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Audi 3.0l V6 TDI Biturbo Engine Self Study Programme

Audi 3.0l V6 TDI Biturbo Engine Self Study Programme

Online PDF Audi 3.0l V6 TDI Biturbo Engine Self Study Programme

3.0l V6 TDI biturbo engine
Following the launch of the 2nd Gen 3.0l V6 TDI engine, Audi now introduces a biturbo version based on the 2nd Gen 3.0l V6 TDI engine. The core of the unit is the compact two-stage charging system installed in the inner V of the engine and over the gearbox bell housing.

The two in-line chargers are subdivided into a high pressure exhaust turbocharger and a low pressure exhaust turbocharger. The high pressure exhaust turbocharger has a Variable Turbine Geometry with an electrical positioner. The low pressure exhaust turbocharger is regulated by a wastegate valve and designed for high air flow rates, with the result that the engine delivers high torque at low rpm combined with performance potential right up to the top end of the rev band.

The development goal was to build an engine that sets new standards for sporty diesel engines by ts dynamic torque and revving ability. By adopting all efficiency measures from the basic engine, e.g. thermal management system, friction-reducing enhancements, weight reduction and start-stop system, the 3.0l V6 TDI biturbo engine strikes a good balance between high performance and fuel efficiency.

Other premises for the development of the engine were that it was to be produced on the assembly line of the basic engine at the Györ engine plant, and that maximum use was to be made of common and synergetic parts shared with the 2nd Gen V6 TDI engine.

Learning objectives of this Self Study Programme:
This Self Study Programme describes the design and function of the 3.0l V6 TDI biturbo engine. After you have worked your way through this Self Study Programme, you will be able to answer the following questions:

  1. Which aspects of the engine mechanicals have changed?
  2. How is the cooling system configured in the cylinder head?
  3. How is the biturbo system designed?
  4. How are both turbochargers controlled?

Managing the Vehicle Damage Repair Process
In the event that your vehicle requires damage repairs, GM recommends that you take an active role in its repair. If you have a pre-determined repair facility of choice, take your vehicle there, or have it towed there. Specify to the facility that any required replacement collision parts be original equipment parts, either new Genuine GM parts or recycled original GM parts. Remember, recycled parts will not be covered by your GM vehicle warranty.

Insurance pays the bill for the repair, but you must live with the repair. Depending on your policy limits, your insurance company may initially value the repair using aftermarket parts. Discuss this with your repair professional, and insist on Genuine GM parts. Remember if your vehicle is leased you may be obligated to have the vehicle repaired with Genuine GM parts, even if your insurance coverage does not pay the full cost.

If another party’s insurance company is paying for the repairs, you are not obligated to accept a repair valuation based on that insurance company’s collision policy repair limits, as you have no contractual limits with that company. In such cases, you can have control of the repair and parts choices as long as cost stays within reasonable limits.

Due to the 46 kW increase in engine power output, it was also necessary to optimise the pistons. 
As with the basic engine, the piston has a salt core cooling port for oil spray cooling. This salt core is washed out after it has been cast, producing an annular oilway with outlets. The compression ratio [ε] has been reduced from 16.8 : 1 to 16.0 : 1 by enlarging the piston recess, and the cooling port in the piston has been moved closer to the first piston ring groove. The recess edge temperature has been substantially reduced through the higher elevation of the cooling port and the optimised oil spray cooling system. To increase piston strength, the V6 TDI biurtbo engine has a sleeve piston with a coated gudgeon pin (carbon-based coating). 

The coating enhances the sliding properties of the gudgeon pin and reduces friction in this region. Using sleeves with a shaped bore ensures that the pressure is evenly distributed between the gudgeon pin and the piston. The shaped bore is incorporated into the piston sleeves. Basically, this bore is machined in such a way that it counteracts ovalisation of the piston and deformation during engine operation, thus ensuring that the gudgeon pin runs smoothly. These measures have made it possible to retain the gudgeon pin diameter of the basic engine and to design the conrod as a common part.
The piston ring assembly is optimised for minimum friction like in the basic engine. The crankshaft has been adopted unchanged from the basic engine.


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