Self-Study Program 920113

The 6.3L W12 FSI Engine

Audi of America, LLC

Service Training
Printed in U.S.A.
Printed 6/2011
Course Number 920113

2011 Audi of America, LLC

All rights reserved. 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, LLC., its afliated companies and its
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information should be referred to Audi of America, LLC.

Always check Technical Bulletins and the latest electronic

service repair literature for information that may supersede any
information included in this booklet.

Table of Contents

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
6.3L W12 FSI Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Specications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Cylinder Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Pistons and Connecting Rods. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Chain Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Crankcase Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Fine Oil Separation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Oil Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12

Oil Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Air Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

Intake Air Flow System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Secondary Air System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Vacuum Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Coolant Thermostat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Fuel Rails . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
High Pressure Injectors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

Engine Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30

System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36

Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Exhaust Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38

Knowledge Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . .39
i

The Self-Study Program provides introductory information regarding the design

and function of new models, automotive components, or technologies.
The Self-Study Program is not a Repair Manual!
All values given are intended as a guideline only.
For maintenance and repair work, always refer to current technical literature.

ii

Reference

Note

Introduction

A 12-cylinder engine is the pinnacle of engine

design and a hallmark of luxury class vehicles.
Twelve-cylinder engines have been used in the
Audi A8 model line since 2001.

The engine is exceptionally smooth running,

and only at high engine loads and speeds do
the cars occupants sense any of this supreme
power at work.

Over time, Audis engineers have thoroughly

revised the W12, increasing its displacement
to 6.3 liters and equipping it with direct fuel
injection for greater power and efciency.

The high fuel economy of the 6.3L W12 FSI

engine, when compared with its competitors,
is mainly the result of technologies from Audis
modular efciency platform, which is used
throughout the A8 model line.

The 6.3L W12 FSI engine gives the 2011 A8L

sports car performance: zero to 60 in just under
4.9 seconds and an electronically limited top
speed of 155 mph (250 km/h).

490_002c

6.3L W12 FSI Engine

Overview
12-cylinder gasoline engine with four rows of
three cylinders arranged in a W conguration
More compact dimensions than a comparable
V8 engine
Length: 19.6 in (500 mm)
Width: 27.5 in (700 mm)
Height: 27.5 in (700 mm)

Two cylinder heads with four valves per

cylinder and two camshafts per bank with
hydraulic camshaft adjusters
Engine is controlled by a multi-element chain
drive (optimized for low friction)
FSI direct injection with twin high-pressure
fuel pumps, twin fuel rails and six-port high
pressure injectors
Recuperation system for energy recovery
during deceleration phases

490_004

Reference
For further information about W12 engine design, refer to Self-Study Program 921403,
6.0L W12 Engine in the Audi A8L.
2

Specications

Power in hp (kW)

536.4 hp (400 kW)

516.2 lb ft (700 Nm)

482.7 hp (360 kW)

479.4 lb ft (650 Nm)

429.1 hp (320 kW)

442.5 lb ft (600 Nm)

375.4 hp (280 kW)

405.6 lb ft (550 Nm)

321.8 hp (240 kW)

368.7 lb ft (500 Nm)

268.2 hp (200 kW)

331.9 lb ft (450 Nm)

214.5 hp (160 kW)

295.0 lb ft (400 Nm)

160.9 hp (120 kW)

258.1 lb ft (350 Nm)

Torque in lb ft (Nm)

hp (kW)

lb ft (Nm)

53.6 hp (40 kW)

184.3 lb ft (250 Nm)

1000

2000

3000

4000

5000

6000

7000
490_001

Engine Code

CEJA

Engine type

12-cylinder W type engine with a

V angle of 15 and a bank angle of 72

Displacement

384.3 cu in (6299 cc)

Maximum power

493.4 hp (368 kW) @ 6200 rpm

Maximum torque

460.9 lb ft (625 Nm) @ 4750 rpm

Valves per cylinder

Bore

3.38 in (86.0 mm)

Stroke

3.55 in (90.4 mm)

Compression ratio

11.8 : 1

Firing order

1-7-5-11-3-9-6-12-2-8-4-10

Engine weight

544.5 lb (247 kg)

Engine management

Bosch MED 17.1.6

Fuel grade

91 AKI

Exhaust emission standard

ULEV II

Exhaust gas aftertreatment

Four air-gap insulated manifold CAT modules, each with a closecoupled ceramic catalytic converter and twin oxygen sensors
3

Components
Cylinder Block
Compared with the 6.0L W12 engine, cylinder
bore has been enlarged from 3.30 in (84.0 mm)
to 3.38 in (86.0 mm).

The cylinder block is cast from a lightweight,

high strength aluminum-silicon alloy. The
bottom section has a cast iron crossmember
with embedded main bearing pedestals.

Cylinder block

267_098
Front of engine
Integrally cast main bearing
pedestals for crankcase bearings

Bearing crossmember

Oil pan top

section

Oil pan bottom

section

490_005

Crankshaft
The forged crankshaft has a 12 crankpin offset
angle. This allows the fuel mixture of each
cylinder to be ignited at the ideal interval of
every 60 of crankshaft rotation.

Cylinder bank 1
(right side)

Cylinder bank 2
(left side)

490_006

Front of engine

Gear for separate oil

pump chain drive

Split-pin connecting
rod bearing journal
Oil supply port for the
connecting rod bearings
Connecting rod
bottom section

Transverse bore
in the crankshaft
Connecting
rod bearing

Pistons and Connecting Rods

Forged piston

The pistons are forged from high strength light

alloy and have angled crowns to compensate for
the cylinder bank angle. The shape of the piston
crowns have been designed especially for the FSI
engine.
The design of the W12 engine necessitated the
use of high pressure injectors with different
placement angles in the cylinder head. For
this reason, the outer cylinders (1, 3, 5, 8, 10
and 12) have different pistons than the inner
cylinders (2, 4, 6, 7, 9 and 11).

Rectangular ring

Minute ring

Oil scraper ring

Pistons of cylinders 2, 4, 6, 7,
9 and 11 (inner cylinders)

490_019

Pistons of cylinders 1, 3, 5, 8,
10 and 12 (outer cylinders)

490_008
490_007

Extra narrow trapezoidal

connecting rods are used

490_009

Chain Drive
The timing gears and chain drive are located on
the transmission side of the engine. The chain
drive is divided into primary and secondary
drives.
All components of the chain drive are designed
to last the lifetime of the engine, and cannot be
adjusted by service personnel.
Primary Drive
The primary drive is driven by a sprocket on
the crankshaft. A simplex roller chain drives
an intermediate gear, which provides speed
reduction and drives the secondary drives.
The chain is guided by a sliding rail. Chain
tensioning is provided by a spring-loaded chain
tensioner, which is assisted and damped by
engine oil from the oil supply circuit.

Secondary Drives
The two secondary drives are driven by the
intermediate gear. The two camshafts are driven
by a single chain per cylinder bank. Chains are
guided by sliding rails.
The chain tensioners work on the same principle
as in the primary drive. However, the tensioning
force of the chain tensioner does not act on
the tensioning rail, but rather on a mounted
tensioning lever.
At the end of the tensioning lever, a sprocket
running on ball bearings engages the secondary
chain. The chains of the secondary drives must
be removed to take off the cylinder heads.

Cylinder bank 1

Sliding rail
Cylinder bank 2

490_010
Tensioning gear of
cylinder bank 1

Intermediate
shaft gear
Front of
engine
Chain tensioner

Sliding rail

Sliding rail
Crankshaft sprocket
(primary drive)

Crankcase Breather
The separated engine oil drips from the
channel walls and is collected in a pan in the oil
separator module. From here, the oil runs along
a return line and drains into the timing case at
the back of the engine.

Blow-by gases are introduced directly into the

cylinder heads via vent lines connected directly
to the cylinder head covers on the belt side of
the engine. These blow-by gases ow into the
oil separator module of the crankcase breather,
which is located on top of the engine between
the two intake modules.

Pre-treated blow-by gases then ow through

a ne oil separator, continuing through the
pressure control valve.

The engine oil ller cap is located on the

separator module. When lling, oil ows through
the vent lines into the engine.

Blow-by gases are introduced directly into the

intake manifold of cylinder bank 1 through a
plastic pipe connected to the intake manifold of
cylinder bank 1. If the vacuum inside the intake
manifold is too high, the pressure control valve
in the oil separator module closes. This prevents
an excessively high vacuum from building up
inside the crankcase, which can damage the
crankshaft oil seals.

Blow-by gases are channelled through the coarse

oil separator in the oil separator module. The
coarse oil separator has multiple labyrinth-like
channels with collecting walls which retain most
of the oil droplets due to their inertia.

Inow of treated blow-by

gases into the intake manifold

Positive Crankcase Ventilation

Heating Element N79

Coarse oil separator

Fine oil separator

(impactor)

Pressure control valve in

the oil separator module

Blow-by-gas inlet (raw gas)

from the cylinder head cover
(cylinder bank 1)
Oil return line in
the timing case

490_027

Collecting walls for

liquid blow-by gas
constituents

Blow-by-gas inlet (raw gas) from the

cylinder head cover (cylinder bank 2)

Labyrinth-like channels in
the coarse oil separator

Separated engine oil

collects in the drip pan

Fine Oil Separation

After the blow-by gases have passed the coarse
oil separator, they ow through a ne oil
separator.
The W12 engine method for separating liquid
from a gas-uid mixture is called an impactor
type system. The gases are channelled so that
their direction of ow changes sharply several
times. Due to their inertia, the liquid components
collide with the walls and drip down into a
collection chamber.
Oil Return
Internal crankcase pressure must never be
transferred into the oil separator module via the
oil return line. This is prevented by a syphon
downstream of a port in the timing case cover.
Because the oil return inlet is always below the
oil level in the oil collection chamber, there is no
exchange of gases.
Low Blow-By Gas Flow Rate
Blow-by gases
from the coarse
oil separator

Function
As with an inertia separator, blow-by gas ow
is sharply deected, whereby oil droplets
cannot follow the air ow due to their higher
mass inertia. They collide with the housing wall
and, as a result, are separated. This effect is
intensied in the impactor, where mass ow is
directed through nozzles.
The ow is accelerated inside the nozzle and
deected 90 straight after leaving the nozzle.
Even very small oil droplets (< 1 m) have little
chance of following the air ow and collide with
the wall.
A valve opens a gap and acts as a bypass to
the nozzles at high blow-by gas ow rates. This
allows the nozzles to be designed for lower
volumetric ow rates, which in turn results in
higher separation efciency.
The opening gap on the overow valve acts like
a nozzle, speeding up gas ow. A constant, high
level of separation efciency is maintained even
when the overow valve is open.

Oil return line

Sealing surface facing

cylinder head 2

Nozzle
490_036

High Blow-By Gas Flow Rate

Treated blow-by gases

to intake manifold
Oil drip pan
with outlet

Overow
valve

Oil collection chamber

490_038
Timing case cover

490_037

Heating
To prevent the crankcase breather from freezing
up in cold weather conditions, an electrical
heater at the inlet to the intake manifold is
activated.

Engine Control Module 2 J624 activates Positive

Crankcase Ventilation Heating Element N79
when the ambient temperature is below 32F
(0C). It is deactivated when a temperature of
37.4F (3C) is exceeded. The ECM receives its
temperature signal from Instrument Cluster
Control Module J285.
9

Cylinder Head
Overview (using cylinder bank 1 as an example)
1

2
4

6
8

10
12
11

21
13
14
15
16
17
18
19

22

20

23

24
26

25

10

490_012

27

Legend for illustration on facing page:

1
2
3
4
5
6
7
8
9
10
11
12
13
14

High pressure fuel pump

Fuel Metering Valve N290
Roller tappet
Low pressure connection (supply)
High pressure connection
Cylinder head cover
Cylinder head cover bolts
Crankcase breather connecting port
Camshaft bearing caps
Drive cam for high pressure fuel pump
Exhaust camshaft
Intake camshaft
Roller cam follower (exhaust)
Support element (exhaust)

15
16
17
18
19
20
21
22
23
24
25
26
27

Valve spring plate (exhaust)

Valve keepers (exhaust)
Valve stem seal (exhaust)
Valve spring (exhaust)
Exhaust valve (long)
Exhaust valve assembly (short)
Intake valve assembly (short)
Intake valve assembly (long)
Freeze plug
Secondary air inlet
Suspension eye
Oil Pressure Switch F1
Freeze plug

Belt Drive
Auxiliary units are driven by a one-piece belt
drive on the front end of the 6.3L W12 FSI
engine. Key differences compared to the 6.0L
W12 engine are belt routing and how the
alternator and AC compressor are connected
directly to the cylinder block.

490_011
Coolant pump

Belt tensioner
Tensioner pulley

Alternator

Deection pulley

Deection pulley

Crankshaft vibration
damper

AC compressor
Power steering pump

11

Oil Supply
The 6.3L W12 FSI engine uses a conventional
lubrication system. It is not a dry sump system.
An aluminum oil pan is located on the underside
of the engine.

Exhaust Camshaft
Adjustment Valve 1 N318

Bafe plates are installed on the oil intake

to ensure a reliable supply of oil during high
transverse and longitudinal acceleration.
By eliminating dry sump lubrication, it was
possible to simplify the design of the overall
lubrication system. For example, it is now
possible to use a single stage oil pump.

Cylinder Bank 1

Oil gallery for supplying

camshafts and support elements
on the roller cam followers

Main oil
gallery
Oil Pressure Switch F22
Switching pressure:
17.4 psi23.2 psi (1.21.6 bar)

Oil cooler
(engine coolant to oil)

Oil gallery in oil pan top section

(oil pump oil cooler)

Oil gallery in the oil pan top section

(oil cooler oil lter)
Oil pump with oil
intake in the oil pan

12

Camshaft Adjustment
Valve 1 N205

Camshaft
Adjustment Valve
2 N208

Exhaust Camshaft
Adjustment Valve
2 N319

Cylinder Bank 2
Timing case
for camshaft
adjustment

490_021

Oil gallery to
chain tensioner

Oil gallery for supplying

the main bearings

Oil spray jets for

piston cooling

Reduced Oil Pressure Switch F378

Switching pressure:
55.166.7 psi (3.84.6 bar)

Oil lter module on

oil pan top section

13

Oil Circuit
Oil pressure produced by the oil pump initially
passes through the oil cooler and then the oil
lter module. An oil cooler bypass valve ensures
a reliable ow of oil if the oil cooler becomes
clogged.

Oil ows from the oil cooler through ports in the

oil pan top section to the oil lter. Clean oil then
ows through corresponding oil galleries in the
cylinder block and cylinder heads to lubrication
points.

Oil Flow in the Lower Section of the Engine

Oil ow to the
bearing points

Oil cooler bypass valve

(short circuit valve)

Cylinder block

Coolant
return line
Coolant feed

Oil cooler

Oil pan top section with oil gallery

(oil cooler oil lter)

Fixed displacement
oil pump
Pilot line

Oil pan
top section

Bafe plates
490_013
14

Oil Pump
The oil pump is a xed displacement pump that
draws oil directly from the oil pan.
It is driven by a separate chain connected directly
to a gear on the crankshaft. This chain drive is
located at the front of the engine and has its
own chain tensioner. The gear ratio of the pump
rotates more slowly than the crankshaft (0.633:1).
Pressure Control
A control piston inside the oil pump controls oil
pressure and diverts surplus oil. Oil pressure is
present in a pilot line running from the oil gallery
in the oil pan top section to the control piston in
the oil pump. This control piston diverts surplus
oil to the suction side.

490_014

During pump operation, oil pressure is kept

constant at approximately 72.5 psi (5 bar) at any
engine speed above idle. A pressure relief valve
(cold start valve) opens at approximately 145.0
psi (10 bar). This can occur at very low engine oil
temperatures.

Chain
tensioner

Oil pump housing

Pump cover

Pump gear
Drive shaft gear

490_029

Driven pump gear

Cold start valve

Control piston

Reference
For additional information about the the design and function of the xed displacement oil pump,
refer to Self-Study Program 990713, Audi TT RS with the 2.5L TFSI Engine.
15

Air Supply
Intake Air Flow System
Compared to the air intake system of the
6.0L W12 engine, the system on the 6.3L
W12 FSI engine has undergone several major
modications.

Suction jet pump to assist vacuum supply

(on cylinder bank 1 only)

Inlet for blow-by gases from

the crankcase breather

Throttle Valve Control Module J338 with

EPC Throttle Drive Angle Sensors G187,
G188 and EPC Throttle Drive G186

Air lter housing

of cylinder bank 1

Mass Airow Sensor G70 with

Intake Air Temperature Sensor G42

Air intake
from the front

For example, the entire secondary air system is

now located at the back of the engine, directly
on the transmission.
A suction jet pump located on Throttle Valve
Control Module J338 of cylinder bank 1 is used
to produce the vacuum required for braking and
actuating the exhaust aps.
16

The air ducting system has also been modied

compared to the 6.0L W12 engine. The air for
the right cylinder bank is drawn in by the right
air duct, while the air for the left cylinder bank is
drawn in by the left air duct.

Cylinder Bank 1

Intake manifold 1

Intake manifold 2

Cylinder Bank 2

Throttle Valve Control Module 2 J544

with Throttle Drive 2 Angle Sensors
G297, 298 and Throttle Drive 2 G296

Mass Airow Sensor 2 G246 with

Intake Air Temperature Sensor 2 G299

Air lter housing

of cylinder bank 2

Rubber buffer to support

the air lter element

490_033

17

Secondary Air System

The secondary air system ensures that the
catalytic converters heat up more quickly and
are available sooner after a cold start. Unlike the
6.0L W12 engine, secondary air pumps are no
longer connected to the air lter housings.

The secondary air system is installed at the back

of the engine, on the transmission. It has its own
separate air lter.

Combination valve 1

Secondary Air Injection

Sensor 2 G610
Combination valve 2

Secondary Air
Injection Pump
Motor V101

Secondary Air
Injection Sensor
1 G609

490_034

Inlet on cylinder head 2 for

introducing secondary air
into the exhaust ow

18

Air lter for the

secondary air system
Secondary Air Injection
Pump Motor 2 V189

Function

Secondary Air Injection Filter

Fresh air is drawn in by Secondary Air Injection

Pump Motors V101 and V189. They are activated
via Secondary Air Injection Pump Relays 1 and
2 (J299 and J545) after receiving signals from
Engine Control Modules 1 and 2 (J623 and J624).

Both secondary air pumps draw in air through

a common air lter. No replacement interval is
specied for the air lter element.

Air ows through combination valves 1 and 2

(self-opening) to both cylinder heads, where it
is mixed with the exhaust gas ow. Secondary
air pumps distribute crossover air. Secondary
Air Injection Pump Motor 2 V189 is connected
to combination valve 1, while Secondary Air
Injection Pump Motor V101 is connected to
combination valve 2.
Air ow to the secondary air pumps

Air lter housing

retaining plate

490_035
Air lter element

Air lter
housing cover

19

Vacuum Supply

490_031

20

Suction Jet Pump

Brake System Vacuum Pump V192

The conventional method of supplying

vacuum to the brake booster and other engine
components is problematic with gasoline
engines, particularly on vehicles with automatic
transmissions.

If required, Brake System Vacuum Pump V192 is

activated to assist with vacuum delivery.

Installing a conventional vacuum line after the

throttle valve would not produce sufcient
vacuum for the 6.3L W12 FSI engines various
subsystems.
In the 6.3L W12 FSI engine, required vacuum is
produced by a suction jet pump. This pump is
connected in parallel with Throttle Valve Control
Module 1 J338 before and after the throttle
valve. Diverted airow passes through the pump
to produce vacuum, using the Venturi principle.

This can occur under various operating

conditions, for example, when the catalytic
converter is heating up, or the throttle valve is
wide open. In these cases, the suction jet pump
alone is not sufcient to evacuate the brake
booster.
Brake Booster Pressure Sensor G294 is
connected to the line for the brake booster,
sending its readings to Engine Control Module
J623.
V192 is activated via characteristic map control
by Engine Control Module J623 until the
requisite vacuum is generated.
Suction
jet pump

Vacuum line
to brake servo

Throttle Valve Control

Module J338 on the
right cylinder bank

490_032

Legend for illustration on facing page:

A Brake System Vacuum Pump V192
B Brake booster
C Brake Booster Pressure Sensor G294
D Left secondary air combination valve
E Secondary Air Injection Sensor 1 G609
F Secondary Air Injection Pump Motor 2 V189
G Right secondary air combination valve
H Secondary Air Injection Sensor 2 G610
I Secondary Air Injection Pump Motor V101
J Air lter of the secondary air system
K Non-return valve

L
M
N
O
P
Q
R
S
T
U

T-piece with ow restrictor

EVAP Canister Purge Regulator Valve 1 N80
Activated charcoal canister
Vacuum reservoir
Exhaust Door Valve 2 N322
Left exhaust ap
Vacuum reservoir
Exhaust Door Valve 1 N321
Right exhaust ap
Suction jet pump
21

Cooling System
Overview
This illustration includes an auxiliary heater and
additional radiator that are not available in the
North American market.

Cooled coolant
Hot coolant

490_028

Legend:
A
B
C
D
E
F
G
H
I
J
K

22

Auxiliary heater (not for the North American market)

Recirculation Pump V55
Coolant Circulation Pump V50
Heater Coolant Shut-Off Valve N279
Front heater heat exchanger
Rear heater heat exchanger
Engine oil cooler
Alternator
Coolant pump
Engine Coolant Temperature Sensor G62
Coolant thermostat
[initial opening temp: 206F (97C)]

Coolant circuit thermostat for ATF cooling

[initial opening temp: 167F (75C)]
M ATF cooler
N Coolant expansion reservoir
O Coolant thermostat for right side additional radiator
(not for the North American market)
P Right side additional radiator
(not for the North American market)
Q Coolant radiator
R Left side additional radiator
S After-Run Coolant Pump V51

Coolant Thermostat
The coolant thermostat is located at the front
end of the engine. Coolant ows to both cylinder
heads, converging inside the coolant thermostat
housing. The coolant thermostat for the primary
cooling circuit opens at a temperature of 206F
(97C).

The plunger of the expansion element rests on

the housing cover. The sliding ring moves with
the expansion element and, depending on its
position, disconnects the secondary cooling
circuit from the primary cooling circuit. The
coolant thermostat housing has three locating
lugs into which the engine cover clips.

Locating lug
Connection to
cylinder head 2
Connection to
cylinder head 1

Connection
to vent line

Connection
from radiator

Connection
from ATF cooler
Sliding ring
Connection
from alternator
and oil cooler
Housing

Compression
spring

Expansion
element

Housing cover

490_025

Connection
to radiator

Note
The cooling system may only be relled using cooling system charge unit VAS 6096.

23

Fuel System
Overview
As in all FSI engines, the fuel system is divided
into low pressure and high pressure fuel
systems.
Both the high and low pressure sides of the fuel
system operate on demand. Neither system has
a fuel return line.

Low Pressure System

The low pressure system is a closed-loop design
in which system pressure is monitored by Low
Pressure Fuel Sensor G410. Depending on
requirements, pressure is regulated to between
50.787.0 psi (3.56.0 bar).

Fuel distributor
1 (rail)

High pressure
pump 1

High pressure
accumulator 1 (rail)

Fuel Pressure
Sensor G247

Fuel Metering
Valve N290

Injector, cylinder 6 N84

Injector, cylinder 5 N83

Injector, cylinder 4 N33

Injector, cylinder 3 N32

Injector, cylinder 2 N31

Injector, cylinder 1 N30

24

Direction of travel

Ground

Battery (positive)

ECM J623

Fuel Pump Control

Module J538

Low Pressure
Fuel Sensor G410

Transfer Fuel
Pump G6

Bafe housing

Fuel distributor
2 (rail)
High pressure
pump 2

High pressure
accumulator 2 (rail)

490_023

Fuel Pressure
Sensor 2 G624

Injector, cylinder 12 N302

Fuel Metering
Valve 2 N402

Injector, cylinder 11 N301

Injector, cylinder 10 N300

Injector, cylinder 9 N299

Injector, cylinder 8 N86

Injector, cylinder 7 N85

25

Fuel Rails
High Pressure System
Due to the engines design, high fuel pressure
is distributed to high pressure injectors via twin
fuel rails.
Each cylinder bank is supplied fuel by its own
high pressure fuel pump. Engine Control Module
J623 (master) controls cylinder bank 1 and
Engine Control Module 2 J624 (slave) controls
cylinder bank 2. Low Pressure Fuel Sensor G410
is read by Engine Control Module J623.

Feed line from

fuel tank

Both high pressure sides are hydraulically

independent of each other. For this reason, a
separate fuel pressure sender is required for
each cylinder bank.
The high pressure pumps are integrated in the
cylinder head covers and are driven by a threelobe cam on the exhaust camshafts. The high
pressure pumps operate at pressures between
580.11740.4 psi (40120 bar).

Fuel Pressure
Sensor G247

High pressure
fuel pump 1

Fuel Pressure
Sensor G624
Low Pressure Fuel
Sensor G410

High pressure
fuel pump 2

490_016

Fuel distributor
1 (rail)
Fuel distributor
2 (rail)
Short injectors for
inner cylinders
Long injectors for
outer cylinders

26

Additional Volume on the Fuel Rails

Both fuel rails hold additional volume via a
high pressure accumulator rail. This additional
volume is required to compensate for pressure
peaks and uctuation. The greater the volume,
the lesser the effect of the pressure drop due to
loss of volume during injection.

The diameters of the rails could have been

made slightly larger, but this was not possible
due to space constraints. The additional volume
solution was chosen for this reason.

Fuel Rail on Cylinder Bank 2

Feed line from high

pressure fuel pump
Fuel Pressure
Sensor 2 G624

Connecting
duct (3x)

Fuel distributor
2 (rail)

High pressure
accumulator 2 (rail)

490_022

Warning
Be very careful when working on the fuel system. It operates a extremely high pressures. To open the high
pressure side, always follow the instructions given in current technical literature.
27

High Pressure Injectors

Fuel is injected into the combustion chambers
at pressures up to 1740.4 psi (120 bar). This task
is performed by two different types of injectors,
with the six individual jets of each injector
arranged to provide optimal spatial alignment.
Different pistons with correspondingly shaped
crowns are used due to the different installation
angles of injectors.

Cylinders 1, 3, 5, 8, 10, 12
Long High Pressure Injectors
In outer cylinders 1, 3, 5, 8, 10, and 12, longer
injectors are used to deliver fuel from each of
the fuel rails between the cylinder heads to the
cylinders.

Intake camshaft

Intake port

490_017

Long high
pressure injector

Piston with
adapted crown

Outer cylinder

28

Cylinders 2, 4, 6, 7, 9, 11
Short High Pressure Injectors
The high pressure injectors of inner cylinders
2, 4, 6, 7, 9, and 11 are very similar in design to
those of other Audi FSI and TFSI engines.

Intake camshaft

Intake port

490_018

Short high
pressure injector

Piston with
adapted crown

Inner cylinder

29

Engine Management
System Overview
Sensors
Low Pressure Fuel Sensor G410
Engine Coolant Temperature Sensor G62
Secondary Air Injection Sensor G609
Mass Airow Sensor G70
Intake Air Temperature Sensor G42
Accelerator Pedal Position Sensor G79
Accelerator Pedal Position Sensor 2 G185
Engine Speed Sensor G28
Knock Sensors 1&2 G61, G66

Powertrain CAN data bus

Fuel Pressure Sensor G247

Camshaft Position Sensor G40
Camshaft Position Sensor 3 G300
Throttle Valve Control Module J338
EPC Throttle Drive Angle Sensors
1&2 G187, G188
Reduced Oil Pressure Switch F378
Oil Level Thermal Sensor G266
Brake Light Switch F
Heated Oxygen Sensors 1&2 G39, G108
Oxygen Sensor 1&2 After Three Way
Catalytic Converter G130, G131
Auxiliary signals:
Cruise Control Switch E45
Comfort System Central Control Module
J393 (wake-up door contact)
Brake Booster Vacuum Sensor G483

Engine Control
Module J623

Fuel Pressure Sensor 2 G624

Camshaft Position Sensor 2 G163
Camshaft Position Sensor 4 G301
Throttle Valve Control Module 2 J544
Throttle Drive 2 Angle Sensors 1&2
G297, G298
Knock Sensors 3&4 G198, G199
Heated Oxygen Sensors 3&4 G285, G286
Oxygen Sensors After Catalytic
Converter 3&4 G287, G288
Secondary Air Injection Sensor 2 G610
Fuel Tank Pressure Sensor G400
Mass Airow Sensor G245
Intake Air Temperature Sensor 2 G299
Oil Pressure Switch F22
Auxiliary signals:
Transmission Control Module J217
30

Diagnostic port

Actuators
Starter Relay J53
Starter Relay 2 J695
Brake booster Relay J569
Brake System Vacuum Pump V192
Exhaust Door Valve 1 N321
Fuel Pump Relay J17
Fuel Pump Control Module J538
Fuel Transfer Pump G6
Terminal 15 Power Supply Relay J329
Ignition Coils with Power Output Stages
16 N70, N127, N291, N292, N323, N324
Fuel Metering Valve N290
Right Electrohydraulic Engine
Mount Solenoid Valve N145
Engine Component Power Supply
Relay J757
Secondary Air Injection Pump Relay J29
Secondary Air Injection Pump Motor V101
Injectors, Cylinders 16 N30N33, N83, N84
Camshaft Adjustment Valve
N205
Exhaust Camshaft Adjustment
Valve N318
Oxygen Sensor Heaters Z19, Z28
Heaters for Oxygen Sensors 1&2
After Catalytic Converter
Coolant Circulation Pump V50
Coolant Fan Control Module J293
Coolant Fan V7
Coolant Fan Control Module 2 J671
Coolant Fan 2 V177
Motronic ECM Power Supply Relay J271
EPC Throttle Drive G186
After-Run Coolant Pump
Relay V51
Auxiliary signals:
Transmission Mount
Valve 1 N262
Ignition Coils with Power Output
Stages 712 N325N330
Injectors, Cylinders 712
N85, N86, N299N302
Camshaft Adjustment Valve
2 N208
Exhaust Camshaft Adjustment
Valve 2 N319
Oxygen Sensor Heaters 3&4
Z62, Z63
Heaters for Oxygen Sensors 3&4 After
Catalytic Converter Z64, Z65
Fuel Metering Valve 2 N402
Left Electrohydraulic Engine Mount
Solenoid Valve N144
Throttle Drive 2 G296
Secondary Air Injection Pump Relay 2 J545
Secondary Air Injection Pump Motor 2 V189
Exhaust Door Valve 2 N322
EVAP Canister Purge Regulator Valve 1 N80

490_020

Auxiliary signals:
Transmission Mount Valve 2 N263
Positive Crankcase Ventilation Heating
Element N79
31
Fuel Tank Leak Detection Control
Module J909

ECM J623 and ECM 2 J624

The engine control modules of the Bosch MED
17.1.6 engine management system operate in
tandem.

The two ECMs must be treated separately during

diagnosis, but share the following features:

Both ECMs are located in the plenum chamber

and are identical in design. They are assigned
to the cylinder banks by PIN (terminal) coding in
the wiring harness.

Same CCS and ACC adaptation

Engine Control
Module 2 J624

Same software version

Same coding

Engine Control
Module J623

490_050

32

Control Module Communication

PIN (terminal) Coding

Both ECMs are on the Powertrain CAN data bus.

They have an internal private CAN data bus
for communicating with one another, which
primarily facilitates the exchange of enginespecic data. This private CAN works in the same
way as the Powertrain CAN data bus.

Each engine control module is assigned to a

cylinder bank by PIN coding within the wiring
harness.

Ground connection in
the wiring harness

Encoding PIN
(Pin 21)

Encoding PIN
(Pin 21)

Engine Control Module 2 J624

(slave)

+ 5 volts
(Pin 63)

Engine Control Module J623

(master)

Private CAN

Powertrain CAN databus

490_044

33

Important ECM Messages

Distance Regulation Control Modules
J428 / J850
System states
Torque requests
Airbag Control Module J234

Access/Start Authorization Switch E415

Stop enable
Start request
Climatronic Control Module J255

Crash intensity

Engine speed increase requested before

compressor activation

Safety belt status, driver side

Rear window defroster

Battery Monitoring Control Module J367

Alternator output
Radiator fan request
Transmission Control Module J217
All relevant signals for engine torque
adaptation
Electromechanical Parking Brake Control
Module J540
Deceleration request
Status of the EPB actuators
ABS Control Module J104

Windscreen defroster
Air conditioning system ON/OFF
Instrument Cluster Control Module J285
Inoperative time
Fuel tank lling status
Ambient temperature
Vehicle speed
Steering Column Electronics Control
Module J527
Information from CCS and ACC switches
Steer angle

All signals relevant to the ESP

Signals Transmitted by ECM J623

Engine torque

Recuperation enable signal

Kick down

AC adjustment

Fault memory

Status of Audi drive select

Cylinder cutout

Radiator fan activation

Transmission status

Information on replacement interval

Accelerator pedal values

Activation of MILs

Engine speed
ESP signals

Intake air temperature, intake manifold

pressure

Oil level, minimum oil pressure warning

Coolant temperature

Oil temperature

Altitude information

Fuel consumption

System states of the engine

(for example, overrun)

Radiator fan activation

Vacuum
On board diagnosis

34

Electromechanical Parking Brake Control

Module J540
Shut down cylinders

Other Control Modules that Communicate with the ECMs

Vehicle Electrical
System Control
Module J519

Driver Door
Control
Module J386

Instrument
Cluster Control
Module J285

MOST bus

Convenience CAN

Display and Control CAN

Climatronic Control
Module J255

Data link connector

Information
Electronics Control
Module 1 J794

Diagnosis CAN

Data Bus On Board Diagnostic Interface J533

Airbag Control
Module J234

All Wheel Drive

Control Module
J492

Engine Control
Module J623

ABS Control
Module J104

LIN

LIN

Comfort System
Central Control
Module J393

Battery Monitoring
Control Module
J367

Distance
Regulation Control
Module J428

Electromechanical
Parking Brake
Control Module
J540

Powertrain CAN

Engine Control
Module 2 J624

Steering Angle
Sensor G85

FlexRay

490_051
Access/Start
Authorization
Switch E415

Distance
Regulation Control
Module 2 J850

Transmission
Control Module
J217

Reference
For further information about the networking system of the 2011 Audi A8, refer to Self-Study
Program 970103, The 2011 Audi A8 Convenience Electronics and Networking Systems.
35

Exhaust System
Overview

Heated Oxygen
Sensor G39

Heated Oxygen
Sensor 3 G385

Heated Oxygen
Sensor G108

Heated Oxygen
Sensor 4 G186

Oxygen Sensor
4 After Catalytic
Converter G288
Oxygen Sensor After
Three Way Catalytic
Converter G130

Oxygen Sensor
3 After Catalytic
Converter G287

Oxygen Sensor
4 After Catalytic
Converter G288

Decoupling
element

Front mufer

Center mufer

36

Exhaust Flaps
An exhaust ap is located on each of the rear
silencers attached to the two tailpipes. These
exhaust aps are designed to give the engine a
more throaty and sporty sound.
As a result, low frequency noise at low engine
speeds is negated. At high engine speeds and
high exhaust gas ow rates, ow noise and
exhaust back pressure are reduced by opening
the additional cross section. The exhaust gas
aps are closed at idle, low engine load, and low
engine speeds.

Function
The exhaust aps are switched by a vacuum
actuator. To ensure rapid switching of these
aps, each vacuum actuator has an additional
vacuum reservoir (see overview of vacuum
supply on page 20).
Both vacuum units are switched by an
electrically activated solenoid valve:
Left: exhaust ap valve 1 N321
Right: exhaust ap valve 2 N322
The exhaust aps are switched according
to a characteristic map. The engine control
modules respond to the following to plot the
characteristic map:
Engine load
Engine speed
Selected gear

Right exhaust ap
vacuum actuator

X-pipe connection

490_026

Rear mufer
(reection/absorption silencer)

Left exhaust ap
vacuum actuator

37

Special Tools

Assembly tool T40251

Oil seal extractor T40249

490_045

490_046

For assembling the crankshaft oil seal on the pulley side

For disassembling the crankshaft oil seal on the pulley side

Thrust piece T40250

Thrust piece T10122/4

490_047

490_048

For assembling the cylinder head cover oil seal

For assembling the PTFE crankshaft oil seal on the power

output side

Engine and gearbox mounting VAS 6095/01-12

490_049

38

Knowledge Assessment

An on-line Knowledge Assessment (exam) is available for this Self-Study Program.

The Knowledge Assessment is required for Certication.
You can nd 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/Certication link
Click on Course Catalog and select 920113 The 6.3L W12 FSI engine

For assistance please call:

Audi Academy
Certication Resource Center (CRC)
1-877-283-4562

(8:00 a.m. to 8:00 p.m. EST)

Or you may send an email to:

[email protected]

Thank you for reading this Self-Study Program and taking the assessment.

39

920113
All rights reserved.
Technical specications subject
to change without notice.
Audi of America, LLC
2200 Ferdinand Porsche Drive
Herndon, VA 20171