the pistons and prevent
aluminum silicon alloy and are identical for thermal overloading.
both rows of cylinders in each bank. The connecting rod upper end is a
The joint flat cylinder head surface of the trapezoidal shape to reduce oscillating
two rows of cylinders in each bank results masses and distribute the combustion force
in an asymmetrical combustion chamber. more evenly.
The piston crown is angled to create a Because of the compact design of cylinder
symmetrical combustion chamber. block and crankshaft, the connecting rods
The installation direction is guided by the are only 0.51 in. (13mm) wide at the large
piston crown angle. connecting rod eye.
The piston skirt is a shorter, stepped design As a result, the contact surface between
to allow it to move between the bearing connecting rod cap and connecting rod is
blocks. very small. The bolted joint is machined
Since the pistons move in aluminum and fitted with anti-fatigue bolts.
cylinders, they have an electroplated iron Oil grooves in the connecting rod cap
coating (Ferrostan). facilitate the exit of oil from the connecting
rod bearing.
Compensation for the specific load acting
on the connecting rod bearing is provided
by a sputter bearing shell for the
connecting rod and a three-material
bearing shell in the connecting rod cap.
Sputtering is the application of bearing
material using electrical energy.
Since the bearings have no lugs, a special
tool must be used for connecting rod
assembly.

Oil grooves

SSP267_140
SSP267_031

16
 Engine Mounting

Maximum ride comfort is achieved with the The switching point is approximately 1100
aid of two electrically-actuated engine RPM when the vehicle is stationary,
mounts with hydraulic damping. compared to less than 850 RPM at a speed
The solenoid valves are actuated by the of more than 4.5 mph (7 km/h).
ECMs as a function of engine and vehicle
speed.
The left and right Electro-Hydraulic Engine
Mounting Solenoid Valves (N145 and N144)
are actuated by Engine Control Modules
(ECUs) 1 and 2 (J623 and J624) respectively.

SSP267_124

Engine Mount/Cylinder Bank 1 with the Engine Mount/Cylinder Bank 2 with Left
Right Electro-Hydraulic Engine Mount Electro-Hydraulic Engine Mount Solenoid
Solenoid Valve (N145) Valve (N144)

17
 Engine Lubrication

Oil Pump Drive Chain Crankshaft

Oil Sump
(upper section)

Chain Tensioner

Oil Pump

Oil Pick-up

Oil sump
(bottom section)

SSP267_200

The W12 engine lubrication system in the

2005 A8L is a wet sump system. Earlier W12
engines used a dry sump system.
The oil pump is mounted in the sump and is
chain driven by the crankshaft.

18
 Engine Lubrication

The oil filter housing and oil cooler module

are mounted on the side of the engine that
includes the water-cooled alternator
module.

Oil retention Oil retention

valve valve
Camshafts
To Bank 2
Camshafts
intermediate
Bank 1
shaft

Central
oil gallery

To chain Riser
tensioner
Oil return

Piston spray jets

Oil return
with oil-pressure
valves

Main
bearings

Oil supply
Return
from sump Main oil
Supply gallery SSP267_109

Another major difference with the lubrication system compared

to the earlier W12 versions is that the main bearings receive oil
from the top of the central oil gallery rather than from the
bottom.

19
 Engine Lubrication

Oil retention
valves

Direction of travel
SSP267_073

The oil retention valves are located in the In the cylinder heads, the flow of oil is
risers leading to the cylinder heads. distributed to the camshaft adjusters.
Restrictors supply oil to the longitudinal
The valves prevent oil flowing back into the
galleries, which supply the camshaft
sump from the cylinder heads when the
bearings and hydraulic elements.
engine is turned off. This helps ensure a
rapid build up of oil pressure in the cylinder At high engine speeds, the cylinder heads
heads when the engine is restarted. receive large amounts of oil that flows back
into the sump through the oil return
drillings. The restrictors ensure that only
Camshaft
the necessary amount of oil is fed in, thus
reducing the oil pump drive power.

Timing case

Camshaft adjuster

Cylinder head bank

SSP267_133

20
 Engine Lubrication

An oil separator for each cylinder bank is A large portion of the oil is separated at the
mounted under the intake manifold. The inlet to the oil separator by baffle plates.
separators remove oil particles from the Three cyclone fine-separators operating in
blow-by gases. parallel separate the existing ultra-fine oil
droplets and channel the blow-by gases
through a pressure control valve into the
Blow-by gases are channeled to the oil cylinder bank intake manifolds.
separator first through coarse-particle
separators integrated in the cylinder heads
and lines. The separated oil collects in the bottom
part of the separator and returns directly to
the cylinder heads.

21
 Cooling System

1
2

Right and Left

Regulator Valve
4 N176 and N175

17
5

6
18
16
14 13 7

11
15

10
8

12
SSP267_202
1 – Auxiliary Radiator
The cooling system of the W12 engine is 2 – Thermostat for Auxiliary Radiator
made up of the following components: 3 – Alternator
4 – Engine Oil Cooler
– Water Pump in Cylinder Block/Crankcase
5 – Bleeder Screw
Driven Mechanically by Poly V Belt
6 – Bleeder Screw
– Map-Controlled Electrically Operated 7 – Right and Left Regulating Valves
Continued Coolant Circulation Pump 8 – ATF Cooler
– After-Run Coolant Pump (V51) as back 9 – Expansion Tank
up for Mechanical Water Pump and for 10 – Map Controlled Engine Cooling
Continued Coolant Circulation Thermostat
– Electronically Controlled Cooling 11 – Coolant Temperature Sensor
System (Map-Controlled Coolant 12 – Oil Cooler
Thermostat) 13 – Thermostat
14 – Coolant Pump
– Dual electric cooling fans
15 – After-Run Coolant Pump
– Map-Controlled Continued Coolant 16 – Radiator
Circulation 17 – Heat Exchanger
– Water-Cooled Alternator 18 – Heat Exchanger

22
 Cooling System

The water pump distributes the coolant to

each of the two cylinder banks. The flow of
coolant is split before being routed
longitudinally through the cylinder bank on
the inlet and exhaust ends.
Guide vanes ensure an even flow around all
cylinders.
From the back of the cylinder head, part of
the coolant flow for each cylinder bank is
withdrawn for alternator cooling and for the
oil cooler.
Most of the coolant flows through
calibrated holes on the exhaust end into the
cylinder heads and passes transversely
through them towards the inlet end.
The remainder of the coolant flow is routed
into the cylinder head on the inlet end.
The inner vee of the cylinder block has a
coolant collector into which the coolant
from both cylinder heads flows.
From there, the coolant flows through the
large cooling circuit to the radiator, or
through the small cooling circuit directly to
the thermostat housing and back to the
water pump.
Two heat exchangers, the alternator and oil
cooler are integrated into the small cooling
circuit. The joint return pipe provides a
constant return flow to the water pump.

23
 Cooling System

Thermostat
housing

Coolant collector

To radiator

SSP267_143

Thermostat F265
Supply from return pipe

From radiator

Coolant
collector

SSP267_038

24
 Cooling System

The After Run Coolant Pump (V51) has two To understand the need for Non Return
functions: Valve 2, it is helpful to imagine the
following situation with no Non Return
1. To provide back up for the mechanically Valve 2 in the circuit:
driven coolant pump at low engine
speeds and to ensure adequate coolant If a warm engine is briefly turned off at high
circulation. ambient temperatures, e.g. for re-fuelling
after a long road trip, continued coolant
The After Run Coolant Pump (V51) is
circulation starts to operate. The After-Run
actuated by the Coolant Pump Relay
Coolant Pump (V51) distributes the coolant
(J496) by ECU 1 (J623). Self-Diagnosis
through the open thermostat and the
does not detect a blockage of the After
mechanical water pump into the engine
Run Coolant Pump (V51).
cooling jacket.
Map control is used in the After-Run
Coolant Pump (V51) as necessary. The The coolant then flows back to the radiator
parameters used are engine speed and from the coolant collector. The coolant also
coolant temperature supplied by the passes through the permanently open
Engine Coolant Temperature Sensor return pipe and heating system return to
(G62). the pump/valve unit of the air conditioner
(compared to when the engine is running).

Switching levels: As the Left and Right Heat Regulation

Valves (N175 and N176) of the pump/valve
Cut in: <840 RPM and >226°F (108°C)
unit open, the flow would pass through the
Cut out: >3000 RPM or <223°F (106°C) heating system heat exchangers and cause
them to heat up if there were no non return
2. To circulate the coolant during valve fitted (because the circuit tto adiat
o rradiator
adiator
continued coolant circulation. would be closed of f
off on heating system
supply end)
end).

Other Cooling Cir

Cooling cuit C
Circuit omponents
Components The combination of hot heating system
heat exchangers next to a cold, damp
A Non-Return Valve 1 stops the return of evaporator would cause enormous
coolant to the radiator when the After-Run humidification of the air in the air
Coolant Pump V51 is operating. conditioner unit. Restarting (blower start
A Non-Return Valve 2 in the inlet to the up), would result in excessive misting of the
heating system heat exchangers prevents (cold) windshield, a situation whic
whichh Non
the flow of coolant through the heating Return Valve 2 is designed tto o pr event
event.
prevent
system heat exchangers during continued A Non Return Valve 2 is defective when an
coolant circulation. excessively high vent outlet temperature is
present during a re-start after a brief stop
(as described above).

25
 Cooling System

Electronic
Electronically C
onically ontr
Contr olled C
ontrolled ooling System
Cooling

To enhance efficiency, the coolant Engine speed, engine load, ambient

temperature of the W12 engine is temper atur
temperatur
aturee (obtained from Intake Air
controlled electronically based on a map. Temperature Sensor [G42] in air mass
The coolant temperature regulation meter) and engine oil temper atur
temperatur
aturee (from
function should be viewed as a system. Engine Oil Temperature Sensor [G8]) form
the basis for calculating a specified
specified
The specified coolant temperature is coolant temper atur
temperatur e.
ature
implemented with the aid of the electrically
heated Engine Cooling Thermostat (F265) The specified coolant temperature is also
and the Electric Fans operating as a influenced by the knock control function,
function of engine speed. with the specified temperature being
reduced if possible in the event of knocking
A particular feature of the W12 engine is combustion.
that there is only one Engine Coolant
Temperature Sensor (G62) for the control The specified coolant temperature varies
loop. between 221°F (105°C) in the lower part
throttle range and 194°F (90°C) at high
engine loads or vehicle speeds in excess of
112 mph (180 km/h).
The specified coolant temperature forms
the reference input variable for closed loop
control of the Map-Controlled Engine
Coolant Thermostat (F265) and open loop
control of the Coolant Fan Valve (N313).

Map-Controlled Engine Cooling

Thermostat F265
Return flow from -
Heating system -
Oil cooler and
- Alternator
From radiator

From coolant
collector

Coolant pump
SSP267_038

26
 Cooling System

Map-Contr
Map-Controlled Engine C
ontrolled ooling
Cooling
Thermostat (F265) Contr
Control Loop
ontrol
The Map-Controlled Engine Cooling During continued coolant circulation, the
Thermostat (F265) is actuated on a pulse duty cycle is 100%. As a result, the Map-
width modulated basis with a duty cycle of Controlled Engine Cooling Thermostat
0% to 100%. (F265) opens at an appropriately low
temperature, thus ensuring coolant
ECM 1 (J623) uses the actual and specif ied
specified
circulation by the After-Run Coolant Pump
coolant temperature to calculate the Map-
(V51).
Controlled Engine Cooling Thermostat
(F265) duty cycle and actuate it accordingly. If the Map-Controlled Engine Cooling
Thermostat (F265) (Heating Element) fails, a
When de-energized (duty cycle 0%), the
fault message is stored in the fault memory
control characteristic of the Coolant
of ECM 1 (J623).
Temperature Regulator is at 221°F (105°C) at
the thermostat.
Given maximum (duty cycle 100%) of the
Map-Controlled Engine Cooling Thermostat
(F265), the control characteristic can be
reduced to 194°F (90°C).

Engine Control Module 1-J623

Map-Controlled Engine Cooling

Thermostat F265
Engine Coolant Temperature
Sensor-G62

Auxiliary Engine Coolant

Pump Relay J496

After-Run
Pump V51
Coolant Fan
Drive Circuit Cooling Fan
Valve N313
Temperature Sensor G382

Diagnosis
Hydraulic fan

SSP267_144

27
 Cooling System

O-ring

Coolant hose

Radiator fan V177

Radiator

Retaining Pin

Rubber
insulator

O-ring

Coolant hose

Radiator fan V7

Rubber
insulator

Radiator cowl

28
Notes

29
 Cylinder Head

The two cylinder heads in the W12 engine

are based on the new cylinder head of the
VR6 engine. The cylinder heads are bank Main features:
specific to permit camshaft drive from one
side. — Cross flow cylinder head with four
valves –two overhead camshafts for
inlet and exhaust
— Valve operation by roller type rocker
fingers
— Hydraulic valve lifters
— Infinitely variable timing control for inlet
and exhaust camshaft

Camshaft for
inlet valves

Camshaft for
exhaust valves

Inlet port

SSP267_092

Exhaust port

SSP267_091

30
 Cylinder Head

Needle-bearing mounted
roller-type rocker finger

SSP267_090

The cylinder heads used in the VR6 engine The particular arrangement of the valves
were modified as follows for the W12 permits the use of an inlet and an exhaust
engine: camshaft and therefore separate camshaft
adjustment.
— Additional oil return channels on
exhaust end due to greater inclination The VR principle results in different inlet
of cylinder banks resulting from V angle and exhaust port lengths in the cylinder
of 72°. head. This is offset by way of appropriate
intake and exhaust system design, thus
— Adaptation of cylinder head water jacket
ensuring virtually identical charge cycles in
to cross flow cooling concept.
all cylinders.

31
 Camshaft Drive

Cylinder bank 2 Cylinder bank 1

Chain tensioner/
cylinder bank 2 Guide blade

Guide blade

Chain tensioner/
Intermediate shaft cylinder bank 1

Guide blade

Primary Chain
tensioner

Simplex chain SSP267_022

sprocket

The timing mechanism is located on the From there, one simplex chain each runs to
engine output end. the left and right cylinder head to drive the
Timing mechanism drive is provided by a inlet and exhaust camshafts in each case.
simplex chain running from the duplex
chain sprocket mounted on the crankshaft,
to the central intermediate shaft.

32
 Camshaft Drive

Three spring-loaded hydraulic chain Oil spray jets in the chain tensioner runners
tensioners and the chain guides ensure the provide the necessary chain lubrication and
correct chain tension and smooth chain cooling.
operation (no ratchet mechanism).

Intermediate shaft

Locating pin Sprocket for

simplex chain

Chain sprocket for

camshafts/cylinder
bank 1

Chain sprocket for

camshafts/cylinder
bank 2

SSP267_020

33
 Camshaft Drive

Sealing of Timing Mechanism

Mechanism
SIS sealing (as of start of production) The sealant is injected into the groove with
A new feature is the use of the Seal a lubricating nipple.
Injection System (SIS) for sealing the upper Breather holes are provided at both ends of
timing chain covers. the groove to allow the escape of the air
The upper timing chain cover to lower cover displaced by the sealant. Sealant is
sealing surface has a groove, into which the injected into the groove until it emerges
sealing fluid is injected under pressure after without any bubbles at both breather holes.
the timing chain cover is installed. For details, refer to the current Workshop
Manual.

Breather hole
Sealing surface Breather hole
with groove

Lower timing chain cover sealing

surface

Lubricating nipple

Upper timing chain cover of cylinder bank 1 SSP267_062

(Bottom view)

34
 Camshaft Drive

Silicone liquid seal (new)

A modified method of sealing the timing Both the groove and the chamfer improve
chain covers is gradually being introduced. adhesion and extend the service life of the
seal.
Sealing is performed in the usual way by
applying the sealant to the components For details, refer to the current Workshop
before assembly. Manual.
The production of the sealing surfaces with
groove and chamfer is a new feature.

Chamfer

Groove

SSP267_198

Chamfer

SSP267_197

35
 Camshaft Drive

Valve Timing/C amshaf

amshaftt
iming/Camshaf
Timing C ontr
Control
ontrol

The infinitely variable timing control for the High combustion temperatures and
inlet and exhaust camshafts on the W12 pressures create unwanted NOx formation
engine permits “internal exhaust gas from the nitrogen contained in the intake
recirculation.” This is why exhaust gas air.
recirculation is described here. Recirculating the exhaust gases to the
Exhaust Gas Recir
Gas culation (EGR)
Recirculation combustion chamber lowers the
Ever more stringent demands are being combustion temperature and pressure, and
made of internal combustion engines leads to reduced NOx formation.
regarding power, torque, fuel economy and A distinction is made between external and
exhaust emission standards. internal EGR.
With external EGR, the exhaust gas is
routed through a piping system with EGR
valve back into the intake port, where it is
drawn in again.

Key:
1 Control unit
2 EGR valve
3 EGR temperature specification
4 EGR pulse valve
5 λ-probe/primary CAT
6 Primary CAT

SSP267_108

External exhaust-gas
recirculation

36
 Camshaft Drive

Internal EGR
With the W12 engine, an internal EGR Valve overlap is the angular range in which
system is used to reduce the NOx level. the inlet valve is already open before the
exhaust valve closes.
Internal EGR involves controlling the
optimum setting of the residual gas The advantages of internal EGR include a
component in the cylinders with an inlet rapid reaction time (short distances), high
and exhaust valve timing adjustment. recirculation rate which can be achieved,
good formation of the exhaust, fresh gas
The volume of exhaust gas re-circulated
mixture, and fewer components.
depends on the amount of valve overlap.

Internal exhaust-gas
recirculation
SSP267_117

37
 Camshaft Drive

The graphs below illustrate the valve An appropriate valve overlap is set in the
opening/closing times (maps) for different part throttle range as a function of load and
load statuses with a warm engine. There is engine speed. This is the operating status
no valve overlap at idle and in the near idle in which the highest level of NOx is found.
range. The EGR reduces the NOx level and also has
There is no significant occurrence of NOx in a positive effect on fuel consumption.
this range, thus eliminating the need for In the full throttle range, the camshafts are
EGR. The precisely controlled charge cycle set for maximum cylinder charge in line
produces a particularly smooth running with engine speed.
engine.
50 % load/operating temperature

20
°CS after TDC

15

10

5
*
0

-5
°CS before TDC

-10

-15

-20

-25
1000 2000 3000 4000 5000 6000
n [ 1 /min ] SSP267_083
Inlet opening
Exhaust closing
Valve overlap

90 % load/operating temperature
30
°CS after TDC

20

10

-0
*
°CS before TDC

-10

-20

-30
1000 2000 3000 4000 5000 6000
n [ 1 /min ] SSP267_084
* max. possible adjustment range/ * max. possible adjustment range/
exhaust camshaft inlet camshaft

38
 Camshaft Drive

Valve Timing/Adjustment Range

iming/Adjustment
Infinitely variable adjustment of the inlet Optimum adjustment of valve timing is
and exhaust camshafts is provided on the ensured for the operating statuses…
W12 engine to achieve optimum matching
…rapid catalytic converter warm up
of valve timing to the wide range of engine
operating points. …warm up phase

– The range of inlet camshaft adjustment …operating temperature

is 52° crankshaft. …by way of separate maps.
– The range of exhaust camshaft The maps are referenced to engine speed,
adjustment is 22° crankshaft. engine load and engine temperature (refer
to Page 38).

Valve Timing* Valve Timing*

Odd Numbered Cylinder Bank Even Numbered Cylinder Bank
(Cylinders 1 - 3 - 5 - 7 - 9 - 11) (Cylinders 2 -4 -6 -8 -10 -12)
Io Advance 27° Before TDC Io Advance 27° Before TDC
Retard 25° After TDC Retard 25° After TDC
Ic Advance 183° After TDC Ic Advance 188° After TDC
Retard 235° After TDC Retard 240° After TDC
Eo Advance 235° Before TDC Eo Advance 230° Before TDC
Retard 213° Before TDC Retard 208° Before TDC
Ec Advance 20° Before TDC Ec Advance 20° Before TDC
Retard 2° After TDC Retard 2° After TDC
*with 1mm valve lift and 0mm valve Io = Inlet Opens
clearance lc = Inlet Closes
Eo = Exhaust Opens
Ec = Exhaust Closes

12
11
10
9
8
Valve lift [mm]

7
6
5
4
3
2
Because of the offset crankshaft
1 group, the valve timing (Ic and Eo)
0 differs for the even and odd
80 160 240 320 OT 400 480 560 640 numbered cylinder banks.
Crankshaft adjustment [°CS]
SSP267_173

39
 Camshaft Drive

Control and Monit

ontrol oring of C
Monitoring amshaf
amshaftt P
Camshaf osition
Position
A position sensor is located at each After starting the engine, the camshafts
camshaft for control and monitoring of the briefly remain in the basic position until the
camshaft adjusters. exact position of the camshafts with
For exact determination of the camshaft respect to the crankshaft has been
adjustment, the basic settings (retard established.
position) of the four camshafts are learned If the camshafts are already in basic
by the control modules (adaptation). position (valves de-energized) and the
During adaptation, the solenoid valves are coolant temperature is greater than 185°F
de-energized. The camshafts are moved to (85°C), and assuming basic adaptation has
retard position (basic setting) both by the been implemented, fine adaptation is
setting of the solenoid valves and the always performed breifly several times (for
direction of pull exerted by the chain. approximately one second) after starting
the engine.
The position of the camshaft position
sensor signals relative to the engine speed Adaptation of the inlet camshafts takes
sensor reference mark (actual values), is place at idle or in the near idle range.
stored as basic position and compared to Adaptation of the exhaust camshafts takes
the specified values. This provides the place in the engine speed range between
basic values for camshaft timing control. 1200 and 2000 RPM and at low engine load.
A distinction is made between basic and The two ECMs implement independent
fine adaptation. adaptation of the camshaft positions. The
Basic adaptation is always implemented camshaft timing control function is
after the ECM is de-energized (no Terminal disabled if adaptation is not performed
30) or erasing of DTCs. successfully.

Camshaft Position
Sensor 3/cylinder
bank 1 G300

SSP267_125

Camshaft Position
Camshaft Position Sensor/cylinder
Sensor 4/cylinder bank 1 G40
Camshaft Position
bank 2 G382 Sensor 2/cylinder
bank 2 G382

40
 Camshaft Drive

Camshaf
amshaftt Adjusters

The mode of operation of the camshaft started, the exhaust camshafts are initially
adjusters is based on a hydraulic vane-type “drawn” towards retard position due to the
rotary motor. low oil pressure and direction of chain pull.
The illustration below shows the position of When the solenoid valves are de-energized,
the camshafts with the engine idling at the inlet and exhaust camshafts also
operating temperature. assume the retard position.
The inlet camshaft is in retard position,
whereas the exhaust camshaft is in
advance position. When the engine is

Advance
Retard
I Retard
Advance I

Retard Advance
Advance
Retard
E E

SSP267_128
Cylinder bank 2 Cylinder bank 1

E - Exhaust adjustment range 11° (22° crankshaft)

I - Inlet adjustment range 26° (52° crankshaft)

41
 Camshaft Drive

Function of Camshaf
amshaftt Adjusters
Camshaf When oil pressure is applied to pressure
The camshaft adjuster consists of the five- chamber B, the rotor turns counter-
vane rotor (connected to the camshaft), the clockwise (in relation to the stator). In
stator (connected to the chain sprocket) and terms of the camshaft, this represents the
the electro-hydraulic control unit. “advance” position.

The term “stator” may seem

misleading. The stator is driven by the
timing chain which causes it to rotate
and thus it is not actually “static” in
itself. It does however always maintain
The arrangement of the oil drillings in the
the same angular position with respect
rotor creates a pressure chamber on either
to the crankshaft. The rotor turns
side of each vane (pressure chambers
relative to the crankshaft and thus to
A and B).
the stator.
When oil pressure is applied to pressure
chamber A, the rotor turns clockwise (in
Appropriate pressure control in the two
relation to the stator). In terms of the
pressure chambers (A and B) makes it
camshaft, this represents the “retard”
possible to set any arbitrary position
position.
between the two stops, thus providing
infinitely variable camshaft timing control.
Pressure
chamber

B
A

Pressure
chamber

B
A

SSP267_054

SSP267_053

42
 Camshaft Drive

Electro-Hydr
Electro-Hydraulic C
o-Hydraulic ontr
Control
ontrol The solenoid valves are proportional valves.
Pressurized oil is conveyed without They are PWM actuated and convert the
restrictions, to the control unit/solenoid control current into a switch position
valves through two separate holes. Non- depending on the pulse width. The valves
return valves in the solenoid valve inlets are identical. The wiring harness
boost the system function at low oil connectors are different shapes and colors
pressure. Depending on how they are to make them easier to service.
actuated, the solenoid valves route the The position to which the solenoid valves
pressurized oil to pressure chambers A and switch when de energized is the same for
B of the rotary motors. both the inlet and exhaust rotary motors.
The control unit also acts as the housing for The setting of the solenoid valves is defined
the camshaft rotary bushes, forming the (by spring force), so that the oil pressure is
link between solenoid valve and rotary applied to Pressure Chamber A. The inlet
motor. and exhaust camshafts are therefore in the
ECMs 1 and 2 (J623/J624) actuate Cylinder retard position.
Bank 1 Valve 1 for Camshaft Adjustment If there is no or only marginal oil pressure,
(N205)/Valve 2 for EGR (N213), Camshaft the camshafts are also set to the retard
Adjustment Valve 1 (N318) and Cylinder position because of the chain pull.
Bank 2 Solenoid Valve 2 for Camshaft
Adjustment (N208)/Camshaft Adjustment
Valve 1 (N318).

Timing case

Hydraulic control unit

SSP267_133

43
 Camshaft Drive

Adjustment in Retard Direction

Direction

Port (A)
Non-return valve

SSP267_127
Adjustment in Advance Direction
Direction

Non-return valve Port (B)

Oil supply Oil drain SSP267_126

44
 Camshaft Drive

Adjustment in Contr
Controlled P
ontrolled osition
Position

Non-return valve

SSP267_146

The camshaft adjusters are equipped with

an auxiliary coil spring attached to the
adjuster housing. This spring helps to turn
the internal rotor of the adjuster in the
"advance" direction.

45
 Belt Drive/Auxiliaries

Belt Drive/Auxiliaries
Drive/A

Water pump

Idler wheel

Air-conditioning
compressor

Alternator
Tensioning roller Tandem oil
pump
Idler wheel Crankshaft

46
 Water-Cooled Alternator

Alternators generate a high level of current The alternator water jacket is incorporated
even at low speeds. With air-cooled into the engine cooling circuit and provides
alternators, the cooling output is a function cooling in all operating ranges, especially
of speed, which results in extreme heating high power output at low speeds. The
of the components during high power “open” design pulley provides an exchange
output combined with low speed. High of cooling air for the claw-pole rotor. Since
ambient temperatures add to this situation. the air vortex of the claw-pole rotor is
enough, a fan impeller is not necessary.
To alleviate this condition, a water-cooled
190 alternator with a power output of Permanent magnets between the rotor
2660W is used on the Audi A8L W12. segments enhance the magnetic flux
between the claw-pole rotor and stator
The water-cooled alternator has a water
winding and increase efficiency. The poles
jacket that surrounds the stator winding
of the permanent magnets have the same
and the surface of the rectifier diodes and
polarization as the rotor segments.
regulator mounting plate.
The permanent magnets are relatively weak
to minimize self-excitation and to allow
regulation of the alternator voltage.

SSP268_097

47
 Water-Cooled Alternator

SSP268_048

Permanent magnets between the rotor segments enhance the

magnetic flux (from the claws to the stator winding
and vice versa), thus preventing stray flux between the individual
poles.

Mor
Moree Advantages of Water-C
ater-Cooled
-Cooled
Alternators
Alternators
Water jacket
— Quiet operation results from eliminating
the fan impeller. There is no
aerodynamic flow noise.
— Smooth running due to rigid, enclosed
design of alternator housing.
— Eliminating the fan impeller results in a
decrease in drive power required and
yields up to 5% more efficiency (as a
function of speed).
— Recovery of heat lost to engine cooling
circuit during warm-up phase.
— High performance level due to constant
cooling over entire speed range.
— Reduced susceptibility to high ambient
temperatures.

SSP268_050

48
 Induction System

Throttle Body Control Module J544 Throttle Body Control Module J338

The intake system of the W12 features two The manifold itself is a split design
Mass Airflow Sensors and two Throttle comprised of an upper and lower half. The
Body Control Modules. Each sensor and upper portion must be removed before
throttle body is fed fresh air from its own air servicing the ignition coils or fuel injectors
box and filter. is possible. The upper half can be further
disassembled into three separate pieces.
Separate crankcase ventilation boxes are
mounted under the upper half of the intake
manifold.

49
 Induction System

Intake Manifold
(upper section)

Pressure Control Valve for Crankcase

Breather System (left bank)

Intake Manifold
(lower section)

Always refer to the repair information

when removing and installing the intake
manifold.
Gaskets and seals must always be
replaced. Special bolt tightening
procedures must also be followed.

50
 Engine Sub-Systems

Advantages of metal substrate over ceramic Mixture composition and emission control
substrate catalytic converters: are monitored by four independent control
loops using eight heated oxygen sensors.
— The lower flow resistance results in a
lower exhaust backpressure and Each primary catalytic converter is assigned
enhanced power yield. a wide band oxygen sensor as upstream
probe and a step change probe as
— The catalytic converter response
downstream sensor. Operation of the wide
temperature is reached faster because
band oxygen sensor is described in
of the lower heat capacity of the metal
SSP 247.
substrate and reduces unwanted
emissions.
Cylinder bank 2 Cylinder bank 1

Exhaust bank 1
Cylinders 1-3
Exhaust bank 3
Cylinders 7-9

Exhaust bank 2
Cylinders 4-6
Exhaust bank 4
Cylinders 10-12

SSP268_079

To main catalytic
converters

51
 Engine Sub-Systems

Exhaust Flaps Operation/C

Operation/Contr
ation/Control of Exhaust Flap
ontrol
The W12 engine has two exhaust flaps. As a Spring force keeps exhaust flaps open in
function of engine load, engine speed and de-energized and depressurized conditions.
vehicle speed, the ECM 1 (J623) switches This ensures the free discharge of exhaust
the exhaust flap on the right side and ECM gases if the system fails and prevents
2 (J624) switches the exhaust flap on the reduced performance and/or damage to the
left side. components.
The exhaust flaps are closed at idle, in the Actuation of Exhaust Flap Valve (N321) or
lower part throttle range and enhance Exhaust Flap Valve 2 (N322) applies vacuum
silencer efficiency. to the vacuum unit and closes the exhaust
When parameters exceed defined values, flap by overcoming the spring force.
the exhaust flaps open and reduce exhaust Switching conditions for opening of
backpressure. exhaust flaps is as follows:
The comfort level is maintained in low load Vehicle Speed > 3 mph (5 km/h)
ranges without increasing exhaust Engine Load > 50%
backpressure in higher load ranges. Engine Speed > 2500 RPM

Non-return valve

Intake
manifold

Vacuum reservoir

Flap open SSP268_179

J623 Energized
De-energized

Non-return valve

Intake
manifold

Vacuum reservoir

Flap closed SSP268_180

J623

Atmospheric pressure Vacuum

52
Notes

53
 Engine Management Concept

Engine control module 2 J624 Engine control module 1 J623

BOSCH BOSCH BOSCH BOSCH

SSP268_129

The Engine Management System for the Pin encoding means that:
W12 engine, Motronic ME7.1.1, is a two
— Pin 49 of ECM 1 (J623) is connected to
control module concept.
Terminal 15.
Two control units are identical and each is — Pin 49 of ECM 2 (J624) is connected to
assigned to one cylinder bank. The two Terminal 31.
cylinder banks are considered separate
engines. Because of the Twin Control Unit Concept,
both control units must:
However, certain sub-functions are
common to ECM 1 (J623) for Cylinder Bank 1 — have the same software version.
and Engine Control Module 2 (ECM 2) (J624) — be matched to the Cruise Control
for Cylinder Bank 2 System (CCS).
Control unit/cylinder bank assignment — be matched to the Immobilizer.
identification is provided by pin encoding in — be viewed as separate entities for self-
the wiring harness. To provide a clear diagnosis.
distinction, the wiring harness to each
— have the same encoding.
control unit is wrapped with different
colored tape.

54
 Engine Management Concept

Only ECM 1 (J623) per

perfforms the
following functions.

— Determination of specified speed values

for idling speed control
— Coolant temperature regulation,
continued coolant circulation, actuation
of continued After-Run Coolant Pump
(V51)
— Provision of CAN data for drive system
CAN
— Actuation of Fuel Pump Relay (J17) and
Motronic ECM Power Supply Relay
(J271)
— Control of exhaust flap
ECU 1 (J623) processes the ffollowing
processes ollowing
inter
interffaces.

— Brake Light Switch F/Brake Pedal Switch

(F47)
— Engine Coolant Temperature Sensor
(G62)
— Cruise Control Switch (E45)
— A/C High Pressure Signal from A/C
Pressure Switch (F129)
— Terminal 50 Signal
K50
— Engine Speed Signal
Only ECM 2 J624 per
perfforms the
following functions.

— Misfire Detection
— Processing of Engine Oil Temperature
Sensor (G8) signal SSP268_148

Engine control module 2 J624 Engine control module 1 J623

Terminal 15
Terminal 31

55
 Engine Management Concept

System Layout

Heated oxygen sensor 2 -G39/-G108 Oxygen sensors -G130/-G131 Throttle Valve Control Module 1 -
J338

Throttle position sensor Mass airflow sensor -G70

-G79/-G185 Intake air
temperature
sensor -G42

Engine Control
Module 1 -J623

Drive circuit cooling

fan temperature
sensor -G382
Cruise Control
Switch -E45 Additional signals

Pin 49 to
Terminal 15
Knock Sensors 1 and Engine speed
2 -G61/G66 sensor -G28

Diagnostic
Camshaft Brake Light Switch -F Engine coolant Connection
position sensors Brake Pedal Switch -F47 temperature sensors
-G40 (inlet) -G2/-G62
-G300 (exhaust)

Throttle Valve Control

Module 2 -J544
Heated oxygen sensors -G285/- Drive
G286 System CAN

Oxygen sensors -G287/

Engine speed sensor - -G288
G28

Additional
signals

Engine control
module 2 -J624
Engine Oil Knock sensors 3 and
4 -G198/-G199 Pin 49 to ground
Temperature
Camshaft
Position Sensors
Mass airflow sensor 2 -G246
-G163 (inlet)
Intake Air Temperature Sensor 2 -G299
-G301 (exhaust)

56
 Engine Management Concept
Ignition coils with power Fuel injectors -
Throttle Valve Control output stage -N70, 127, 291, N30, 31, 32, 33, Motronic Engine
Module 1 -J338 292, 323, 324 83, 84 Control Module
Power Supply
Relay -J271

Map-controlled
Secondary-air injection Evaporative emission Engine Cooling
solenoid valve -N112 canister purge regulator Thermostat -F265
valve -N80

Additional
signals

Exhaust flap Additional Relay for

Coolant fan
valve -N321 coolant pump radiator
valve -N313
relay -J496 with fan after-
after-run coolant run -J397
pump -V51
Valve 1 for Secondary
Right Electro- Fuel pump
Camshaft air injection
hydraulic engine relay -J17
adjustment pump relay -
mount solenoid with fuel
-N205 (inlet) J299 with
valve -N145 pump -G6
-N318 (exhaust) secondary air
injection
pump motor
-V101
Ignition coils with
power output stages -
Throttle valve control Fuel Injectors - Secondary air
N325, N326, N327,
module 2 -J544 N85, 86, 299, 300, injection solenoid
N328, N329, N330
301, 302 valve 2 -N320

Additional
signals

Evaporative emission
canister purge regulator Valve 2 for camshaft
valve 2 -N333 adjustment
Left electro- -N208 (inlet)
Secondary air injection -N319 (exhaust)
hydraulic engine pump relay 2 -J545 with
mount solenoid secondary air injection
valve -N144 pump motor 2 -V189

57
 Engine Management Concept

Sensors/Actuat
Sensors/Actuat ors
Actuators G301 Camshaft Position Sensor 4

Block Diagr
Block am Motr
Diagram onic ME7.1.1
Motronic G382 Drive Circuit Cooling Fan Temperature Sensor
J17 Fuel Pump Relay
A Battery
J271 Motronic ECU Power Supply Relay
E45 Cruise Control Switch
J299 Secondary Air Injection Pump Relay
F Brake Light Switch
J338 Throttle Valve Control Module
F47 Brake Pedal Switch
J397 Relay for Radiator Fan After Run
F265 Map-Controlled Engine Cooling Thermostat
J496 Auxiliary Engine coolant Pump Relay
G2 Coolant Temperature Sensor
J544 Throttle Valve Control Module 2
G6 Fuel Pump
J545 Secondary Air Injection Pump Relay 2
G8 Oil Temperature Sensor
J623 ECM 1
G28 Engine Speed Sensor
J624 ECM 2
G39 Heated Oxygen Sensor
M9 Left Brake Light Bulb
G40 Camshaft Position Sensor
M10 Right Brake Light Bulb
G42 Intake Air Temperature Sensor
N30 Cylinder 1 Fuel Injector
G61 Knock Sensor 1
N31 Cylinder 2 Fuel Injector
G62 Engine Coolant Temperature Sensor
N32 Cylinder 3 Fuel Injector
G66 Knock Sensor 2
N33 Cylinder 4 Fuel Injector
G70 Mass Air Flow Sensor
N70 Ignition Coil 1 with Power Output Stage
G79 Throttle Position Sensor
N80 Evaporative Emission Canister Purge
G108 Heated Oxygen Sensor 2 Regulator Valve
G130 Oxygen Sensor N83 Cylinder 5 Fuel Injector
G131 Oxygen Sensor 2 N84 Cylinder 6 Fuel Injector
G163 Camshaft Position Sensor 2 N85 Cylinder 7 Fuel Injector
G185 Sensor 2 for Accelerator Pedal Position N86 Cylinder 8 Fuel Injector
G186 Throttle Drive (Power Accelerator Actuation) N112 Secondary Air Injection Solenoid Valve
G187 Angle Sensor 1 for Throttle Drive (Power N127 Ignition Coil 2 with Power Output Stage
Accelerator Actuation)
N144 Left Electro Hydraulic Engine Mount Solenoid
G188 Angle Sensor 2 for Throttle Drive (Power Valve
Accelerator Actuation)
N145 Right Electro Hydraulic Engine Mount
G198 Knock Sensor 3 Solenoid Valve
G199 Knock Sensor 4 N205 Camshaft Adjustment Valve 1
G246 Mass Airflow Sensor 2 N208 Camshaft Adjustment Valve 2
G285 Heated Oxygen Sensor 3 N291 Ignition Coil 3 with Output Power Stage
G286 Heated Oxygen Sensor 4 N292 Ignition Coil 4 with Output Power Stage
G287 Oxygen Sensor 3 N299 Cylinder 9 Fuel Injector
G288 Oxygen Sensor 4 N300 Cylinder 10 Fuel Injector
G296 Throttle Drive 2 N301 Cylinder 11 Fuel Injector
G297 Angle Sensor 1 on Throttle Valve Drive 2 N302 Cylinder 12 Fuel Injector
G298 Angle Sensor 2 for Throttle Valve Drive 2 N313 Coolant Fan Valve
G299 Intake Air Temperature Sensor 2 N318 Camshaft Adjustment Valve 1
G300 Camshaft Position Sensor 3

58
 Engine Management Concept
Concept

30
15
X

J17

15
15

S S S S S S S S S

E D C

C B X J338 F265
G186 G187 G188
A
F47 F
J299 M

N145 N318 N205 N112 N80 N321

N33 N83 N84
N31 N32 M9
N30
M V101
M10 D

+ 31
49
+ -

A J623

-
- - +

B
15 C

1 0 2 2a + + +
λ
M N70 0,2a λ
P N
mL Z P Z N
N313 Z Z
G70/G42 G130 G39 G66 G61 G62 G2 G40 G300 G28
G6 N127 D G131 G108
N291
N292
N323
N324

P
Q

31

59
Engine Management Concept
Concept

30
15
X

J271

S S S S
A D C C

G382 D E J544
G296 G297 G298 G198 G199 G8
t° J397
J496 J545 M
E
N144 N319 N208 N320 N333
8 9 N302
N300N301
N85 N86 N299
M V51 M V189
X
31 31
+ -
N330
J624

+ - + - - + - 49

C B B
E

+ +
λ
λ
N328 N329 P
Z
N
1 2 3 4 5 6 7 N327 mL P Z N
N326 Z Z
G79 G185 N325 G246/G299 G163 G301
G287 G288 G285 G286

P
Q

31

60
 Engine Management Concept

N319 Camshaft Adjustment Valve 2 Additional Signals

N320 Secondary Air Injection Solenoid Valve 2 1 Terminal 50
N321 Exhaust Flap 1 Valve
2 To Relay for Radiator Fan After-Run (J397)
N323 Ignition Coil 5 with Final Power Output Stage
N324 Ignition Coil 6 with Final Power Output Stage 3 AC High Pressure Signal from A/C
Pressure
N325 Ignition Coil 7 with Final Power Output Stage
Switch (F129) (High Pressure Switch)
N326 Ignition Coil 8 with Final Power Output Stage
N327 Ignition Coil 9 with Final Power Output Stage 4 AC Requirement Signal (from A/C Control
N328 Ignition Coil 10 with Final Power Output
Head [E87])
Stage 5 Compressor “ON/OFF” Signal
N329 Ignition Coil 11 with Final Power Output
Stage 6 Crash Signal
N330 Ignition Coil 12 with Final Power Output 7 Engine Speed Signal
Stage
8 CAN Low/Drive
N333 Evaporative Emission Canister Purge
Regulator Valve 9 CAN High/Drive
V51 After-Run Coolant Pump
V101 Secondary Air Injection Pump Motor
V189 Secondary Air Injection Pump Motor 2

A
Color Code
Code
= Input Signal B
C
} Power Supply from
Fuel Pump Relay (J17)
= Output Signal
= Positive Supply
= Ground
D
E } Motronic ECM Power
Supply Relay (J271)

X Connections within
= CAN Bus Block Diagram

61
 Engine Management Concept

Special Featur
Features of
eatures
Motronic ME7.1.1
Motronic

The Motronic ME7.1.1 is an advanced

version of the Motronic ME7.1 and has
these features:
— Larger computer capacity because of — Designed for coolant temperature
new computer-bound sub-functions regulation
— Extension of control unit activities after — Enhanced evaluation of signals from
turning off the ignition with the aid of Engine Coolant Temperature Sensor
main relay concept (G62)
— Infinitely variable adjustment of inlet — Management of additional and new
and exhaust camshafts CAN messages
— Designed to suit new broad band
oxygen sensor upstream of catalytic
converter

G62 Evaluation
Precision sensing of the coolant Changing to the evaluation circuit for the
temperature over a broad temperature upper temperature range takes place at a
range is very important. coolant temperature of approximately 122°F
Precise determination of the coolant (50°C).
temperature in the lower operating
temperature range is required for cold
•

starting and subsequent warm up. 3

2
Coolant temperature regulation demands
RNTC [Ω]

exact recognition of the coolant

10 4
temperature in the upper operating 8
temperature range. 6

4
The characteristic curve of the Engine 3
Coolant Temperature Sensor (G62) (NTC 2
Sender) is steep over the temperature range
to be recorded -- approximately 86°F (30°C) 10 3
8
to 248°F (120°C).
6
At the same time, the coefficient of 4
resistance ranges from approximately 3

25,000 Ohms to approximately 115 Ohms. 2

The change in resistance per Kohm varies

10 2
considerably at low and high temperatures. 8

To achieve the required level of accuracy for -30 -20 0 20 40 60 80 100 120

both temperature ranges, the ME7.1.1 has a ϑ [°C] •

separate evaluation circuit for each.
SSP268_190

62
 Engine Management Concept

Main Relay Concept

Concept After turning off the ignition, the ignition
In earlier versions of the W12, the Fuel coils are still actuated until the engine
Pump Relay (J17) provided the power stops to ensure ignition of the fuel already
supply for the sensors and actuators. injected. This means that no unburned
fuel/air mixture reaches the exhaust system,
Now this task is performed by the Motronic which reduces the level of exhaust
ECM Power Supply Relay (J271) (Main emissions.
Relay).
The camshaft adjustment valves also
As with the Fuel Pump Relay (J17), ECM 1 remain actuated until the engine stops
actuates the Motronic ECM Power Supply when the ignition is turned off, to ensure
Relay (J271). Due to the Motronic ECM that the camshafts are kept in the proper
Power Supply Relay (J271), the ECMs can position until the engine has stopped.
still execute certain functions after the
engine ignition has been turned off. The Engine Mounting Solenoid Valves
provide smooth engine shutoff.
The following sensors/actuators are
supplied with power by the Motronic The Solenoid Valve for the hydraulic fan
Current Supply Relay (J271): prevents brief fan speed increase.
Since ECM 1 is responsible for control of
— ECM 1
the continued coolant circulation process, it
— ECM 2 actuates: Auxiliary Engine Coolant Pump
— Cylinder Bank 1 Ignition Coils Relay (J496), Relay for Radiator Fan After-
— Cylinder Bank 2 Ignition Coils Run (J397) and Map-Controlled Engine
— Camshaft Adjustment Valves Cooling Thermostat (F265).
— Engine Mounting Solenoid Valves
— Coolant Fan Valve (N313)
— Auxiliary Engine Coolant Pump Relay
(J496) (Continued After-Run Coolant
Pump [V51])
— Relay for Radiator Fan After-Run (J397)
(Coolant Fan [V7])
— Map-Controlled Engine Cooling
Thermostat (F265)

63
 Engine Management Concept

Engine Speed Sensor G28

The Engine Speed Sensor G28, supplies the
most important engine management input
signal.
If the Engine Speed Sensor (G28) fails, the
engine will not run.
The Engine Speed Sensor (G28) is directly
connected to both ECMs. The sensor is a
Differential Hall Sensor with integrated
permanent magnet that scans ferro-
magnetic sensor wheels.
If the sensor signal is missing, it is
recognized by the ECM self-diagnosis
function.

SSP268_164

J623 J624 — G40 Camshaft Position Sensor/Cylinder

Bank 1
— G163 Camshaft Position Sensor/Cylinder
Bank 2
+ + + + + — G300 Camshaft Position Sensor/Cylinder
Bank 1
G40 G300 G28 G163 G301 — G301 Camshaft Position Sensor/Cylinder
Bank 2
31
SSP268_159

64
 Engine Management Concept

Engine speed sensor -G28

SSP268_167

Evaluation electronics

Permanent magnet

Hall element 1

Hall element 2

Rotor (sender wheel)

Magnetic lines of force

SSP268_168

65
 Engine Management Concept

Sensor Design Output

signal
Signals are generated by two Hall elements
arranged behind the sensor wheel.
A permanent magnet is located above the

Hall voltage UHE

two Hall elements and integrated into the N UHE1 UHE2
sensor. The magnetic field acts on the Hall S
elements. The integrated evaluation
electronics, also called Hall Integrated HE1 HE2
Circuit (IC) evaluate the Hall voltages of the
two Hall elements and generate the sensor SSP268_194
output signal.
Hall elements react to changes in the
magnetic field. IC refers to an integrated
semi-conductor circuit.
The sensor wheel is a rotor and influences
both the field strength of the permanent
magnet and the Hall voltages of the two
Hall elements. If the ferrous metal rotor is
located directly under the Hall elements, the
ferrous metal intensifies the magnetic field
in the area of the Hall elements. The Hall
UHE1
voltage of the two Hall elements increases

Hall voltage UHE

N
with increasing magnetic field strength. UHE2
S
Since the two Hall elements are arranged
behind one another, the Hall voltage levels
at the Hall elements change during the
transition from rotor to gap (or vice versa).
SSP268_195
The difference between and the magnitude
of the Hall voltages are used for evaluation
and generation of the output signal.

IC means “Integrated Circuit” and refers

to an integrated semi-conductor circuit.

UHE1 UHE2
N
Hall voltage UHE

SSP268_196

66
 Engine Management Concept

Camshaf
amshaftt Position Sensors
Position Bank 2 synchronization is offset by 60° with
In addition to defining the camshaft respect to Bank 1. The pin encoding
position with respect to the position of the ensures that allowance is made for this in
crankshaft, a camshaft position sensor is the software.
required for each inlet and exhaust — Engine Speed Sensor (G28) and
camshaft adjustment. Camshaf
Camshaftt Position Sensors (G40/300)
Position
Sensor signals are required for the — Control and monitoring of camshaft
following functions. adjustment for Cylinder Bank 1
— Engine Speed Sensor (G28) and — G28 and G163/301
Camshaf
Camshaftt P osition Sensor (G40)
Position — Control and monitoring of camshaft
— Synchronization of Bank 1 (with adjustment for Cylinder Bank 2
Cylinder 1/Cylinder 6) for knock control — There is no camshaft timing control
and sequential injection; G300 is function if one of the camshaft position
responsible for synchronization if G40 sensors is defective.
fails. — If both the camshaft position sensors
— Engine Speed Sensor (G28) and on one bank fail, engine starting is
Camshaf
Camshaftt P osition Sensor (G163)
Position enabled by the engine run-out detection
— Synchronization of Bank 2 (with function.
Cylinder 12/Cylinder 7) for knock control
and sequential injection; G301 is Adaptation of Sensor Signals (G40/G300/
responsible for synchronization if G163 G163 and G301) provides more accurate
fails. determination of the camshaft basic
positions.

Cylinder bank 2 Cylinder bank 1

Camshaft position Camshaft Camshaft position Camshaft posi-

sensor 4 -G301 position sensor 2 sensor 1 -G40 tion sensor 3 -
-G163 SSP268_147 G300

67
 Engine Management Concept

Sensor Design
The camshaft position sensor is also called This design has different rotor widths and
a “Differential Hall Sensor” that uses a two- enables the signal profiles of the Camshaft
track rapid start sensor wheel made of Position Sensors (G40/G163) and the Engine
ferrous metal. Speed Sensor (G28) to be used for faster
The sensor wheel has two broad and two determination of camshaft adjustment with
narrow rotors/gaps. respect to the crankshaft.

Track 2
Track 1

Camshaft position
sensor

Hall element 2

Hall element 1
Permanent SSP268_149
magnet

68
 Engine Management Concept

Another feature of the sensor wheel design Hall elements react to changes in the
is that two “tracks” are in adjacent, mutually magnetic field. The two-track sensor wheel
inverted arrangement. influences the strength of the permanent
The two-track system ensures more precise magnet.
generation of the sensor signal. When the ferrous metal rotor of track 1 is
The signals are generated by two Hall located directly under HE1, there is a gap
elements HE1 and HE2 that are situated under HE2. The ferrous metal intensifies
next to the sensor wheel. One track is the magnetic field in the area of HE1 and
assigned to each of the Hall elements. the Hall voltage of HE1 increases with
respect to HE2.
A permanent magnet is situated above the
two Hall elements and integrated into the The difference between HE1 and HE2 and
sensor, the field of which acts on the Hall the magnitude of the two Hall voltages is
elements. The IC electronics evaluate the used for evaluation and generation of the
Hall voltages of the two Hall elements and output signal.
generate the sensor output signal.

Hall element 2

Hall element 1

Track 2

Track 1

SSP268_150

S
N

SSP268_151
Permanent magnet

69
 Engine Management Concept
Camshaft Position Sensors

720°
660° 0° 60° 120° 180° 240°

78°
-G28

138°

6°
114°
Camshaft Position Sensors
-G40/-G163

92°
Camshaft Position Sensors

40° 140°
-G300/-G301

40° 40°

SSP268_085

The signal profiles of the camshaft position Because of the special features of the
sensors are identical for Cylinder Banks 1 engine mechanical and management
and 2 intake and exhaust camshafts (same systems, basic synchronization of the first
distance from software reference mark). ignition TDC (ITDC) of Cylinder Bank 2
(Cylinder 12) is 138° after the software
Basic synchronization of the first ignition
reference mark.
TDC (ITDC) of Cylinder Bank 1 (Cylinder 1) is
78° after the software reference mark. Allowance is made for this in the control
unit and the pin encoding specifies it.

70
 Engine Management Concept

300° 360° 420° 480° 540° 600°

140° 40°
140°

The engine speed sensor is a Hall The camshafts are in “retard” position if the
sensor. The software reference mark is Camshaft Adjustment Valves are de-
the second trailing edge after the gap energized when the engine is running. If
(60-2 system). there is no or not enough oil pressure, the
camshafts are set to retard position
because of the chain pull.

71
 Engine Management Concept

Engine Oil Temperatur

emperature
ature
Sensor (G8) Engine oil
temperature
Oil
sensor -G8
The signal of the Engine Oil Temperature tank
Sensor (G8) is evaluated by ECM 2 (J624)
and transmitted by the CAN Bus to ECM 1
(J623).
It is used for calculating the specified
Engine control module 2 -J624
coolant temperature and the continued
coolant circulation time.
To prevent overheating of the engine,
mandatory change from 4th to 5th gear is
implemented when the engine oil
Transmission control module -
temperature is more than 266°F (135°C).
J217
The decrease in engine speed counteracts a
further increase in engine oil temperature.
The mandatory change described above
CAN
also takes place when the coolant
temperature is more than 248°F (120°C).

Engine control module 1 -J623

SSP268_145

72
Notes

73
 Engine Management Concept

CAN Data Exc

Data hange
Exchange
ECM 1
The Twin Control Module Concept has (Master Control Module)
resulted in the addition of new CAN
— Intake Air Temperature
messages, over which the two ECMs
exchange data. ECM 1 transmits — Brake Light Switch1
information to ECM 2 by “Master/Slave — Brake Pedal Switch
Messages.” — Throttle Valve Angle
Master/Slave Messages provide ECM 1 with — Electronic Throttle Warning Lamp/
data from ECM 2. Info
Although these messages ar e tr
are ansmitted
transmitted
— Driver Input
by the gener al
general drive system CAN, they are
are — Torque
only used ffor
or the exc
exchange of data
xchange — Fault Status1
between the twtwoo ECMs. — Accelerator Pedal Position1
— CCS Switch Positions
— CCS Specified Speed
— Altitude Information
— Compressor Switch-Off
— Compressor ON/OFF (Feedback from
ECM 2 can only transmit by way of Bi-Directional Interface)
Slave/Master Messages. Although — Fuel Consumption
ECM 2 can transmit data to ECM 1 and
— Coolant Temperature1
the Dash Panel Insert (Immobilizer), it
is only designed to receive data. — Idling Speed Recognition
— Engine Shutoff Position2
— Engine Speed
Data transmitted by the ECMs — ACTUAL Engine Torques
Data received and evaluated by the — Emergency Running Programs
ECMs (Self-Diagnosis Information)
— G8 Oil Temperature Warning
— VMax Limit Active2
— Immobilizer
— Crash Signal2

ECM 2
1
These data are additionally transmitted
by way of Master Slave Messages (Slave Control Module)
2
These data are only transmitted by way of — EPC fault Lamp Request3
Master/Slave Messages — OBD Fault Lamp Request3
3
These data are only transmitted by way of — Misfiring Detection3
Slave/Master Messages — Fault Status3
— Engine Oil Temperature (From G8)3
— Immobilizer3

74
 Engine Management Concept

Transmission Contr
Control Module
ontrol

— Idle Regulation Adaptation Release

— Compressor Switch-Off
— Specified Idling Speed
— Current Gear/Target Gear
— Specified Engine Torque
— Emergency Running Programs (Self-
Diagnosis Information)
— Gearshift Active/Not Active
— Selector Lever Position
— Torque Converter Clutch Status

ESP
ESP//ABS Contr
Control Module
ontrol

— Intervention Torque
— Brake Pedal Status
— ESP Intervention
— Overrun Torque Limiting Function
Drive system CAN High

Drive system CAN Low

Request
— Overrun Torque Limiting Function
Intervention Torque

Dash Panel Inser

Panel Insertt

— Self-Diagnosis Information
— Vehicle Speed
— Coolant Temperature
— Immobilizer (from both ECUs)

Steering Angle Sensor

— Steering Wheel Angle is used for

idling speed pilot control and engine
torque calculation based on power
steering power requirements.

75
 Engine Management Concept

Additional Signals/Inter
Signals/Interffaces

In addition to CAN BUS data exchange, the following signals are sent by separate
interfaces.
Pin 42 Terminal 50 ECM* 1 Only
Pin 67 Crash Signal ECM 1 and ECM 2
Pin 41 A/C Compressor Signal ON/OFF ECM 1 and ECM 2
Pin 40 A/C Requirement Signal ECM 1 and ECM 2
Pin 54 A/C High-Pressure Switch Signal ECM 1 Only
Pin 37 Engine Speed Signal ECM 1 Only
Pin 49 Pin Encoding of Control Units
+ to Pin 49 = ECU 1
- Pin 49 = ECU 2
Pin 43 K-Wire/Diagnosis ECM 1 and ECM 2
Pin XX only interfaces Cruise
ECM 1 Control System Always check the wiring
* ECM = Engine Control Module diagrams for the latest pin
assignments.

Terminal 50 Signal Crash Signal

Cra

The Engine Run-Out Detection Function can Although ECM 1 switches the fuel pump,
recognize “reversing” in the course of the the crash signal is also transmitted to ECM
engine shutoff process. Because reversing 2. In addition to powering the Fuel Pump,
of the engine is ruled out on starting, the the Fuel Pump Relay is also responsible for
Terminal 50 information (starter operated) is supplying voltage to other actuators of both
used for checking the plausibility of and ECMs (refer to block diagram).
evaluating the reversing detection function. The crash signal in ECM 2 suppresses
Air-C
Air-Conditioner C
-Conditioner ompr
Compressor ON/OFF
ompressor unwanted entries in the fault memory such
Signal as those caused by deactivation of the fuel
The compressor on signal is also used as a pump.
source of information for calculating the To avoid unnecessary expense, no
speed of the electric fan. modifications have been made to the
Air-C
Air-Conditioner High-P
-Conditioner High-Prressure Switc
essure h
Switch wiring harness (wiring to Pin 67 interface
Signal still exists).
The signal from the A/C Pressure Switch
(F129) (High Pressure) provides information
for actuating the radiator cooling fans.
When the High Pressure Switch is closed
(approximately 16 bar), maximum electric
fan speed is set.

76
 Service

Notes on Maintenance

Because of the Twin Control Module The readiness code must be set, read out
Concept, there are several factors to and reset separately for each control
remember when using diagnostic testers module (e.g. by starting “short trip” test
and the self-diagnosis function sequence with scan tool). Raising the fault
Regarding self-diagnosis, the two control memory automatically sets the readiness
modules should be viewed as separate code in the appropriate control module.
entities (this does not apply to misfire The misfire detection function is only
detection). activated in ECM 2 (J624), which is thus
The self-diagnosis functions are responsible for both cylinder banks.
implemented in the control module to Misfir
Misfire detection af
ire afffecting Cylinder
which the components are connected (with Bank 1 c an only be rread
can ead out in ECM 2.
the exception of combustion missing
detection).

Separate address words are required for

entry into self-diagnosis function:
Address word 01 ECM 1 (J623)
Cylinder Bank 1
(Exhaust Banks 1 and 2)
Address word 11 ECM 2 (J624)
Cylinder Bank 2
(Exhaust Banks 3 and 4)
If a fault has been stored in ECM 2, the fault
“Please read out fault memory of ECM 2” is
stored in ECM 1. This fault message can
only be erased when there is no fault entry
stored in ECM 2.
Both control modules must:
— have the same software version
— be matched to the Cruise Control
System (CCS)
— be matched to the Immobilizer
— be viewed as separate entities for self-
diagnosis
— have the same encoding

77
 Service

Workshop Equipment/Special
Equipment/Special
Tools

These are the new items of workshop

equipment and special tools designed for
the W12 engine.

VAS 6100 Workshop Crane

Crane
With a load bearing capacity of 2650 lb.
(1200 kg), the workshop crane VAS 6100 can
handle the new larger volume engines.
VAS 6101 Extension (load bearing capacity
660 lb. or 300 kg) is available as an option. SSP268_186
VAS 6095 Engine and Gearbo
Gearboxx
Assembly Mount
In addition to a load bearing capacity of
1320 lb. (600 kg), the Engine and Gearbox
Assembly Mount offers several new
features.
Unit mounting with universally adjustable
clamps and locating pins provides easy
access to the back of the engine.
The height of the unit can be adjusted by
approximately 7.9 in. (200 mm).
The tilt mechanism enables the unit to be
moved into any angular position required.
The mechanism is self-locking so that there
is no need for separate fixing.
Integrated storage facilities and sliding drip SSP268_184
tray for collecting fluids is included.
Compatible with existing engine and
gearbox supports.

Unit Assembly Trolley

This special tool is a unit assembly trolley
for all engine and gearbox preassembly
work.
The worktable is in two sections to facilitate
separation and joining of the engine and
the gearbox.

Locating
SSP268_182
pins

78
 Service

VAS 6131 Scissor Lif

Liftt Table
Used for removing engine and transmission
assemblies from vehicles.

SSP268_185

Clamps

SSP268_187

VAG 1342/16 Oil pressure

test pipe section

VAG 1342/15 Oil

pressure test adapter

SSP268_181

79
 Service

80
 Knowledge Assessment
Knowledge Assessment
An on-line Knowledge Assessment (exam) is available for this SSP.
The Knowledge Assessment may or may not be required for Certification.
You can find this Knowledge Assessment at:
www.accessaudi.com

From the accessaudi.com homepage:

–– Click on the “ACADEMY” Tab

–– Click on the “Academy Site” Link
–– Click on the ”CRC Certification” Link

For assistance, please call:

Audi Academy
Learning Management Center Headquarters
1-877-AUDI-LMC (283-4562)
(8:00 a.m. to 8:00 p.m. EST)

iii
 Audi of America, Inc.
3800 Hamlin Road
Auburn Hills, MI 48326