VW EA189

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Volkswagen AG
EA189 engine in a Tiguan

EA189 engine in a Tiguan
VW EA 189
Production period: 2007-2015
Manufacturer: Volkswagen AG
Working principle: diesel
Motor design: line
Displacement: 1199-1968 cm 3
Mixture preparation: Common rail injection
Engine charging: VTG turbocharger
Power: 55-130 kW
Max. Torque: 180-380 Nm
Dimensions: For 2.0 TDI: 165 kg
Previous model: VW EA188
Successor: VW EA288

With VW EA189 a number of is TDI diesel engines of Volkswagen AG referred, which was introduced in 2007 and introduced to the series in 2008 and came in various vehicle models of the group 2015 are used. The abbreviation EA stands for "development order"; The predecessor was the VW EA188 series , which was known as the " Pump-Nozzle -TDI". The EA189 engines hit the headlines around the world in 2015 as part of the VW emissions scandal ; they have also been referred to by the press as a "fraudulent diesel engine".

EA189 family of models

The VW EA189 engine series mainly includes four-cylinder engines with 1.6 l and 2.0 l displacement and three-cylinder engines with 1.2 l displacement. Around eleven million EA189 engines have been delivered worldwide, 5 million of which, according to VW, "will receive a service measure".

The EA189 engines were manufactured in the VW plant in Salzgitter , in Chemnitz ( VW Sachsen GmbH ), in Polkowice ( VW Motor Polska Sp. Z oo ) and in the Hungarian engine plant in Győr ( Audi Hungaria Motor Kft. ). The first engine in this series was the 2.0 TDI, which was the first passenger car diesel engine to be approved according to the EPA emission standards of the United States , Tier 2 Bin 5 . In 2009 the engine series was supplemented by a smaller 1.6 TDI version, followed by the 1.2 TDI three-cylinder engine. With the 2012 model year, the 2.0 TDI engine for the Passat received an upgrade for the US market. The engine got a new turbocharger, balance shafts and a selective catalytic reduction (SCR) for exhaust gas treatment.

Development goals

The EA189 should safely meet the requirements of the Euro 5 emissions standard and enable the possibility of further development towards Euro 6. In order to meet the requirements of the exhaust gas behavior, but also those of the engine acoustics, the common rail injection process was switched to and the shape of the piston recess was changed.

technology

Torque curve 2.0 TDI, 103 kW
Performance curve 2.0 TDI, 103 kW

The basic engine is a 2.0-liter in- line four-cylinder engine that works according to the diesel process . It has a cast iron engine block and a four-valve cylinder head . Bore and stroke are 81.0 × 95.5 mm, the displacement is specified as 1968 cm 3 . In contrast to the previous engine, pump-nozzle injection is no longer used, but common rail injection , which works with a variable pressure of 230 to 1800 bar. The engine is charged with a VTG exhaust gas turbocharger and has charge air cooling. The exhaust gas cleaning system consists of low temperature exhaust gas recirculation , diesel soot particle filter and oxidation catalytic converter . The US version from 2009 is equipped with a NO x storage catalytic converter .

The engine's crankshaft is forged and has four counterweights . It is stored five times. A balance shaft module with a gray cast iron housing, which also contains the engine's oil pump, is housed in the oil pan below the crankshaft . The balance shaft module is driven by a helical gear drive from the crankshaft. Inside the module, two counter-rotating balance shafts run at double the crankshaft speed in order to compensate for the second-order free forces typical of an in-line four-cylinder according to the Lanchester principle. The crankcase ventilation opens into the engine's intake tract . There are concave pistons installed.

The engine's cylinder head is a cross-flow aluminum cylinder head with two inlet and two outlet valves per cylinder, which are actuated by two timing belt-driven overhead camshafts (DOHC) via roller rocker arms with hydraulic valve lash adjustment elements. To synchronize the camshafts , the camshaft drive has spur gear teeth with backlash compensation. The piezo injectors are located in the cylinder head and are fastened with clamps . The camshaft timing belt also drives the common rail pump and the coolant pump; a V-belt drives the air conditioning compressor and the alternator.

As is customary in modern diesel engines for swirl and mass flow control of the intake air, the EA189 has two differently designed intake ports for each cylinder: a tangential port and a spiral port. Air turbulence is generated with the spiral channel, while the tangential channel is designed as a filling channel. In order to promote air turbulence, the tangential duct is closed with a swirl flap in the partial load range. A servomotor is used to control the swirl flaps , which moves the swirl flaps via a push rod and is controlled by the motor control unit . The actual position of the swirl flaps is reported back to the engine control unit via a potentiometer . At low engine speeds, the swirl flaps are closed; from an engine speed of around 3000 min −1 they are fully open. When the engine is started and in emergency mode, the swirl flaps are also fully open.

VW exhaust scandal

In the spring of 2017, Volkswagen pleaded guilty to fraud in the United States of failing to adequately clean exhaust emissions outside of test benches by using a defeat device. The allegations previously made in the USA of illegal software manipulation of the electronic engine management system to circumvent the emissions regulations by means of a cut-off device related in the specific case to the 2.0 TDI engine, which was sold there around 482,000 times from 2009 to 2015. The values ​​determined by the Environmental Protection Agency in real driving conditions exceeded the limit values ​​for NO x by up to 40 times.

Among the three of the West Virginia University vehicles tested, a 2.0-TDI engine was Stickstoffoxidspeicherkatalysator ( VW Jetta VI ) and 2,0-TDI engine with SCR catalyst ( VW Passat (NMS) ), both model year 2012, each with an output of 103  kW at 4200 min -1 . The NO x values ​​of the vehicle equipped with a nitrogen oxide storage catalytic converter were between 15 and 35 times higher than the limit values ​​in real traffic, while those of the vehicle with an SCR catalytic converter were between 5 and 20 times higher than the limit values.

According to a long-time VW employee in the engine technology department, the use of the fraudulent software was already discussed in a larger group in November 2006, since the "emission standards could not be met" and only "a clean diesel engine" is presented could. The fraud could not be discovered with the testing techniques that existed at the time.

"For the buyer of a car with an EA-189 engine, it is unreasonable to make improvements through software updates. This follows, among other things, from the fact that the manufacturer of the engine acted fraudulently. "

- Cologne Regional Court, 2 O 137/17

"Almost all executives in engine development dealing with emissions problems are said to have known about the manipulation or even to have been involved in it."

- NDR article.
Major differences between the Euro 5 and Tier 2 emission limits
standard 5 euro Tier 2 Bin 5
CO 500 mg (per km) 2113 mg (per km) 3400 mg (per mile)
( HC + NO x ) 230 mg (per km)
HC 47 mg (per km)
75 mg (per mile)
NO x 180 mg (per km) 31 mg (per km)
50 mg (per mile)

How the shutdown device works

The switch-off device is a programming of the software of the engine control unit, which recognizes whether the vehicle is driving on the road or in the test cycle and accordingly intervenes in the engine characteristics or emission control. The EA189 engines, whose exhaust gas is cleaned using SCR technology (AdBlue), have an operating mode disguised as an acoustic function , which influences exhaust gas recirculation and AdBlue consumption. The acoustic function is deactivated by the shutdown device software if diagnostic testers are connected, the engine and fuel temperature are> 15 ° C and air pressure <920 hPa, the distance covered corresponds to the test cycle and (for engines for the American market) the steering angle sensor does not send any signals to the engine control unit sends that would arise when steering the vehicle.

In the acoustic function operating mode , the engine control unit reduces the exhaust gas recirculation rate to the point where exhaust gas recirculation is switched off and completely switches off the urea injection of the SCR catalytic converter. Due to the reduced exhaust gas recirculation, there is more oxygen-containing air in the combustion chamber and the combustion chamber temperature is higher, which leads to increased oxidation of the nitrogen in the air, i.e. more nitrogen oxides are formed. The lack of urea in the SCR system means that it is no longer possible to reduce nitrogen oxides after the engine. With these two measures, Volkswagen was able to save costs in the development and manufacture of the vehicle: Exhaust gas recirculation leads to sooting (contamination) of the exhaust gas recirculation valve, which wears it out. The design and manufacture of an exhaust gas recirculation valve that is designed for less exhaust gas recirculation is more cost-effective than would be the case with an exhaust gas recirculation valve that could withstand the necessary exhaust gas recirculation rate, with the same required service life. Less AdBlue consumption enables the installation of a smaller and lighter AdBlue tank, which saves vehicle weight.

Effects of the software update

In March 2018, numerous details about the software update became known. During the "update", the programming of the engine control unit is changed, but in some cases engine components are also replaced. Volkswagen states that after the "update" the engine will continue to maintain the specified nominal output and that the torque curve will not change, and that the noise behavior and fuel consumption will not be negatively affected. Volkswagen continues to check whether concepts for the engine control of the EA 288 could be adopted for the EA 189. On the software side, the pilot injection is not changed, but the main injection takes place a little earlier and less fuel is injected. The injection pressure in the partial load range would be increased. The lower torque development due to the modified main injection is compensated for by a post-injection, which also reduces soot particle emissions. These measures could increase the exhaust gas recirculation rate, which would lower the combustion temperature, which would result in fewer nitrogen oxides. According to Volkswagen, the measures would not wear out the engine's injectors any more. This is partly doubted. By changing the programming of the engine control unit, more soot particles would be produced during combustion in the EA 189, which would cause the soot particle filter to clog earlier. Volkswagen states that the soot particle filter would last at least 180,000 km if correct engine oil was used. A clogged soot particle filter increases the exhaust back pressure, which can damage the engine's turbocharger.

Technical specifications

1.2 TDI (55 kW) 1.6 TDI (55 kW) 1.6 TDI (66 kW) 1.6 TDI (77 kW) 2.0 TDI (62 kW) 2.0 TDI (75 kW) 2.0 TDI (81 kW) 2.0 TDI (103 kW) 2.0 TDI (105 kW) 2.0 TDI (125 kW) 2.0 TDI (130 kW)
Engine code CFWA CAYA CAYB CAYC CAAA CAAB CBDC, CFFD CBAB, CFFB CFHD, CAGA, CJCA CAHA, CBBB, CFGB CFGC, CGLC
construction time 2009-2014 2009-2013 2009-2013 2009-2015 2009-2013 2009-2016 2009-2013 2007-2014 2009-2015 2009-2014 2012-2015
design type In-line three-cylinder Inline four-cylinder
Number of valves 12 16
Valve control DOHC, timing belt
Displacement 1199 cc 1598 cc 1968 cc
Bore × stroke 79.5 x 80.5 mm 81.0 x 95.5 mm
compression 16.5: 1
Mixture preparation Common rail injection
Charging A VTG turbocharger
cooling Water cooling
Max. power 55 kW (75 hp) at 4200 min -1 55 kW (75 hp) at 4000 min -1 66 kW (90 hp) at 4200 min -1 77 kW (105 hp) at 4400 min -1 62 kW (84 HP) at 3500 min -1 75 kW (102 hp) at 3500 min -1 81 kW (110 hp) at 4200 min -1 103 kW (140 hp) at 4200 min -1 105 kW (143 hp) at 4200 min -1 125 kW (170 hp) at 4200 min -1 130 kW (177 hp) at 4200 min -1
Max. Torque 180 Nm at 2000 min -1 195 Nm at 1500-2000 min -1 230 Nm at 1500 to 2500 min -1 250 Nm at 1500 to 2500 min -1 220 Nm at 1250 to 2500 min -1 250 Nm at 1250 to 2500 min -1 280 Nm at 1500 to 2500 min -1 320 Nm at 1750 to 2500 min -1 320 Nm at 1750 to 2500 min -1 350 Nm at 1750 to 2500 min -1 380 Nm at 1750 to 2500 min -1
fuel Diesel fuel with at least 51 cetane according to EN 590
Engine control Delphi Multec Simos PCR2 Bosch EDC 17
Exhaust aftertreatment Exhaust gas recirculation , oxidation catalytic converter , LNT and soot particle filter Exhaust gas recirculation , oxidation catalytic converter , LNT and soot particle filter , versions for the US market SCR instead of LNT
Emission standard 5 euro
Engine ground 165 kg
Specific fuel consumption 204 g / kWh
Lowest fuel consumption 196 g / kWh

Web links

References and comments

  1. ↑ Peter Hornung, Svea Eckert, Katja Riedel: Diesel-Gate: Thousands of cars are threatened with shutdown. In: ndr.de. Norddeutscher Rundfunk, November 29, 2017, accessed on March 21, 2018 .
  2. ↑ Volkswagen and the EA 189 - Do I have a VW cheat engine? , Handelsblatt online from 22./24. September 2015, accessed September 26, 2015
  3. ↑ auto-motor-und-sport.de ( Memento of the original from October 3, 2015 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (accessed on September 26, 2015) @1@ 2Template: Webachiv / IABot / www.auto-motor-und-sport.de
  4. ↑ gute-fahrt.de Mission EA 189 (accessed October 1, 2015)
  5. ↑ handelsblatt.com (accessed October 3, 2015)
  6. ↑ epa.gov Light-Duty Vehicle, Light-Duty Truck, and Medium-Duty Passenger Vehicle - Tier 2 Exhaust Emission Standards. (accessed on September 26, 2015)
  7. ↑ Günter P. Merker, Rüdiger Teichmann: Fundamentals of internal combustion engines: functionality, simulation, measurement technology. Springer Verlag, 7th edition. 2014, ISBN 978-3658031947 , p. 179.
  8. ↑ a b Jens Hadler, Falko Rudolph, Richard Dorenkamp, ​​Martina Kösters, Dieter Mannigel, Burkhard Veldten: The new 2.0-l TDI engine from Volkswagen for the lowest emission limits - Part 2 . In: Motortechnische Zeitschrift . tape 69 , no. 6 , June 2008, p. 534-539 , doi : 10.1007 / BF03227466 ( PDF ).
  9. ↑ jalopnik.com VW Discontinued The Guilty TDI In 2014 ... (accessed on October 8, 2015)
  10. ↑ a b c d e f Richard van Basshuysen, Fred Schäfer: Handbook Internal Combustion Engine: Fundamentals, Components, Systems, Perspectives. 8th edition, Springer Vieweg, Wiesbaden, 2017, ISBN 978-3-658-10901-1 . P. 417
  11. ↑ a b c d The 2.0l TDI engine with common rail injection system, design and function Volkswagen AG, self-study program 403, print no .: 000.2812.03.00, technical status October 2007, on motor-talk.de on January 20, 2015 (PDF; 1.4 MB)
  12. ↑ Jens Hadler, Falko Rudolph, Herrmann-Josef Engler, Sven Röpke: The new 2.0-l-4V TDI engine with common rail injection Modern diesel technology from Volkswagen . In: Motortechnische Zeitschrift . tape 68 , no. November 11 , 2007, pp. 915-923 .
  13. ↑ VW Service Training: 2.0 liter TDI Common Rail BIN5 ULEV engine. Volkswagen of America, Inc., 2008, p. 27.
  14. ↑ Richard Dorenkamp , Jens Hadler, Falko Rudolph, Hartmut Stehr, Jürgen Hilzendeger, Sebastian Kranzusch: The new 2.0-l TDI engine from Volkswagen for the lowest emission limits - Part 1 . In: Motortechnische Zeitschrift . tape 69 , no. 5 , May 2008, pp. 386-395 , doi : 10.1007 / BF03227451 ( PDF ).
  15. ^ Spiegel Online: VW pleads guilty on all counts. Retrieved April 13, 2017 .
  16. ↑ EPA: EPA, California Notify Volkswagen of Clean Air Act Violations. Carmaker allegedly used software that circumvents emissions testing for certain air pollutants. ; accessed on September 27, 2015
  17. ↑ West Virginia University: Final Report May 2014 . Summary ii and page 10.
  18. ↑ Regional Court of Cologne, 2 O 137/17. Retrieved April 20, 2018 .
  19. ↑ ndr.de VW-Insider unpacks. (accessed on January 25, 2016)
  20. ↑ rp-online.de VW executives knew about manipulation. (accessed on January 25, 2016)
  21. ↑ Kai Borgeest: manipulation of emission values . 1st edition. Springer, Wiesbaden 2017, ISBN 978-3-658-17180-3 , pp. 30-32 .
  22. ↑ Kai Borgeest: manipulation of emission values . 1st edition. Springer, Wiesbaden 2017, ISBN 978-3-658-17180-3 , pp. 34 .
  23. ↑ a b Michael Specht: What does the software update do? In: zeit.de. Zeit Online, March 14, 2018, accessed March 21, 2018 .
  24. ↑ VW Service Training: 2.0 liter TDI Common Rail BIN5 ULEV engine. Volkswagen of America, Inc., 2008, p. 4.