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A further look at elements of Audi’s new generation 3.0L TDI diesel

16 May 2014

Tdi0
The new generation TDI delivers more power and better fuel efficiency. Click to enlarge.

Audi presented the latest generation of its 3.0 TDI diesel engine at the 35th International Vienna Motor Symposium. (Earlier post.) The new 3.0-liter engine is designed to be utilized in both MQB (transverse) and MLB (longitudinal) architectures within the larger Volkswagen Group. (This could open up an interesting application in an MQB-based mid-size Volkswagen-brand SUV.)

The exhaust-turbocharged V6 will come in two versions: 160 kW (218 hp) and 200 kW (272 hp). It features a 90‑degree cylinder bank angle and a displacement of 2,967 cc. Peak torque is as much as 600 N·m (442.5 lb-ft) depending on the model. Although the new 3.0 TDI is more powerful than its predecessor, it is—again depending on the model—as much as 13% more fuel efficient.

2gtdi
3gtdi
Power and torque of preceding generation 3.0L TDI. Click to enlarge.   Power and torque of new third-generation TDI. Click to enlarge.

The engineers improved efficiency, power and lowered emissions through weight reduction (optimized timing/drive chain); stronger materials enabled a hollowed camshaft and other weight reducing element and increased pressure both in terms of piston and oil pump as well as being able to operate at higher temperatures on the exhaust side of the turbo to reduce particulates/emissions.

Tdi-abgas1
Integration of the new exhaust aftertreatment unit. Click to enlarge.

Among the elements of interest in the new engine is the close-coupled exhaust gas aftertreatment system. Audi combined a NOx storage catalytic converter with a diesel particulate filter and SCR injection in a single assembly.

The entire unit is integrated into the engine package, and satisfies the most stringent of emissions legislation, including the Euro 6 standard. It also reduces CO2 emissions by an average of 15 grams (24.1 g/mi).

To enable integration of the new aftertreatment unit, Audi redesigned the chain drive, making it smaller and thus providing more packaging space for the exhaust gas handling unit.

Tdiabgas2
Stages in the development of the exhaust aftertreatment technology. Click to enlarge.

The piston rings and pins have been optimized for minimal friction; the rings have a PVD/DLC (physical vapor deposition/ diamond-like coating) and the pins, DLC. That, combined with other changes in the cylinder crankcase, reduces friction torque by up to 10% at higher engine speeds, compared to the outgoing generation.

The oil circuit, with a variable pressure oil pump, is thermostatically controlled.

The crankcase and the newly designed cylinder heads have separate coolant loops; the cylinder head has a two-piece water jacket (upper and lower) . The updated, innovative thermal management system improves efficiency even further.

The air-handling system of the new generation TDI includes new optimized intake and exhaust channels in the cylinder head; a new exhaust gas turbocharger with variable turbine geometry (VTG); and cooled EGR.

Airhandling
A simplified cartoon of the variables in Audi’s model-based air handling system. Click to enlarge.

May 16, 2014 in Diesel, Engines | Permalink | Comments (5) | TrackBack (0)

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Comments

I drove a 100 kW TDI for 8 years.  It was more than sufficient for everything, even towing.  200 kW is for 2-ton pickups or people who don't know when to say "enough"!

A 2-liter engine at 160 kW should be enough.

@e-p & @Peter - A good question indeed - what is enough ??

You might find that a great deal less would still be "enough" once the question was framed properly.

I have 2 cars - a 2L diesel Ford galaxy with 121 Kw, and a Fiat 500 with about 51 Kw.
The Galaxy is fine the 500 would do with a bit more, say 60 - 65 Kw.

I once had a Ford Fiesta with 34 Kw, and while it was not fast, I never failed any task due to a lack of power.

It is really what you are used to and what the marketeers are telling you (and the cost of fuel).

I would comment on the use of graphical presentations by Audi marketing particularly when they are used for comparitive purposes. They might give thought to having them redrawn with equivalent scaling or better yet provide the torque curves and power curves on separate graphs.

@T2
Good point. They could start both graphs at 1000 rpm and end at 5000.
The problem is that these are marketing graphs. What you want are engineering graphs.

It is a pity they don't do what you suggest, as they still have a good story to tell. There is no need to distort it.

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