Automatic Engines: What's Different? ESP?

Hello everyone,
I found the following article on an American website. Apparently, the TDI (presumably the AFN engine) with an automatic transmission has a different ESP (likely referring to the fuel injector) with 11mm pistons instead of 10mm.


Can anyone confirm this? Or is this only applicable to the USA?

How can you determine which pump (specifically, the cylinder bore diameter) you have? Does anyone have a table that lists this information?

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One of the improvements made on the A4 engines compared to previous models involved increasing the fuel injection pressure from the injection pump and optimizing the fuel injectors. Manual transmission A4 TDI models have a pump-side pressure of 800 bar (11,760 PSI) and an injection nozzle pressure of 1100 bar (16,170 PSI). Automatic transmission A4 engines have a pump-side pressure of 950 bar (13,965 PSI) and an injection nozzle pressure of 1350 bar (19,845 PSI). To achieve this increase in pump and injection nozzle output pressures in the automatic transmission engines, the single injection pump plunger on the BOSCH pump was changed from 10mm to 11mm. This was necessary for emission purposes, allowing the automatic version to inject the required quantity within the very limited time available at a higher pressure, resulting in a 20% reduction in particulate emissions.
Other VW TDI models with the 1.9 litre 4-cylinder of 115 hp or 150 hp, and the 1.2 litre and 1.4 litre 3-cylinder engines, use a so-called 'pumpe-deuse' (German) or 'pump-nozzle' (English translation) system. In these engines, each cylinder has its own small high-pressure fuel pump which is actuated by the same camshaft that operates the intake and exhaust valves. Fuel is delivered to each pump-nozzle by a low-pressure pump serving the same function as the internal vane pump in the distributor-type system. As the engine cylinder approaches the end of the compression stroke, the main pump plunger advances, pressurizing the fuel. A solenoid valve adjacent to each pump-nozzle is normally open and bypasses the fuel. When the solenoid valve is energized, the bypass passage is closed and the fuel is forced to an extremely high pressure and through the injection nozzle. At the end of the required injection period, the solenoid valve de-energizes and any remaining fuel pumped by the plunger bypasses the nozzle. Thus, fuel is injected as long as the solenoid is energized, allowing full control of injection timing and duration. This system has the significant advantage of eliminating the separate high-pressure fuel lines from the pump to the nozzle because it is all built into a single unit, thus providing better control of the injection cycle.
Finally, some modern diesel engines use a 'common rail' injection system. The concept is similar to a conventional gasoline engine's electronic fuel injection (EFI) system, but the pressure involved is approximately 1000 times higher. A single, central high-pressure pump delivers fuel to a pressurized fuel line, and separate solenoid valves on each cylinder control the injection of fuel into each injector. Although this sounds simple, it is extremely difficult to implement due to the extremely high pressures involved. This system is used in the 180hp version of the 2.5-liter V6 engine, and in the 3.3-liter V8 engine.

In the case of ALH:

pump with a 11mm piston.
Nozzles with a small hole diameter (IIRC, size 158).
Customized EDC (pump characteristic map).

CU Gremlin.