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Category: VW Audi Engines

Volkswagen VR6 engine

Overview
Manufacturer	Volkswagen
Also called	2.8 V6
Production	1991-2005
Combustion chamber
Configuration	VR6
Displacement	2,792 cc (170.4 cu in)
Cylinder bore	81.0mm
Piston stroke	90.3mm
Valvetrain	DOHC/4 valves per cylinder
Combustion
Fuel system	multipoint indirect injection
Fuel type	petrol
Output
Power output	140–204 PS (103–150 kW; 138–201 hp)
Torque output	235–265 N·m (173–195 lb·ft)

Volkswagen Group identifies the original VR6 by the chassis "AAA" engine ID code. It operates on the four-stroke cycle, has an engine displacement of 2.8 litres. The 2.8 VR6 cylinder bore diameter is 81.0 millimetres (3.19 in), and the piston stroke is 90.0 millimetres (3.54 in), although some European engines had a displacement of 2.9 litres (this variant identified by the "ABV" engine ID code). The 2.9 VR6 cylinder bore diameter is 82.0 millimetres (3.23 in), and the piston stroke is 90.0 millimetres (3.54 in). The "Vee" angle is 15°, and the compression ratio (CR) is 10:1.

The drop-forged steel, six-throw crankshaft runs in seven main bearings; as opposite of wider angle V6 engines which have only four main bearings. The connecting rod bearing journals are offset 22° to one another. Two overhead camshafts (OHCs) operate the automatic hydraulic valve lifters which, in turn, open and close the 39.0 millimetres (1.54 in) intake valves and 34.3 millimetres (1.35 in) exhaust valves. Since the two 'rows' of pistons and cylinders share a single cylinder head and head gasket, the piston crown (or top surface) is tilted. Intake and exhaust valves need different camshafts to vary valve overlap (they may be coaxial like in some 90° V8).

Because of the cylinder arrangement in the VR6 - with two rows of combustion chambers within the same cylinder head, the intake and exhaust ports between the two rows of cylinders are of varying lengths. Without compensation, these varying port lengths would result in the two rows of cylinders producing different amounts of power at a particular engine RPM. Depending on the specific generation of VR6, the difference in port lengths are compensated for by specific tuning of the intake manifold, the camshaft overlap and lift profile, or a combination thereof.

The fuel injectors, operated by the Bosch Motronic engine control unit (ECU) system, are mounted behind the bend of the intake manifolds. VR6 engines also use an additional auxiliary electric pump to circulate the engine coolant whilst the engine is running, and also during the cooling fan 'after-run' cycle, in addition to the belt-driven main water pump.

The centerline of the cylinders are also offset from the centerline of the crankshaft by 12.5 millimetres (0.49 in). To accommodate the offset cylinder placement and narrow "Vee" design, the connecting rod bearing journals are offset 22° to each other. This also allows the use of a 120° firing interval between cylinders. The firing order is: 1, 5, 3, 6, 2, 4.

The Volkswagen Group VR6 engine was introduced in Europe by Volkswagen in 1991, in the Passat and Corrado; and in North America the following year. The Passat, Passat Variant (estate/wagon), and U.S.-specification Corrado used the original 2.8 litre design; the European-specification Corrado and the 4WD Passat Syncro received a 2.9-litre version with 140 kilowatts (190 PS; 188 bhp). This version also had a free flowing 6 centimetres (2.4 in) (2.5 in) catalytic converter, sharper camshafts, 4-bar (58 psi) fuel pressure regulator, enlarged inlet manifold, and larger throttle body.It was also sold to Mercedes Benz for use in their vans, and designated as M104.900.

The 2.9-litre engine, as destined for the Corrado, was originally designed to benefit from a dual-tract variable-length inlet manifold - called the VSR, and made by Pierburg for Volkswagen Motorsport. This gave extra low-down torque, but was deleted before production on cost grounds, and was instead offered as an aftermarket option. This design was later sold to Schrick, who redesigned it and offered it as the Schrick VGI ("Variable Geometry Intake").

In 1992, with the introduction of the Volkswagen Golf Mk3, a six-cylinder engine was available for the first time in a lower-midsize segment hatchback in Europe. North America waited until 1994 to receive this engine; at the same time, the European model started to use the 2.9-litre in the VR6 Syncro model. The corresponding Vento/Jetta VR6 versions appeared in the same years.

Further modifications were added to the design in 1999, with the introduction of the 24-valve 2.8-litre VR6. This engine produced 150 kilowatts (204 PS; 201 bhp), and 265 newton metres (195 lbf·ft) of torque. The new version was not available in the Passat (as it was incompatible with the then-current generation's longitudinal engine layout), but was introduced as the range-topper in the Golf and Bora for European markets under engine codes AQP and AUE from 1999. The VR6 name was dropped as a commercial designation, and the 4WD system (now renamed 4motion) became standard on the V6 (VR6) in Europe. The corresponding multi-valve V5 was only released in 2001, with a 20 PS power increase, to 125 kilowatts (170 PS; 168 bhp). The multi-valve V6 (VR6) was introduced in North America in 2001 aboard the T4 Eurovan, producing 150 kilowatts (204 PS; 201 bhp), and in the GTI in 2002 (where it retained the VR6 name).

In 1999, an updated 12-valve VR6 model was released for the North American market A4-platform Golf Mk4/GTI/Jetta product line. This new VR6 improved performance via updated camshafts, variable geometry intake manifold, an increased compression ratio of 10.5:1, and updated emissions equipment. Power increased to 130 kilowatts (177 PS; 174 bhp) at 5,800 rpm, while torque increased to 245 newton metres (181 lbf·ft) at 3,200 rpm. This engine option was available from 1999.5—2002, when it was replaced by the revised 24-valve engine, engine code BDE, at the same time as the European market also introduced this revised engine.

In 2001, the VR6 was enlarged to 3.2 litres, to create a limited-production, high-performance, 168 kilowatts (228 PS; 225 bhp) version of the New Beetle called Beetle RSi. The Beetle RSi was the first production vehicle to use the 3.2 litre 24-valve VR6 engine. This engine was later used in the Mk4 Golf R32, and was also introduced in the original Audi TT. According to Volkswagen Group, these variants produced 184 kilowatts (250 PS; 247 bhp) in TT trim (engine ID code: BHE), and 177 kilowatts (241 PS; 237 bhp) in R32 trim (engine ID code: BFH/BML).

The then range-topping 3.2-litre VR6 was later used in the current Audi A3 and the Mk5 Golf R32.

In 2005, the European market version of Volkswagen's sixth generation Passat, now with a transverse engine layout, went on sale with a revised version of the 3.2-litre VR6 as its top-spec engine. For North America, the Passat received a new 3.6-litre VR6 with a narrower 10.6 degree cylinder angle, producing 206 kilowatts (280 PS; 276 bhp). These revised 3.2 and 3.6 feature Fuel Stratified Injection (FSI). This new 3.2 FSI VR6 develops 184 kilowatts (250 PS; 247 bhp) at 6,250 rpm, and 330 newton metres (243 lbf·ft)at 3,000 rpm. The introduction of the Passat VR6 also marked the first time a VR6 powered vehicle was made available in North America before Europe.

The Passat R36, available from early 2008, received an uprated version of the 3.6 FSI VR6 engine, with 220 kilowatts (299 PS; 295 bhp) at 6,600 rpm and 350 newton metres (258 lbf·ft) at 2,400 rpm, standard 4motion four-wheel drive, and standard Direct-Shift Gearbox (DSG).

The first generation Porsche Cayenne base model is powered by a 3.2-liter VR6 engine producing 250 hp (190 kW); modifications in the exhaust manifold allow power to peak at 6700 rpm. This is the same 3.2-liter motor found on a Volkswagen Touareg and Volkswagen R32.

volkswagen vr6 engine

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Category: VW Audi Engines

Volkswagen W8 engine

Overview
Manufacturer	Volkswagen
Also called	4.0 W8
Production	2001-2004
Combustion chamber
Configuration	WR8
Displacement	3,999 cc (244.0 cu in)
Cylinder bore	84.0mm
Piston stroke	90.2mm
Valvetrain	DOHC/4 valves per cylinder
Compression ratio	10.8:1
Combustion
Fuel system	multipoint indirect injection
Fuel type	petrol
Output
Power output	275 PS (202 kW; 271 hp)
Torque output	370 N·m (270 lb·ft)

The Volkswagen Group W8 engine was installed longitudinally in the Volkswagen Passat (B5.5) from September 2001 to September 2004 but sales were minimal at only 10,000 units worldwide per year. The Passat W8 was positioned as Volkswagen Passenger Cars' "premium" car, before the Volkswagen Phaeton was introduced.

The 4.0 litre - 3,999 cubic centimetres (244.0 cu in) W8 engine produced 202 kilowatts (275 PS; 271 bhp) at 6,000 revolutions per minute (rpm) and 370 newton metres (273 lbf·ft) of torque at 2,750 rpm, yet was considered a fuel-efficient eight-cylinder engine due to the design. It also had a two stage resonance induction system to boost cylinder filling across the engine speed range. It had two simplex roller chain-driven (relay method, using three chains) double overhead camshaft (two overhead camshafts per cylinder bank, hence "quad cam"), and twin balance shafts to smooth out residual vibrations inherent in the layout. One additional advantage was that the W8 shared some components and machining with narrow-angle VR5 and VR6 engines, leading to cost reduction in one of the most expensive engines Volkswagen Passenger Cars has ever produced.

The 2005 redesign of the Passat (B6) changed the engine's mounting configuration to transverse. The W8 is too large physically to be mounted in such a way, so the 'large' 3.6-litre VR6 engine has replaced its position at the top of the range.

The Volkswagen W8 engine block

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Category: VW Audi Engines

Volkswagen Type 4 engine

Overview
Production	1968–1983
Chronology
Predecessor	Volkswagen Type 1 engine
Successor	Volkswagen Wasserboxer engine

In 1968, Volkswagen introduced a new vehicle, the Volkswagen Type 4. The model 411, and later the model 412, offered many new features to the Volkswagen lineup.

While the Type 4 was discontinued in 1974 when sales dropped, its engine became the power plant for Volkswagen Type 2s produced from 1972 to 1979: it continued in modified form in the later Vanagon which was air-cooled from 1980 until mid-1983.

The engine that superseded the Type 4 engine in late 1983 retained Volkswagen Type 1 architecture, yet featured water-cooled cylinder heads and cylinder jackets. The wasserboxer, Volkswagen terminology for a water-cooled, opposed-cylinder (flat or 'boxer engine') was subsequently discontinued in 1992 with the introduction of the Eurovan.

The Type 4 engine was also used on the Volkswagen version of the Porsche 914. Volkswagen versions originally came with an 80 horsepower (60 kW) fuel-injected 1.7-litre flat-4 engine based on the Volkswagen air-cooled engine. In Europe, the four-cylinder cars were sold as Volkswagen-Porsches, at Volkswagen dealerships.

Porsche discontinued the 914/6 variant in 1972 after production of 3,351 units; its place in the lineup was filled by a variant powered by a new 95 metric horsepower (70 kW; 94 bhp) 2.0-litre fuel-injected version of Volkswagen's Type 4 engine in 1973. For 1974, the 1.7-litre engine was replaced by a 76 metric horsepower (56 kW; 75 bhp) 1.8-litre, and the new Bosch L-Jetronic fuel injection system was added to American units to help with emissions control. 914 production ended in 1976. The 2.0-litre engine continued to be used in the Porsche 912E, which provided an entry-level model until the Porsche 924 was introduced.

For the Volkswagen Type 2, 1972's most prominent change was a bigger engine compartment to fit the larger 1.7- to 2.0-litre engines from the Volkswagen Type 4, and a redesigned rear end which eliminated the removable rear apron. The air inlets were also enlarged to accommodate the increased cooling air needs of the larger engines.

This all-new, larger engine is commonly called the Type 4 engine as opposed to the previous Type 1 engine first introduced in the Type 1 Beetle. This engine was called "Type 4" because it was originally designed for the Type 4 (411 and 412) automobiles. There is no "Type 2 engine" or "Type 3 engine", because those vehicles did not feature new engine designs when introduced. They used the "Type 1" engine from the Beetle with minor modifications such as rear mount provisions and different cooling shroud arrangements, although the Type 3 did introduce fuel injection on the "Type 1" engine.

In the Type 2, the Volkswagen Type 4 engine was an option from 1972. This engine was standard in models destined for the US and Canada. Only with the Type 4 engine did an automatic transmission become available for the first time in 1973. Both engines displaced 1.7 litres, rated at 66 metric horsepower (49 kW; 65 bhp) with the manual transmission, and 62 metric horsepower (46 kW; 61 bhp) with the automatic. The Type 4 engine was enlarged to 1.8 litres and 68 metric horsepower (50 kW; 67 bhp) in 1974, and again to 2.0 litres and 70 metric horsepower (51 kW; 69 bhp) in 1976. As with all Transporter engines, the focus in development was not on motive power, but on low-end torque. The Type 4 engines were considerably more robust and durable than the Type 1 engines, particularly in Transporter service.

Uprated Volkswagen Type-4 engine with twin carbs

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Parent Category: Engines Makes

Category: VW Audi Engines

Volkswagen air-cooled engine type 1

Overview
Manufacturer	Volkswagen
Production	1936–2006
Combustion chamber
Configuration	Flat-4 naturally aspirated petrol engine
Cylinder block alloy	Aluminum / magnesium alloy
Cylinder head alloy	Aluminum / magnesium alloy
Valvetrain	Pushrod OHV
Combustion
Fuel system	Mechanical / Carbeurated
Fuel type	Petrol
Oil system	Wet sump
Cooling system	Air-cooled

 The Volkswagen air-cooled engine is an air-cooled boxer engine with four horizontally opposed cast iron cylinders, cast aluminum alloy cylinder heads and pistons, magnesium crankcase, and forged steel crankshaft and connecting rods.

Variations of the engine were produced by Volkswagen plants worldwide from 1936 until 2006 for use in Volkswagen's own vehicles, notably the Type 1 (Beetle), Type 2 (bus, transporter), Type 3, and Type 4. Additionally, the engines were widely used in industrial, light aircraft and kit car applications.

Type 1: 1.1 to 1.6 litres

Like the Volkswagen Beetle, the first Volkswagen Transporters (bus) used the Volkswagen air-cooled engine, a 1.1 litre, DIN-rated 18 kW (24 PS, 24 bhp), air-cooled four-cylinder "boxer" engine mounted in the rear. The 22 kilowatt (29 PS; 29 bhp) version became standard in 1955, while an unusual early version of the engine which developed 25 kilowatts (34 PS; 34 bhp) debuted exclusively on the Volkswagen Type 2 (T1) in 1959. Any examples that retain that early engine today are true survivors - since the 1959 engine was totally discontinued at the outset, no parts were ever made available.

The second-generation Transporter, the Volkswagen Type 2 (T2) employed a slightly larger version of the engine with 1.6 litres and 35 kilowatts (48 PS; 47 bhp).

A "T2b" Type 2 was introduced by way of gradual change over three years. The 1971 Type 2 featured a new, 1.6-litre engine, now with dual intake ports on each cylinder head, and was DIN-rated at 37 kilowatts (50 PS; 50 bhp).

The Volkswagen Type 3 (saloon/sedan, notch-back, fastback) was initially equipped with a 1.5-litre engine, displacing 1,493 cubic centimetres (91.1 cu in), based on the air-cooled flat-4 found in the Type 1. While the long block remained the same as the Type 1, the engine cooling was redesigned reducing the height of the engine profile, allowing greater cargo volume, and earning the nicknames of "Pancake" or "Suitcase" engine. This engine's displacement would later increase to 1.6 litres.

Originally a single- or dual-carburetor 1.5-litre engine (1500N, 33 kilowatts (45 PS; 44 bhp) or 1500S, 40 kilowatts (54 PS; 54 bhp)), the Type 3 engine received a larger displacement (1.6 litre) and modified in 1968 to include Bosch D-Jetronic electronic fuel injection as an option, making it the first mass production consumer cars with such a feature (some sports/luxury cars with limited production runs previously had fuel injection).

 Volkswagen 1100 engine

Production 1945–1953

Displacement 1,131 cc (69.0 cu in)

Cylinder bore 75 mm (2.95 in)

Power output 18 kW (24 PS; 24 bhp) @ 3,300 rpm, 22 kW (30 PS; 30 bhp)

Used in

1945–1953 Volkswagen Beetle

1950–1953 Volkswagen Type 2

The 30 kilowatts (40 hp) 1.2-litre can be modified by the addition of a big bore kit, which allows bigger cylinders and pistons from the stock 77 millimetres (3.03 in) to 83 millimetres (3.27 in) while keeping the stock crankshaft, cam, head, etc. and providing to a 25% power output increase.

1285cc Single port 1966-1970 Twin port 1971-1975

Volkswagen 1500 engine

Production 1961–1971

Displacement 1,493 cc (91.1 cu in)

Cylinder bore 83 mm (3.27 in)

Piston stroke 69 mm (2.72 in)

Power output 1500N: 33 kW (45 PS; 44 bhp), 1500S: 40 kW (54 PS; 54 bhp)

Used in

1493cc Single port only. 1967–1970 in Euro/US Beetle.

1967–1971 VW Puma

Volkswagen 1600 engine

Displacement 1584cc

Cylinder bore 85.5mm

Power output single port: 35 kW (48 PS; 47 bhp) dual port: 37 kW (50 PS; 50 bhp)

The 1600 single port was used on the following models:

1966–1970 Type 3

1968–1970 Type 2

1970 Beetle (US only)

1970 Karmann Ghia (US only)

Twin port

The 1600 dual port was used on the following models:

1971 onwards Type 2 (only 1971 in USA - superseded by Type 4 engine)

1971–1979 Beetle

1971–1974 Karmann Ghia

1971–1989 VW Puma

uprated Volkswagen air cooled engine with twin carbs