VW EA898
| Volkswagen AG | |
|---|---|
| Image does not exist |
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| EA898 | |
| Production period: | since 2016 |
| Manufacturer: | Volkswagen AG |
| Working principle: | diesel |
| Motor design: | V engine |
| Valve control: | DOHC |
| Displacement: | 3956 cm 3 |
| Mixture preparation: | Common rail injection |
| Engine charging: | Turbocharger with intercooler |
| Power: | 310-320 kW |
| Previous model: | none |
| Successor: | none |
The VW EA898 (EA = development contract) is a series of diesel engines from Volkswagen AG with eight cylinders. The engine generation with common rail injection has been used in various vehicles of the Volkswagen Group since 2016 and is the successor to the V8-4.2 TDI. The V8 TDI was developed by Audi.
technology
Base engine
The displacement of the eight-cylinder - V-type engine is 3956 cm³ with a bore of 83 mm and a stroke of 91.4 mm, mm at a cylinder distance from the 90th The compression is 16.0. The V angle is 90 °. The engine's crankcase is made of gray cast iron (GJV450).
The gas exchange is controlled via four valves per cylinder ( four-valve technology ) and four overhead camshafts driven by a timing chain .
In the 320 kW variant, the motor weighs 266.5 kg according to the DIN standard.
Charging and exhaust
The engine has two water-cooled exhaust gas turbochargers from Honeywell (GTD 2056) with variable turbine geometry . An electric motor adjusts the guide vanes. The charging group is designed as a sequential biturbo . The engine is in mono-turbo mode up to an engine speed of 2200 min −1 , i.e. the first turbocharger is permanently exposed to the exhaust gas mass flow from the first exhaust valve of all cylinders, the second turbocharger is not active. The gas exchange only takes place via two intake and one exhaust valves per cylinder; the second exhaust valve is deactivated via the so-called Audi valve lift system . At higher engine speeds, further exhaust valves are opened step by step and the exhaust gas from the second exhaust valve is applied to the second turbocharger. From 2700 min −1 , the gas exchange takes place completely via all four valves per cylinder and the engine is in biturbo mode. The two turbochargers are located in the hot inner V of the engine. The maximum exhaust gas temperature is 860 ° C.
The compressed fresh air is cooled by two charge air coolers , one on the left and one on the right side of the vehicle.
One motor variant also has an electrically driven compressor (EPC) from the automotive supplier Valeo . The EPC is used in the lower engine speed range to ensure a faster build-up of boost pressure and torque. For this purpose, the EAV is integrated into the air system after the charge air cooler on the left-hand side of the vehicle, close to the engine, and can be integrated depending on the operating point via a pneumatic bypass flap. The power consumption of the EPC is up to 7 kW, which is why the EPC draws its energy from a 48-volt electrical system . The maximum speed of the EAV is 70,000 min -1 at a maximum run-up time of 250 ms. The water-cooled EPC consists of a housing for the compressor and the electric motor as well as a separate housing for the electronics.
The entire exhaust aftertreatment takes place close to the engine in the inner V of the engine. An NOC (NOx oxidation catalyst) with a volume of 2.37 l is arranged directly after the turbines of the exhaust gas turbocharger, then the AdBlue urea solution required to clean the nitrogen oxides is metered in using a water-cooled SCR metering module . A short mixing section is followed by an SCR- coated diesel particulate filter (sDPF) with an integrated barrier catalyst (volume 5.0 l). The engine also has a cooled low-pressure exhaust gas recirculation (EGR) . The exhaust gas from the low-pressure EGR is taken from behind the particle filter, cooled and fed back in before the compressor.
injection
The common rail injection works with a fuel pressure of up to 2500 bar. A CP4 single-piston pump from Bosch is used as the high-pressure pump .
Versions
| Manufacturer | model series | Construction period |
|---|---|---|
| Power: 310 kW (422 hp) at 3500-5000 / min, torque: 850 Nm at 1000-3250 / min | ||
| Porsche | Porsche Panamera II | 11/2016–08/2017 |
| Output: 310 kW (422 hp) at 3500-5000 / min, torque: 900 Nm at 1250-3250 / min | ||
| Volkswagen | VW Touareg III | since 05/2019 |
| Power: 320 kW (435 hp) at 3750–5000 rpm, torque: 900 Nm at 1000–3250 rpm | ||
| Audi | Audi SQ7 1 | 05/2016–06/2018 |
| Bentley | Bentley Bentayga 1 | 02/2017-08/2019 |
| Output: 320 kW (435 hp) at 3750–4750 rpm, torque: 900 Nm at 1200–3250 rpm | ||
| Audi | Audi SQ7 1 | since 09/2019 |
| Audi SQ8 1 | since 07/2019 | |
| Audi A8 D5 | since 12/2019 | |
Web links
Individual evidence
- ↑ a b c d e Thomas Heiduk, Ulrich Weiß , Andreas Fröhlich, Jan Helbig: The new V8 TDI engine from Audi Part 1: Aggregate architecture and charging concept with electric compressor . In: MTZ - Motortechnische Zeitschrift . tape 77 , no. 6 , June 1, 2016, ISSN 0024-8525 , p. 24–31 , doi : 10.1007 / s35146-016-0042-3 ( springer.com [accessed December 16, 2017]).
- ↑ Thomas Heiduk, Ulrich Weiß, Andreas Fröhlich, Andreas Pfäffle: The new V8 TDI engine from Audi Part 2: Application implementation and exhaust gas aftertreatment . In: MTZ - Motortechnische Zeitschrift . tape 77 , no. 7-8 , July 1, 2016, ISSN 0024-8525 , p. 40–45 , doi : 10.1007 / s35146-016-0065-9 ( springer.com [accessed December 16, 2017]).