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VW Phaeton V10 TDI In Detail
The most powerful diesel engine in the world in a luxury class saloon Contents:Engine: Ten-cylinder TDI
Gearbox: Six-speed automatic
Running gear: Axles and air suspension
Equipment: Standard equipment
Specifications
The ten-cylinder engine Phaeton V10 TDI - The ten-cylinder diesel engine
- Innovative V10 TDI extends the history of diesel to include a new chapter
- As early as 2000 rpm, 750 Newtonmetres are available
The ten-cylinder TDI makes the Phaeton the most powerful saloon with a diesel engine in the world. This power enables performance at the level of a thoroughbred sports car. The Phaeton V10 TDI accelerates to 80 kph in only 4.8 seconds; after 6.9 seconds, the powerful, exceptional saloon reaches 100 kph. From a standstill, sprints 1000 metres in 26.5 seconds. At 250 kph top speed, the electronics regulate the V10 TDI gently and unnoticeably. Despite this performance, the Phaeton V10 TDI stands out with a sensationally low average consumption of 11.4 litres for 100 kilometres.
V10 TDI - Maximum dynamism and maximum comfort with minimum consumption
Behind the remarkable consumption figures and performance is an engine that is regarded by experts as a masterpiece of diesel engine design. A power unit that extends the history of compression-ignite engines to include a new chapter. This engine was presented for the first time in the luxury class SUV Touareg. Out of nowhere, the engine developed into a best-seller: its dynamism and comfort properties meant that it practically broke through the boundaries between diesel and petrol engines. Maximum dynamism and maximum comfort with minimum consumption are the main features of this new generation of diesel engines.
A combination that becomes particularly fascinating in an aerodynamically designed saloon. 'Naked' figures such as power output or acceleration figures only indicate half the truth about an engine which provides absolute superiority in every engine speed range, more or less instantly providing its maximum power when it leaves idling speed, with torque characteristics that are a sheer pleasure. It unassuming nature enables extremely relaxed driving at very high travel speeds.
Fascinating technology in detail: it is only when all the stops are pulled that engines like the V10 TDI are created
From a technical perspective, decisive contributions to the power delivery that is comparable to that of a sports car are made by the large displacement (4921 cm3), the improved pump injector high-pressure direct injection system (up to 2050 bar), and the charging via a bi-turbo system with electrical charger adjustment.
Two banks of five cylinders at an angle of 90 degrees enable very compact design
The cylinder spacing of the ten-cylinder engine is 88 millimetres; bore 81.0 and stroke 95.5 millimetres. The engine is compressed at a ratio of 18:1. The two five-cylinder banks are set at an angle of 90 degrees, enabling the flat design of the TDI. Just as striking is the compact length of 544 millimetres.
A major requirement for the compact length of the engine is the new control and auxiliary unit drive grouped together on one level in an aluminium crankcase that is acoustically and mechanically isolated in a gear cassette. The dimensions were defined at a very early stage of the development work to enable the engine to be fitted lengthways in the sporty contours of the front section of the aerodynamic Phaeton.
A development goal of elementary importance: exemplary running smoothness
Alongside the extremely good torque and power characteristics as well as compact dimensions, exemplary running smoothness was one of the most important development goals. To achieve this, Volkswagen uses a balancer shaft that rotates in a direction opposing that of the crankshaft to eliminate the remaining free primary moment of inertia on the ten-cylinder engine, whose design means that it already runs with a low vibration level. The effect is supported by six counterweights made of a wolfram alloy secured to the crankshaft. As far as vibrations are concerned, the V10 TDI is thus at the level of a 12-cylinder engine. In addition, a crank-pin offset of 18 degrees on the crankshaft means that the engine features a uniform ignition spacing of 72 degrees; even under engine load, this ensures favourable vibration characteristics.
Technology transfer from large to small models - and sometimes also vice versa
The fundamental design of the cylinder head is based on the pump injector engines with smaller displacement already used at Volkswagen. For deployment in the V10 engine, the engineers had to redesign the newly conceived head into a crossflow version so that the inlet side in the V space between the two rows of cylinders could be created.
In the ten-cylinder engine, a new pump injector generation ensures optimised power and emission quality
The direct injection itself assumes a key role: it optimises the medium pressures and the specific power as well as the emission quality. In this regard, the new pump injector of the type UI-P1 used in the ten-cylinder engine features improved efficiency, a more compact solenoid valve and significantly increased partial load injection pressure. Progress that leads directly to an improvement in emission quality.
To correspond to the consistent twin-branch design of the charge cycle in the V10 TDI, all the major components are designed once per row of cylinders. This includes the air filters, the hot-film air mass meter (HFM), the exhaust gas turbocharger (ATL), the charge air cooler (LLK), the exhaust gas recirculation (EGR valve and radiator) and the throttle valves. This means that, from a pure design standpoint, the V10 consists of two five-cylinder engines that are completely separate but mechanically and electronically linked on the intake and exhaust side.
Master and slave - one system component is voluntarily subordinate to the other; the other issues the commands
Highly innovative here is the joint control of the twin via a master-slave system. Especially the synchronisation and load distribution on both cylinder banks makes extremely high demands on the deployment of electronically controlled actuator elements. They manage all the important components such as the throttle valves, pump injector elements and the turbocharger.
The organization of the multilevel control and regulation tasks in the V10 TDI is assumed a new generation of control units with the designation EDC16. This also appears as a duo, has a 32-bit microprocessor and substantially increased computing power. One control unit regulates each of the five-cylinder banks. The improved software of the EDC16 permits for the first time that the driving functions are divided and can thus be better coordinated with regard to power development and emission characteristics.
The accelerator pedal directly promotes the wheel torque, which means the torque intervenes at the physically required position. The driver does not notice that one of the dual designed assemblies issues the commands (master) and its counterpart (slave) always obeys. On board the Phaeton, only the combined force of 750 Newtonmetres torque is felt.
Twin-branch exhaust system as part of one of the most complex exhaust cleaning systems in diesel engine construction
The twin-branch exhaust system of the Phaeton is part of one of the most complex exhaust cleaning systems in diesel engine construction To reduce the emissions, the engine is equipped with pneumatically controlled exhaust-gas recirculation valves and EGR radiators. In addition, oxidation catalytic converters attached near the engine contribute to optimisation of the raw emissions, which are already low as a general principle. The Phaeton V10 TDI complies with the exhaust emission standard EU 3.
In detail, the exhaust system, which is divided into two branches, consists of an oval ceramic pre-converter located near the engine and a tri-oval oxidation converter in the underbody area. The headpipes are air gap insulated to ensure favourable response and quick operating temperature of the underbody converter. Due to optimised vibration decoupling, it was possible to reduce the wall thickness of the exhaust system and thus to save approximately 30% of the weight; the overall exhaust system thus weighs less than fifty kilos.
