Volkswagen AG
EA211
Production period:	since 2011
Manufacturer:	Volkswagen AG
Engine Type:	line
Valve control:	DOHC
displacement:	999 cm 3
Fuel supply:	various
Engine charging:	partially
Power:	44-110 kW
Previous model:	VW EA111
Successor:	VW EA211 evo

VW EA211 three cylinder engine codes: CHYA,CHYC,CPGA,CHYB,CHZE,CHZK,CHZA,CHZB,CHZC,CHZD, CHZJ.

The VW EA211 is a gasoline engine series of Volkswagen AG with three and four cylinders. The engine generation has been used in various vehicles of the Volkswagen Group since 2011 and is the successor to the VW EA111 series . The common features of all engines of the EA 211 series include four-valve technology , the drive of the two overhead camshafts ( DOHC valve control ) via a maintenance-free timing belt and the exhaust manifold integrated in the cylinder head .

Technology 

The cylinder crankcase consists of an aluminum alloy , the liners of gray cast iron . The conversion from cast iron to aluminum crankcase alone made it possible to reduce the weight of the 1.4-liter engine by 16 kg compared to its predecessor (EA111).  The cylinder head is made of AlSi10Mg (Cu) alloy using the aluminum chill casting process. Another common feature of all engines is the cylinder spacing of 82 mm.

All variants have four valves per cylinder, which are operated via roller rocker arms of the two overhead camshafts ( DOHC valve control ). The camshafts are driven by the crankshaft via a maintenance-free toothed belt . All engines have stepless adjustment of intake camshaft by means of hydraulic phaser. The 1.4 TSI engines from 103 kW also have an adjustment of the exhaust camshaft. 

The weaker variants of the 1.0-liter three-cylinder engine have intake manifold injection and no charge . Therefore, they are also referred to by Volkswagen as "MPI" engines (Multipoint Injection).

The more powerful versions of the three-cylinder and all four-cylinder, however, have a direct injection and a turbocharger with single-scroll turbine. Volkswagen uses the brand name " TSI " for these engines . Depending on the variant, different turbochargers are used, which differ mainly in the dimensions of the turbine and compressor wheels. The material of the turbocharger is designed for exhaust gas temperatures up to 950 ° C. For better cooling, the turbocharger is integrated into the cooling circuit of the intercooler. The wastegate flap is actuated by an electric charge pressure controller with integrated position transmitter. 

All engines have a three-way catalytic converter . From 2017 onwards, some variants will also use an Ottopartikelfilter (OPF). It is a closed particle filter. Unlike a diesel particulate filter , however, this requires no active regeneration due to the higher exhaust gas temperatures of the gasoline engine.

All engines are liquid cooled . The engine cooling high-temperature cooling circuit is divided into two circuits, one for the cylinder block and one for the cylinder head, to accelerate warm-up. Each circuit has its own thermostat.

There is also a low-temperature cooling circuit for indirect intercooling. In this cycle, the cooling of the exhaust manifold and the turbocharger is involved. The low temperature circuit has an electrically driven coolant pump, which, for example, the turbocharger can be cooled even after parking the vehicle.

Variants 

1.0-liter three-cylinder (1.0 MPI) 

The displacement of the three-cylinder in - line engine is 999 cc with a bore of 74.5 mm and a stroke of 76.4 mm, with a cylinder spacing of 82 mm. The compression ofthe 44 kW and 55 kW versions is 10.5. The 50 kW variant has a compression of 11.5 and is used exclusively in vehicles with natural gas drive.

1.0-liter three-cylinder (1.0 TSI) 

The displacement of the three-cylinder in - line engine is 999 cc with a bore of 74.5 mm and a stroke of 76.4 mm, with a cylinder spacing of 82 mm. The compression is 10.5. The crankcase is made by AlSi9Cu3 alloy diecast aluminum .In the 70 kW variant full valves of high-alloy steel are used, the performance-enhanced variants from 81 kW obtain sodium cooled exhaust valves.

Volkswagen AG
EA111
Production period:	1974-2011
Manufacturer:	Volkswagen AG
Engine Type:	line engine
Valve control:	OHC
displacement:	from 999 cm 3
Fuel supply:	various
Engine charging:	partially
Power:	from 25 kW
Successor:	VW EA211

The EA111 series (EA = development order) are water-cooled three- and four-cylinder in - line engines of the Volkswagen Group built in Chemnitz and Salzgitter . Engines of the EA111 series are used in, among others, the Polo, the Golf, the Touran, the Audi A2 and the Lupo. 

The series EA111 is diverse, of the various engines were mainly built with 1.0, 1.4 and 1.6 liter capacity. A classic motor 111er series of predominantly at Volkswagen Slovakia was manufactured, is a four-cylinder engine with a bore of 76.5 mm and a stroke of 75.6 mm and accordingly, 1390 cc displacement. 

History 

In the 1970s, VW developed a diesel engine for the Golf I based on the EA111 . 1984, VW tentatively built a 1.05L EA111 engine longitudinally into the rear of a Beetle to technically modernize it. However, it did not come to series production, the vehicle is now on display at the Volkswagen Automuseum . In 2010 it was announced that the EA111 was recreated in China without a license.

EA111 in the GDR 

In 1982, Gerhard Beil , former Secretary of State in the GDR Foreign Trade Department , negotiated with Carl H. Hahn , Chairman of the Board of Management of Volkswagen AG, for the license for the EA111, including the entire production facility. The contract was concluded in 1984, and in 1988 the production plant near Chemnitz was handed over by VW to the IFA Combine . For the cars Wartburg 1.3 and Trabant 1.1 as well as the van Barkas B 1000-1 were manufactured from 1988 complete four-cylinder engines, starting from 1989 additional hull engines (engines without cylinder head) were produced for Volkswagen, within five years 500,000 EA111 should be produced for Volkswagen. 

After the turnaround, the production in Chemnitz was continued, 37% of all VW EA111 were manufactured there, 63% ran off the line in the Salzgitter plant. From 1995, this ratio should be reversed. 

Volkswagen AG
EA898
Production period:	since 2016
Manufacturer:	Volkswagen AG
How it works:	diesel
Engine Type:	V-engine
Valve control:	DOHC
displacement:	3956 cm 3
Fuel supply:	Common rail
Engine charging:	Turbocharger withintercooler
Power:	310-320 kW

The VW EA898 is a diesel engine series of 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. Also fitted to the Porsche Panamera II and Bentley Bentayga.

Technology 

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, at a cylinder distance of 90 mm. The compression is 16.0. The V-angle is 90 °. The crankcase of the engine is designed as cast iron (GJV450). 

The control of the charge cycle takes place via four valves per cylinder ( four-valve technology ) and four overhead by a timing chain driven camshaft .

In the 320 kW variant, the engine weighs 266.5 kg according to DIN standards. 

The engine has two water-cooled exhaust gas turbochargers from Honeywell (GTD 2056) with variable turbine geometry . The adjustment of the guide vanes takes over an electric motor. The charging group is designed as a sequential biturbo . Up to an engine speed of 2200 min ^-1 , the engine is in monoturbous operation, that is, the first turbocharger is permanently subjected to the exhaust gas mass flow of the first exhaust valve of all cylinders, the second turbocharger is not active. Thus, the charge is changed over only two intake and one exhaust valve per cylinder, the second exhaust valve is via the so-called Audi Valvelift systemdisabled. At higher engine speeds further exhaust valves are gradually opened and the second turbocharger is charged with the exhaust gas of the second exhaust valves. From 2700 min ^-1 of the charge cycle takes place entirely over all four valves per cylinder and the engine is in operation Biturbo. The two turbochargers are located in the hot inside V of the engine. The maximum exhaust gas temperature is 860 ° C. 

The compressed fresh air is cooled by two intercoolers , one on the left and one on the right side of the vehicle.

An engine variant also has an electrically driven compressor (EAV) from the automotive supplier Valeo . The EAV is used in the lower speed range to provide faster boost pressure and torque build-up. For this purpose, the EAV after the intercooler on the left side of the vehicle is integrated close to the engine in the air system and can be integrated depending on the operating point via a pneumatic bypass flap. The power consumption of the EAV is up to 7 kW, which is why the EAV draws its energy from a 48-volt electrical system . The maximum speed of the EAV is 70,000 min ^-1at a maximum ramp-up time of 250 ms. The water-cooled EAV 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 inside V of the engine. Directly after the turbocharger turbines, a NOC (NOx oxidation catalyst) with a volume of 2.37 l is arranged, followed by the addition of a water-cooled SCR dosing module to add the urea solution AdBlue required to purify the nitrogen oxides. After a short mixing section, an SCR- coated diesel particulate filter (sDPF) with an integrated barrier catalyst (volume 5.0 l) follows . Further, the motor has a cooled low pressure exhaust gas recirculation (EGR), The exhaust gas of the low-pressure EGR is removed behind the particle filter, cooled and re-introduced before the compressor.The common-rail injection works with a fuel pressure of up to 2500 bar. The high-pressure pump used is a CP4 stamping pump made by Bosch . 

Versions

Volkswagen AG
EA897
Production period:	since 2010
Manufacturer:	Volkswagen AG
How it works:	diesel
Engine Type:	V-engine , six-cylinder
Valve control:	DOHC
Drilling:	83.0 mm
hub:	91.4 mm
displacement:	2967 cm 3
Fuel supply:	direct injection
Engine charging:	Turbocharger with intercooler
Power:	140-250 kW
Previous model:	VW EA896

The VW EA897 is a diesel V6 engine series of Volkswagen AG , which was developed by Audi . The series comprises six cylinder - V-engines with 3.0 liter displacement and is used in various vehicles of the Volkswagen Group since of 2010. The engines are produced by Audi Hungaria Zrt. in Győr .

EA897 (since 2010) 

Monoturbo Version 

The displacement of the 3.0 TDI six-cylinder - V-type engine with a V-angle of 90 degrees as its predecessor 2967 cm³ with a bore of 83.0 mm and a stroke of 91.4 mm, at a cylinder distance of 90 mm. The geometric compression ratio is 16.8: 1. The cylinder crankcase is made of compacted graphite cast iron (GJV-450) and is 8 kg lighter than its predecessor.

The change of charge is controlled by four valves per cylinder ( four-valve technology ) and a total of four overhead camshafts driven by a timing chain .

The 184 kW version of the 3.0 TDI engine features a GT 2260 turbocharger (monoturbo) from Honeywell Turbo Technologies ; the 150 kW variant uses a GT 2256. The compressed fresh air is cooled by an air-to-air intercooler . In the intake there is also a swirl flap.

To reduce nitrogen oxide emissions, the engine has a cooled high-pressure exhaust gas recirculation . The exhaust gas is removed before the turbine of the exhaust gas turbocharger, cooled and reintroduced between the throttle and swirl flap. Behind the turbocharger turbine, a 1-liter diesel oxidation catalyst (DOC) is used, followed by a 3.7-liter diesel particulate filter . In order to initiate a particulate filter regeneration even at low load conditions of the engine, a triple post-injection is used. The Euro 6 variants of the engine, also referred to as "clean diesel", additionally have an SCR arranged on the underbody of the vehicle-Catalyst. Some variants of the engine have an electrical heating of the DOC (500 W).The common-rail injection works with a fuel pressure of up to 1800 bar (less powerful versions) or 2000 bar.A second chain drives the high-pressure fuel pump and the pump unit, consisting of a two-stage oil pump and the vacuum pump.

Biturbo version 

In 2011, a biturbo version of the EA897 with a power of 230 kW was presented. Among other things, this version has changed pistons, which reduces the compression ratio to 16.0: 1. In addition, due to the engine's higher cooling and lubrication requirements, more powerful oil and coolant pumps are used.

The engine has two turbochargers connected in series. The high-pressure turbocharger has a VTG control (low-pressure can), while the low-pressure turbocharger is controlled by an electromechanically actuated wastegate valve. The maximum boost pressure is 3.2 bar (absolute). At speeds below 2300 rpm, boost build-up is essentially due to the smaller high-pressure turbocharger, allowing good load-step response to be achieved. In the range between 2300 and 3400 rpm, additional boost pressure is built up via the larger low-pressure turbocharger; the wastegate valve is completely closed. At speeds above 3400 rpm, the high-pressure turbocharger is bypassed via a bypass, with boost pressure control via the wastegate valve.

The biturbo recharging group requires more space near the engine. Therefore, the diesel oxidation catalyst is no longer located as close to the exhaust manifold as in the monoturbo variant. In order nevertheless to achieve a fast heating of the catalyst and thus a good conversion rate, a double post-injection takes place in the first 400 s after a cold start. The diesel particulate filter is arranged on the underbody of the vehicle in contrast to the monoturbo variant.

EA897 evo (since 2014) 

In 2014, a revised version of the 3.0 TDI engine was introduced. The performance of the basic version was increased from 150 kW to 160 kW and that of the high-performance version from 180 kW to 200 kW. The geometric compression ratio was reduced to 16.0: 1. The cylinder crankcase continues to be sand cast from GJV-450 and is 1.1 kg lighter than its predecessor. The engine now has a GTD 2060 VZ turbocharger with electromechanical VTG control. In the 200 kW variant, the engine weighs 192 kg according to DIN standards.

Significant changes concern exhaust gas aftertreatment in order to meet the Euro 6 emissions standard. Thus, the monoturbo variant now has a diesel oxidation catalyst arranged in the inside V of the engine, then the urea solution AdBlue required for purifying the nitrogen oxides is metered in with a downflow mixer. After a short mixing section, a close-coupled, SCR-coated diesel particulate filter (sDPF) follows . On the underbody of the vehicle is also an SCR blocking catalyst .

The chain drive was also revised. The second chain is now exclusively responsible for driving the high-pressure fuel pump. A third chain on the front of the engine takes over the drive of the new, fully variable oil pump and the vacuum pump.

EA897 evo 2 (since 2017) 

Renewed power increase from 160 kW to 170 kW or from 200 kW to 210 kW.

Exhaust scandal 

In the course of the exhaust gas scandal illegal defeat devices ("defeat device") were discovered in numerous variants of the EA897. More than 200,000 vehicles from Audi, Volkswagen and Porsche had and still have to be recalled for this reason.

• In September 2016, a "Voluntary Recall" was announced in the wake of the exhaust gas scandal , in which 33,700 Porsche Macan S Diesel should receive a new control software.
• In June 2017, Federal Minister of Transport Alexander Dobrindt announced that models of the Audi A8 D4 with V6 and V8 diesel engine in the production period 2009 to 2013 are equipped with an illegal defeat device, which reduces the exhaust aftertreatment in road operation or completely shut down. Together with models of the Audi A7, these defeat devices had been installed in around 24,000 vehicles. Audi gave a technical error as a reason for the increased nitrogen oxide values ​​and promised a conversion operation. 
• On 27 July 2017, Transport Minister Dobrindt imposed a ban on the registration of the Cayenne II Diesel for illegal exhaust gas software . At the same time, Dobrindt ordered a mandatory recall for 22,000 vehicles across Europe .
• On 12 December 2017, the Federal Motor Transport Authority (KBA) ordered an official recall for the VW Touareg II for illegal defeat devices. These are models with 3.0 V6 TDI models of the model years 2014 to 2017 with Euro standard 6.  This affects 57,600 vehicles worldwide. 
• On 21 January 2018, the KBA ordered a recall of 127,000 Audi models (A4, A5, A6, A7, A8, Q5 and Q7) with 3.0 TDI engine and Euro 6 emissions standard, as these vehicles were found to be ineligible shutdown devices.  The vehicles have a pollution-reducing heating strategy that is virtually only active on the test stand and is turned off in road operation.
• At the beginning of May 2018, another switch-off device was announced on models of the Audi A6 C7 and Audi A7 C7 (EA897 evo - 200 kW). In these models, the AdBlue injection is throttled with the AdBlue tank increasingly empty. The non-injection of urea, the SCR catalyst does not work or extremely limited, whereby the exhaust nitrogen dioxide freely exits in high concentrations. For these reasons, the production of the A6 was temporarily stopped.Around 33,000 vehicles worldwide and around 60,000 registered vehicles worldwide are affected. 

• On May 18, 2018, it was announced that Porsche will again have to recall 52,831 Porsche Macan diesels. These vehicles detected five illegal defeat devices.
• Due to the use of unauthorized defeat devices in Audi AG's V6 and V8 diesel engines, a fine of € 800 million was imposed in October 2018. Audi accepted this decision. 

Variants 

3.0-liter six-cylinder (3.0 TDI), EA897 

3.0-liter six-cylinder (3.0 TDI), EA897 evo 

3.0-liter six-cylinder (3.0 TDI), EA897 evo 2