EA288 2L CR Engine Block

Hello everyone,
I'm posting this topic again because PDF attachments were considered problematic in the first attempt.
This public source provides a very clear presentation of the new 2L engine. I am planning to purchase the 150 HP engine.
http://www.mp.haw-hamburg.de/pers/Gheorghiu/Labor/SKM/Pres_WS1213/Modulare_VW_TDI-Gen.pdf
Who can tell me more about this engine?
I am particularly interested in the valve control and the intake/exhaust ports in the cylinder head. What does the exhaust manifold look like?
How does the cooling circuit of the liquid coolant (LLK) work? Is it a completely separate circuit?
Is this the camshaft manufacturing process that caused the camshaft lobes to break in the V6 engine?
You're welcome, haithamina.

Unfortunately, I don't have any more information for you. But thank you very much for the links.

Here's the translation:

"The following surprises were included for me (who is not very familiar with current engines):"
1) The particulate filter and turbocharger form a module. I hope that this can be resolved in a way that the automatic transmission fluid (ATF) does not need to be changed when replacing the diesel particulate filter (DPF).
2) Cold Exhaust Gas Recirculation: Another EGR channel located behind the DPF and in front of the turbocharger. Let's hope that the particulate filter works really well and that the turbo doesn't get clogged with soot like those found in 1Z engines, or that we don't encounter similar surprises (condensation...).

Quote:

How does the cooling circuit of the LLK work? Is it a completely separate circuit?

Probably yes. It was solved similarly in the Audi A8 MJ 2000 with the 3.3 TDI engine. The air-water intercooler was located at the top of the V-engine. The front radiator is used for the low-pressure coolant (LLK) water in the lower approximately 10 cm, and above that, it's used for the engine coolant.
My dad bought the car with approximately 270,000 km on the odometer. Besides the long-life coolant pump, there have been no failures. And even that issue only became apparent when it was being used for camping, and at the same time, the electric front fan also failed (and only the directly driven front fan was still working).
If it weren't for the two LMM sensors above the longitudinal gearbox, which are used to control the bi-directional ATL differential, this thing would be amazing. *sighs dreamily*

Page 18 provides information about the LLK...

dieselmartin wrote:

Page 18 provides information about the LLK...

Martin, I hope there is more to learn about this.
For example, how effectively something works in an industrial setting, i.e., whether the intake air is water-cooled or not.
... whether the effort is worthwhile. My AVB (yes, I know, 1 bar LD, 100 hp, etc.) has never had excessively high exhaust gas temperature readings at full throttle, even with a SMIC, which would have required reducing the fuel injection amount (unlike other cars, such as Polos or TDIs with SMIC).
haithamina

I'm also wondering how one would maintain, for example, a temperature of 20 Kelvin above the outside temperature when the outside temperature is "10°C".

My FMICs in 1K and 3C are getting pretty cold .

Okay, please provide the German text you would like me to translate into English. I will only provide the translation.

I'm particularly interested in how durable this new generation will be, beyond 200,000 km. We will certainly hear about that here when the first ones start appearing with mysterious errors.
By then, my Toldi will have probably covered over 400,000 km, aside from the turbocharger issue. The front right wheel bearing is fine, and there haven't been any major repairs, not even to the clutch, transmission, or anything else.

What if, for example, after turbocharger damage, the turbine wheel on the intake side and/or the exhaust side is shredded into particles? The engine oil would be full of particles, and so would the particulate filter. Then it will probably be an even more expensive repair than before, I think.

Let's hope that it is robust enough .

I have another question about the new engine generation.

In the previous generation, for example, with the CFHC system, the balancing shafts were...
saved because the vibrations from the engine mounts are dampened.

Why does the new generation of cars have them again, and are balance shafts installed in all engines, or only in the top-of-the-line models?

Best regards, Christian.

Quote:

In the previous model, for example, the CFHC, the balancing shafts were... saved because the vibrations from the engine mounts are eliminated.

Do you believe in the Easter Bunny? The counter-torque waves were likely omitted because a) there were some problems with them (durability of the drive), and b) it allowed for cost savings.

Quote:

Why does the new generation have them again

?
Because the engine noise had become too noticeable compared to competing models, and it was therefore better to reinstall them?

Hello,

The engine block is essentially the same design for both the 2.0-liter and 1.6-liter versions.
The 1.6 models do not have A-waves , and therefore also lack any bearings or other components in that area.
The 2.0 version has certain features depending on the model.
(like in the days of 3C/1K systems, see BMM and BMP).

Okay, please provide the German text you would like me to translate into English. I will only provide the translation.

Then the 1.6L engine probably has less mass in its pistons and connecting rods. Somewhere around 1.9L there's a kind of threshold.
hg
Herbert.

I think more likely:
Whoever is too cheap to buy a 2-liter bottle will be shaken .

Okay, please provide the German text you would like me to translate into English. I will only provide the translation.

It has nothing to do with being cheap. With the smaller engine, it's still possible to dampen out the second-order moments. That's why the old 1.6L engine and the old 1.9L engine didn't have balance shafts.
hg
Herbert.

I obtained the information about the engine mounts from a technical service bulletin (SSP).
I have to say, previously I only used the JR and the AHF models, and I was competing against them.
Both run as smoothly as a gasoline engine.
Perhaps I should test a competitor's product sometime.

Hooray! Now we also have another timing belt without a tensioner, running in the oil. It's used to drive the oil and vacuum pumps. Let's see how long this lasts.

Best regards.
Christian.

Quote:

Yay. Now we also have another timing belt without a tensioner, which runs in the oil. It's used to drive the oil and vacuum pump. Let's see how long that lasts.

This effectively gives the engines/cars an "expiration date." Who will accept the costs that a preventative timing belt replacement at 200,000 km would incur? Especially if the car is already one year old.

The days of achieving over 300,000 km with proper maintenance and care are definitively over.

vwSchrauber wrote:

The days of achieving over 300,000 km with proper care and maintenance are definitively over.

Then the developers have achieved their goal, haven't they?