Cylinder Block and Crankcase
The 5.2L V10 engine is based on the design of the 4.2L V8 engine with the addition of two cylinders. The V10 cylinder block, cylinder heads, camshaft drive, fuel system, and intake manifold concept were adapted from the V8 engine.
Unique to the V10 are the crankshaft, balance shaft, dual path intake manifold with two throttle housings, exhaust manifold, and engine management system with two control modules.
The cylinder block/crankcase is a two-piece construction with a 90° angle for the cylinders. With a length of 37 inches (685 mm) and width of 31.5 in (801 mm) the
V10 is a compact engine with a bare block weight of approximately 104 lb (47 kg).
The upper cylinder block/crankcase is manufactured as a homogeneous low pressure casting from AISi17Cu4Mg (hypereutectic aluminum alloy). This design and material provides high strength, good heat dissipation, and allows closer cylinder spacing.
Cylinder Block/Crankcase
When the aluminum alloy solidifies during the casting process, it produces pure silicon crystals and aluminum silicon mixed crystals. A special cylinder honing process exposes the separated silicon crystals and in the process creates wear resistant cylinder contact surfaces that eliminate the need for cylinder liners.
The gray cast iron lower main bearings are cast into the bedplate during manufacturing. This reduces thermal expansion and crankshaft endplay.
The bedplate is cast from AISi12Cu1. It is a ladder type frame that is bolted to the bottom of the cylinder block/ crankcase. This provides high torsional rigidity and reduces the vibrational characteristics of the engine.
Bedplate
Cast-In Crankshaft Bearings
Engine Concept
Engine Concept
Crankshaft
As in all V configuration engines, two connecting rods are attached to each crankshaft throw. With a cylinder bank angle of 90°, the individual crankshaft pins are offset
18° relative to their corresponding opposite cylinders. This is a “split pin” configuration and results in a desired ignition interval of 72°.
The split pin design of the crankshaft throws require special manufacturing processes. This is because the fusion point of the individual crankshaft pins is the place a crankshaft could most easily break.
The strengthening of the crankshaft is accomplished in two ways during its manufacture. The crankshaft is first forged from a hot steel billet in a stamping process.
While it is still hot, the crankshaft is twisted to form the crankshaft throws. This produces a very dense, tough shaft with a grain running in the direction of the principle stress.
Secondly, the shoulder of the connecting rod throws are hardened by an inductive heating method. This method heats the outer surfaces but does not heat the core.
Free mass vibrations are compensated for by a nodular cast iron balance shaft that turns opposite to engine rotation at crankshaft speed. It is located in the V section of the upper crankcase housing between the cylinder banks.
Balance Shaft
18° Split Pin Offset
Fusion Point
Crankshaft is Twisted Here After the Initial Forging Process to Form the Crank Throw
Induction Heating Used Here to Strengthen the Offset Point
Vibration Damper
To absorb crankshaft torsional vibration created by piston power stroke, a vibration damper is used at the front of the engine.
The damper consists of three main components: a counterweight to the crankshaft, the accessory drive pulley, and a bonded element (elastomer rubber) that joins the two pieces together.
Poly V-Belt Pulley (accessory drive pulley)
In addition to the elastomer rubber damping element, a special viscous oil is used. This oil dampens the relative movement between the elastomer rubber element
and the accessory drive pulley. This action not only reduces torsional stress placed on the crankshaft by the combustion process but also reduces stress to the crankshaft from accessory components driven by the poly-V belt.
Counterweight to Crankshaft
Vibration Damper Housing
Elastomer Rubber Damping Element
Front Cover Washer
Locating Pin
Engine Concept
Engine Concept
Connecting Rods
The connecting rods are a familiar trapezoidal design forged from 36MnVS4 high-strength steel. This design reduces oscillating masses and distributes the combustion force more evenly.
The lower end of the connecting rods are cracked after forging. During the cracking process, the connecting rod is split at a predetermined breaking point using a special tool. The resultant unique breaking surface ensures the high joining precision of the two mating parts.
The connecting rods are cross-drilled to allow engine oil to lubricate the rod bearings and piston pins.
Pistons
The cast aluminum pistons are manufactured by the firm Kolben Schmidt. They have a special piston head design that supports the FSI combustion principle. The design aids in the tumble effect of the fuel mixture during its intake stroke.
The piston skirts are electro-coated with a special iron- based friction reducing material to minimize wear under load.
Spray jets located on the engine block provide cooling to the underside of the piston and the piston pins.
Cracked Connecting Rod
Connecting Rod
Oil Supply Drilling for Connecting Rod
Trapezoidal Connecting Rod
Three-Layer Bearing Insert
Cross-Drilling for Crankshaft
Connecting Rod Bearing Cap
Valve Reliefs
Piston Skirt with Special Anti-Friction Coating
Top Piston Ring Land
Chain Drive Operation
A chain drive system mounted on the flywheel side of the engine provides the necessary power to operate the four camshafts, oil pump, A/C compressor, and the hydraulic power steering pump.
Four 3/8’’ roller chains operating at two levels are used. Roller chain A distributes power from the crankshaft
to two intermediate sprockets. Roller chains B and C distribute power from these sprockets through additional sprockets to the camshafts. Roller chain D is driven by the crankshaft and provides drive power for the engine oil pump, water pump, A/C compressor, power steering pump, and the engine balance shaft.
The balance shaft is mounted in the V of the engine block. It turns at engine RPM in the opposite direction of engine rotation. Special attention must be paid when installing the balance shaft. Excessive vibration will occur if it is installed in the wrong position.
All chains are tensioned by hydraulic tensioners.
Balance Shaft
Hydraulic Tensioner for Roller Chain B
Balance Shaft Drive
Chain Drive for:
– Oil pump
– Water pump
– A/C compressor
– Power steering pump – Engine balance shaft
Hydraulic Tensioner for Roller Chain C
Intermediate Sprocket
Hydraulic Tensioner for Roller Chain A
Hydraulic Tensioner for Roller Chain D
All Roller Chains are 3/8’’ Simplex Chains
Engine Concept
Engine Concept
Cylinder Head
The cylinder head design of the new V10 FSI engine is based on the same concept as the 2.0L 4V FSI engine.
The camshafts are held in place by one-piece die-cast aluminum ladder bearing frames to reduce the number of components and to increase rigidity and acoustic characteristics.
Intake and exhaust camshaft adjustment is accomplished hydraulically. The adjusters are mechanically locked into place until sufficient oil pressure is developed. The adjustment range of the camshafts is 42°.
A partition plate separates the intake path into the upper and lower halves.
The fuel injector sits directly in the combustion chamber of the cylinder at an angle of 7.5°.
The ladder bearing frames are machined at the ends and in the bearing slots after their assembly with the cylinder heads. This results in flat axial sealing surfaces between the cylinder head covers, the ladder bearing frames, and their attached modular housings.
franchi
Fine Oil Separator
Blow-by gas volume is dependent on engine load and RPM.
The cyclone oil separators have a high separation efficiency over only a limited volumetric range. For that reason, one, two, or all three cyclones operating in parallel will be needed depending on blow-by volume.
Internal crankcase pressure is regulated by the two-stage pressure control valve. The by-pass valve, together with the control piston, ensure that the cyclones work at the optimum operating point. If the volumetric flow rate is too high or too low, it will impair cyclone operation.
When engine load and RPM are high, blow-by gas flow volume is high. Blow-by gas pressure against the control piston works against the spring pressure and opens passages to more cyclones.
Separated oil is collected in an oil reservoir beneath the cyclones. It cannot drain out of the reservoir until the oil drain valve is opened. The oil drain valve is closed as long as the pressure in the crankcase is higher than in the oil separator. The valve opens automatically due to gravity only at very low engine RPM or when the engine is not running becuse the pressures are at equilibrium. (See top right illustration, below.)
When the engine is running at very low load but at a very high RPM, the piston rings can begin to flutter. The blow- by gas pressure is very high and the fine oil separator
is unable to operate at its peak efficiency. At this point, the by-pass valve opens and a fraction of the blow-by gas flows to the intake manifold untreated. (See bottom illustration.)
Engine Concept
Engine Concept
Oil Circulation
The oil supply in the 5.2L V10 engine is based on
a traditional wet sump concept. The focal point of development was on significant reduction of the oil flow rate through tighter bearing tolerances. With a lower flow rate, the oil remains in the sump longer and is able to recover from aeration better.
At an oil temperature of 248°F (120°C), the flow rate of
58 qts (55 liters) per minute at 7000 RPM is very low for a 10-cylinder engine. This has helped to minimize oil pump drive power requirements and improve fuel economy.
From Oil Cooler
To Oil Cooler
Oil Supply for Camshaft Adjuster and Chain Tensioner
Oil Supply for Camshaft Lubrication, Valve Lifters, and Rocker Arms
Oil Cooler By-Pass Valve
Oil Check Valve
Oil Supply to Engine
Oil Cooler By-Pass Channel
The oil supply to the camshaft adjusters, camshaft, roller rockers, valve lifters, and chain tensioners has a check valve to retain oil in the cylinder head for optimizing the camshaft adjustment function.
Oil Galley for the Piston Cooling Jets
Oil Flow to the Filter
Pressure Valve for the Piston Cooling Jets
Oil Check Valve for Both Cylinder Heads
Oil Pump Module
Engine Concept
Engine Concept
Engine Cooling System
The cooling system in the new V10 engine was configured as a longitudinal-flow cooling system. The cooling water flows first through the engine block, flushing around the cylinders. From there it flows up into the cylinder head and flows longitudinally toward the back of the engine through the chain housing cover.
The cooling system can be divided into large and small circuits dependent on coolant temperature and position of the thermostat. Coolant will be circulated either to the radiator (when the engine is fully warmed) or through the small circuit (when the engine is cold or warming up).
Due to the high power developed by this engine, and thermal stress on the intake valves, additional water bores are used to provide more cooling.
Engine Coolant Temperature Sensor G62
To the Heat Exchanger
To the Radiator
From the Heat Exchanger
From the Radiator
Water Pump
To the Right Side of the Engine
Thermostat
The V10 uses an electronically controlled cooling system to regulate the coolant temperature between 194°F (90°C) and 221°F (105°C). This is accomplished through the use of a Pulse Width Modulated signal to the thermostat actuator.
The thermostat blocks the opening to the radiator and opens the return channel for the short cooling circuit. The inlet to the radiator is partially opened and the return to the small cooling circuit is partially closed. The engine coolant is regulated from a temperature of 221°F (105°C).
Thermostat Not Energized, Engine Coolant Cold
Friction values in the engine and accessory components lower as oil temperature increases. The thermostat completely opens the passage to the radiator while blocking the passage to the small cooling circuit.
The capacity of the radiator allows engine coolant temperature to drop the range of 194°F (90°C). This is optimal for cylinder charge filling and cooling, reducing the possibility of engine knock.
To the Intake Side of the Water Pump
Electrical Connection
From Radiator
Thermostat Not Energized, Engine Coolant Hot — Thermostat Stays in an Intermediate Position
From Radiator
Return from Engine
To the Intake Side of the Water Pump
Electrical Connection
Thermostat Fully Energized by PMW Signal From Radiator
Return from Engine
To the Intake Side of the Water Pump
Electrical Connection
Return from Engine
Engine Concept
Intake Manifold Flaps
The intake manifold flaps are controlled according to a characteristic map in the Engine Control Module. They are activated in lower engine load and RPM ranges.
The flaps are brought into contact with the port baffles in the cylinder head and seal the lower part of the intake port. The intake air mass now flows through the upper section of the intake port and induces a tumbling charging motion inside the cylinder.
When not activated, the intake manifold flaps are open and the cross-sectional area of the port is maximized.
All flaps in a cylinder bank are attached to a common shaft. The flaps are activated through an electrical actuator. For each cylinder bank, the position of the intake manifold flaps is monitored by a Hall sensor.
Note
If the power supply to the intake manifold flaps is interrupted, the flaps move to an opened position.
Engine Concept
Air Intake System (S8)
Dual Path Intake Manifold
The 5.2L V10 FSI engine uses a dual path intake manifold made of cast magnesium. Change-over flaps in the intake manifold direct the air flow through either a long or short intake intake path depending on load and RPM operating conditions of the engine. The change-over is map-controlled by the engine control module (ECM). The change over flaps are actuated by the Variable Intake Manifold Runner Motor V183. No feedback of position is given to the ECM.
The flaps are precision fit in the upper part of the intake manifold. A silicone rubber seal is used on each flap to reduce the possibility of leakage due to air turbulence.
When the engine is operating under low load and RPM conditions, the intake manifold is switched to the short intake runners.
In the lower RPM range, a long intake manifold path is opened in order to increase torque. In the upper RPM range, a short intake manifold path is opened. This position produces an increase in engine power output.
Short Intake Path, Change-Over Flaps Open
Central Intake Manifold Air Collection Point
Change-Over Flap with Silicone Rubber Gasket
Intake Manifold Flap (see previous page)
The Intake Manifold Length When in the Power Position (short path) is 12.1 in (307 mm)
Intake Manifold Change-Over at Low Load
2.5 2
1.5 1 0.5
0 -0.5
2.5 2
1.5 1 0.5
0 -0.5
Intake Manifold Change-Over at High Load
0 1000
2000 3000 4000
RPM
5000 6000 7000
0 1000
2000 3000 4000
RPM
5000 6000 7000
Intake Manifold Position Intake Manifold Position Long – Short Long – Short
Long Intake Path: Change-Over Flaps Closed
The Intake Manifold Length When in the Torque Position (longer path) is 26.6 in (675 mm)
In the middle load and RPM ranges, the intake manifold is switched to the long intake runners. This provides better cylinder filling.
Air Intake System (S8)
Fuel System (S8)
High Pressure Fuel Pump 2
Fuel Metering Valve -2- N402
High Pressure Fuel Pump I
High Pressure Low Pressure No Pressure
Regulated to 1450 psi (100 bar)
Fuel Metering Valve -1- N290
Low Fuel Pressure Sensor G410
Leakage Line
Pulse Width Modulated Signal from ECM
Warning!
The fuel system is under high pressure!
Before opening high pressure components of the fuel injection system, pressure
must be relieved to residual pressure. Please refer to the latest service repair information.
Fuel Rail 2
Fuel Pressure Regulator G247
To Fuel Injectors for Cylinders 6-10 N84-N86, N299, N300
Fuel Rail 1
To Fuel Injectors for Cylinders 1-5 N30-N33, N83
Pressure Limiting Valve, 1973 psi (136 bar)
Fuel Tank
Transfer Fuel Pump (FP) G6
Fuel Pump (FP) Control Module J538
Fuel System (S8)
Fuel System (S8)
Fuel Delivery
High Pressure Circuit
Fuel delivery to the 5.2L V10 FSI engine is similar to other FSI engines. The fuel system can be divided into low pressure and high pressure circuits. In the low pressure circuit, fuel is delivered by in-tank, demand regulated fuel pumps. The fuel is delivered to two high pressure fuel pumps, one located on each cylinder bank. The single piston high pressure pumps are driven by special lobes on the intake valve camshafts. Each pump has an electronically controlled metering valve.
The fuel pressure is raised by the high pressure pumps from approximately 87 psi (6.0 bar) of the return-free system to approximately 1450 psi (100 bar) before it is delivered to the fuel rails for each cylinder bank. The use of fuel rails reduces pulsation of the fuel. The pumps
do not deliver fuel simultaneously but in an alternating manner.
Low Fuel Pressure Sensor G410
High Pressure Fuel Pump -1- with Fuel Metering Valve N290
Fuel Inlet from Fuel Tank
High Pressure Fuel Pump -2- with Fuel Metering Valve -2- N403
Fuel Pressure Regulator
Pressure Limiting Valve (from 1973 psi [136 bar])
Leakage Line
The solenoid operated fuel injectors are controlled by the engine control module and open at approximately
65 volts. They are a single hole design installed at an angle of 7.5°. This installation angle ensures the injection stream will not aimed at the cylinder walls. The injectors have teflon sealing rings that must be replaced if the injectors are removed and re-installed.
Magnetic Coil
Valve Needle with Solenoid Armature
Nozzle Needle
Teflon Sealing Ring
Single Hole Outlet Washer
Armature Clearance 0.002 in (0.04 mm)
Fuel System (S8)
Fuel System (S8)
Pump Operation
Intake Stroke
The shape of the cam and the force of the piston springs move the pump piston downward. The increased space inside of the pump causes the fuel to flow in. Fuel Metering Valve N290 ensures that the low pressure valve remains open. Fuel Metering Valve N290 is de-energized.
Useful Stroke
The cam moves the pump piston upward. Pressure still cannot be built up because Fuel Metering Valve N290 is de-energized. This prevents the low-pressure inlet valve from closing.
Pressure Stroke
Engine Control Module J623 now supplies current to the Fuel Metering Valve. The magneto armature is drawn up.
The pressure inside the pump presses the low-pressure inlet valve into its seat. If the pressure inside the pump exceeds the rail pressure, the return valve is pushed open and fuel is delivered to the rail.
One solution to the exhaust gas pulsation phenomenon would be to make an exhaust manifold runner for each cylinder — a 5 into 1 header type system. However,
this system would be big and would create a thermal disadvantage to the quick warming of the emission required catalytic converters.
The exhaust ports for each bank of five cylinders are joined to three exhaust manifold runners. The mating of the exhaust runners for the cylinders was determined by their sequence in the firing order.
On the left bank, the runners for cylinders 6 and 7 are joined into one exhaust runner — cylinders 9 and 10 into another. The exhaust port for cylinder 8 is a separate runner. The manifold runners for cylinders 6, 7, and 8 are joined to one catalytic converter while the exhaust runners for cylinders 9 and 10 are joined to another.
On the right bank, the runners for cylinders 1 and 2 are joined into one exhaust runner — cylinders 4 and 5 into another. The exhaust port for cylinder 3 is a separate runner. The manifold runners for cylinders 1, 2, and 3 are joined to one catalytic converter while the exhaust runners for cylinders 4 and 5 are joined to another.
Post-combustion exhaust gas treatment is done by four ceramic catalytic converters. Because the two catalytic converters for each bank service unequal numbers of cylinders, they are different in size.
Oxygen Sensor (O2S) Behind Three Way Catalytic Converter (TWC) G130 Bank 1
Catalytic Converter for Cylinders 1-2-3
Oxygen Sensor (O2S) -2- Behind Three Way Catalytic Converter (TWC) Bank 1
OT1 OT5 OT2 OT3 OT4 720°/0° 144° 288° 432° 576°
1 2 3 4 5
Exhaust Valve Open Exhaust Valve Overlap
Exhaust System
DLC
Actuators
Fuel Pump (FP) Control Module J538 Transfer Fuel Pump (FP) G6
Ignition Coils -1+2+3+5- with Power Output Stage N70, N291, N292, N323 Cylinders 1-5
Fuel Metering Valve N290
Evaporative Emission (EVAP) Canister Purge Regulator Valve N80
Right Electro-Hydraulic Engine Mount Solenoid Valve N145
Intake Flap Motor V157
Variable Intake Manifold Runner Motor V183
Starter Relay J53 Starter Relay -2- J695
Leak Detection Pump (LDP) V144
Exhaust Flap Valve -1- N321 Exhaust Flap Valve -2- N322
Map Controlled Engine Cooling Thermostat F265
Cylinders -1+2+3+4+5- Fuel Injectors N30-N33, N83
Camshaft Adjustment Valve -1- N205 Camshaft Adjustment Valve -1- (exhaust) N318
Throttle Drive (for electronic power control [EPC]) G186
Coolant Circulation Pump Relay J151 After-Run Coolant Pump V51
Oxygen Sensor (O2S) Heater Z19; Oxygen Sensor (O2S) -1- Behind 3-Way Catalytic Converter (TWC) Heater Z29; Oxygen Sensor (O2S) -2- Heater Z28 Oxygen Sensor (O2S) -2- Behind 3-Way Catalytic Converter (TWC) Heater Z30
Intake Air Switch-Over Valve N335
Secondary Air Injection (AIR) Pump Relay J299 Secondary Air Injection (AIR) Pump Motor V101 Secondary Air Injection (AIR) Solenoid Valve N112
Brake Booster Relay J569
Brake System Vacuum Pump V192
Engine Component Power Supply Relay J757
Motronic Engine Control Module (ECM) Power Supply Relay J271
Additional Signals:
– Coolant Fan Control (FC) Control Module J293
– Coolant Fan Control (FC) Control Module -2- J671
Ignition Coils -6+7+8+9+10- with Power Output Stage N324-N328 Cylinders 6-10
Camshaft Adjustment Valve -2- N208 Camshaft Adjustment Valve -2- Exhaust N319
Cylinders -6+7+8+9+10- Fuel Injectors N84-N86, N299, N300
Oxygen Sensor (O2S) -3- Heater Z62; Oxygen Sensor (O2S) -3- Behind 3-Way Catalytic Converter (TWC) Heater Z64; Oxygen Sensor (O2S) -4- Heater Z63 Oxygen Sensor (O2S) -4- Behind 3-Way Catalytic Converter (TWC) Heater Z65
Fuel Metering Valve -2- N402
Left Electro-Hydraulic Engine Mount Solenoid Valve N144 Throttle Drive -2- G296
Bosch MED 9.1 System (S8)
CAN-Bus Interface
Overview
Engine Control Module J623 (Master)
Idle information
Accelerator pedal angle
Engine torque
Engine RPM
Engine coolant temperature Brake light switch information Cruise control status Throttle-valve angle
Intake air temperature
OBD II lamp
“Hot” warning lamp
A/C compressor “OFF” or power reduction
Starter control (automatic start) Oil temperature
ABS Control Module J104
TCS request
EBC request
ABS request
EDL intervention
ESP intervention
ESP brake light switch Rough road suppression ABS in diagnosis
Active brake servo
Road speed signal
TCS intervention torque MSR intervention torque Lateral acceleration Wheel speed signal
Instrument Cluster Control Module J285
Rear light
Steering Column Electronic Systems Control Module J527
All relevant cruise control messages
Sport switch
Climatronic Control Module J255 All signals that require load adaptation due to a load request
Instrument Cluster Control Module J285
– Fuel tank information
– Oil temperature
– Ambient temperature
– Standing time
– Mileage
– Information from
Oil Level Thermal Sensor G266
CAN 2 Low
CAN 2 High
Engine Control Module -2- (Slave) J624
Utilizes signals from CAN 1
(Powertrain CAN-bus) and CAN 2 (private CAN) to calculate the activation for the actuators of cylinder bank 2 (left bank)
Steering Angle Sensor G85
Steering wheel angle and steering wheel angle speed (utilized for idle pre-control and engine torque calculation based on the power demand of the power steering system)
Airbag Control Module J234
Crash intensity Fuel shut-off
CAN High
CAN Low
Discrete Line
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Knowledge Assessment
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