• 1.4 TDI 2014
    1.4 TDI 2014

    1.4 TDI 2014

    1.4 TDI 2014

    The new 1.4 TDI follows the two-liter four-cylinder engine as the second engine in the Volkswagen Group's modular diesel engine platform (MDB). The three-cylinder unit is designed as a transverse engine and will enter volume production shortly. It has a displacement of 1,422 cc. The stroke of 95.5 millimeters (3.8 in) is taken from the 2.0 TDI; the bore has been reduced from 81.0 to 79.5 millimeters (3.2 to 3.1 in). Cylinder spacing is 88.0 millimeters (3.5 in).

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  • V8 4.2 TDI 2014
    V8 4.2 TDI 2014

    V8 4.2 TDI 2014

    V8 4.2 TDI 2014

    The 4.2 TDI has more torque than any other engine in the Audi lineup. The latest version in the Audi A8 delivers 850 Nm (626.9 lb-ft) between 2,000 and 2,750 revolutions per minute. Its peak output of 283 kW (385 hp) is available at just 3,750 rpm.

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  • 3.0 TDI Biturbo with electrically driven compressor
    3.0 TDI Biturbo with electrically driven compressor

    Electric biturbo

    Electric biturbo

    The TDI engine gets its power from the boost pressure developed by the turbocharger, which is dependent on the energy of the exhaust. The electric biturbo breaks this dependency. Its supplemental electric compressor enables a rapid buildup of boost pressure and high torque even at low engine speeds. 25 years after the invention of the TDI, Audi is now taking the next big step and making the diesel engine even more emotional and sporty.

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  • Emissions controls
    Emissions controls

    Emissions controls

    Emissions controls

    In the past, the developers had to design emissions-control components for early response. As the efficiency of the TDI engines increases, exhaust gas temperatures are steadily falling. In the ECE cycle, temperatures measured downstream of the oxidation catalytic converter take 2.5 minutes to reach 150 degrees Celsius. Conversion does not take place below this threshold.

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  • 3.0 TDi Biturbo ENG
    3.0 TDi Biturbo ENG

    3.0 TDI Biturbo

    3.0 TDI Biturbo

    The top version of the 3.0 TDI is a high-performance diesel engine, with which Audi is setting new standards for performance and efficiency. The twin-turbo design features two turbochargers connected in series that both provide thrust.

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  • Abgasrückführung ENG
    Abgasrückführung ENG

    Exhaust gas recirculation

    Exhaust gas recirculation

    In all internal combustion engines, undesirable nitrogen oxides are formed when combustion takes place at high temperatures with excess air. These gases can be largely avoided, however, through the use of exhaust gas recirculation (EGR).

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  • Chain Drive
    Chain Drive

    Balance shafts

    Balance shafts

    In every reciprocating engine, inertial forces and moments of inertia develop due to the oscillating motion of the pistons and connecting rods and the transmission behavior of the crankshaft drive. In some engine configurations, such as the V12 with 60 degrees of crankshaft rotation, these forces balance one another out and thus have no effect on normal driving. In an inline four-cylinder engine, however, free second-order forces of inertia detract from engine smoothness.

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  • Common rail four-cylinder
    Common rail four-cylinder

    Common rail

    Common rail

    For engine design engineers, the “rail” in a common rail system is a tubular high-pressure accumulator that maintains a supply of fuel at a constant high pressure. The rail is fed by a pump driven by the timing gear. The injectors are connected to the common rail by short steel pipes, and opened and closed by electrical impulses.

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  • Diesel particulate filter
    Diesel particulate filter

    Diesel particulate filter

    Diesel particulate filter

    When diesel oil is burned in an engine, soot particles are formed in the combustion chamber in certain operating areas. To eliminate these particles, Audi uses diesel particulate filters – closed-circuit systems with an efficiency of more than 95 percent.

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  • Fuel-injection prozess
    Fuel-injection prozess

    Multi-hole nozzles

    Multi-hole nozzles

    Audi common rail systems are components of fascinating precision that inject tiny amounts of fuel into the combustion chambers. The fuel is released from the nozzles at pressures of up to 2,000 bar (29,008 psi) and at several times the speed of sound. In some engines, Audi uses piezo injectors with eight-hole nozzles, with each hole only 0.12 millimeters (0.0047 in) in diameter.

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  • piezo injectors
    piezo injectors

    Piezo injectors

    Piezo injectors

    The piezo principle is an ideal complement for common rail fuel injection. Piezo crystals change their structure in a few thousandths of a second by expanding slightly when an electrical voltage is applied to them. Several hundred piezo wafers are stacked one above the other in the injector. As this stack expands, linear movement takes place and is transmitted directly to the injector needle, with no mechanical linkage in between.

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  • V12 TDI
    V12 TDI

    TDI principle

    TDI principle

    The TDI used in production passenger cars is one of Audi’s groundbreaking innovations. Development of the engine began in the late 1970s, headed by the then Member of the Board of Management for Technical Development Dr. Ferdinand Piëch. In 1989, the direct-injection turbocharged diesel engine with fully electronic control celebrated its premiere in the Audi 100. The 2.5-liter five-cylinder engine set new standards with a power output of 88 kW (120 hp), a peak torque of 265 Nm (195.45 lb-ft) and excellent fuel efficiency. Far superior to all earlier engine concepts, it marked the beginning of a veritable boom in the new technology.

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  • Tumble flaps
    Tumble flaps

    Tumble flaps

    Tumble flaps

    In many Audi engines, both TDI and gasoline models, switchable swirl and tumble flaps are housed in the intake area. These flaps allow the intake air to be perfectly modulated for specific loads and engine speeds. This creates a swirling motion that improves the air-fuel mixture and enhances power and torque, while at the same time lowering fuel consumption and decreasing emissions. The flaps are driven with either electric or pneumatic power, depending on their design.

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  • Turbocharger with variable turbine geometry (VTG)
    Turbocharger with variable turbine geometry (VTG)

    Turbochargers with variable turbine geometry (VTG)

    Turbochargers with variable turbine geometry (VTG)

    In all TDI engines from Audi, the turbochargers have variable turbine geometry on the exhaust side. Variable turbine geometry (VTG) technology builds up torque smoothly and without delay, even at low engine speeds.

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