Audi CDNB Specifications
| Engine Model: Audi CDNB |
| Engine Type: 4-cycle inline 4-cylinder DOHC 16-valve liquid-cooled gasoline |
| Total Displacement: 123.2 cu.in (1.98 L) |
| Rated Engine Power: 178 Hp (132 kW) at 6000 rpm |
| Fuel System Type: Direct fuel injection |
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The Audi CDNB is a 2.0-liter, 4-cylinder turbocharged
petrol engine belonging to the EA888 Gen 2 family. It is a longitudinal engine
configuration utilized as a core powerplant within the Audi model range,
positioned to deliver a harmonious blend of substantial low-end torque,
operational refinement, and fuel efficiency. As a member of the TFSI (Turbo Fuel
Stratified Injection) lineage, it represents a significant step in forced
induction and direct injection technology for its era.
Engine Code: CDNB
Displacement: 1984 cc (2.0 L)
Configuration: Inline 4-cylinder
Valvetrain: DOHC (Double Overhead Camshaft), 4 valves per cylinder, 16 valves
total
Bore x Stroke: 82.5 mm x 92.8 mm (3.25 in x 3.65 in)
Compression Ratio: 9.6:1
Induction: Single turbocharger with an air-to-air intercooler
Fuel System: FSI (Fuel Stratified Injection) - Direct injection
Camshaft Drive: Timing chain
Max Power Output: 132 kW (180 PS / 178 hp) at 4,000-6,000 rpm
Max Torque: 320 Nm (236 lb-ft) at 1,500-3,900 rpm
Emission Standard: Euro 5
Fuel Requirement: Premium unleaded, 95 RON
Engine Oil Capacity: 4.6 liters (4.9 qt)
Oil Specification: VW 502 00 / 504 00 (5W-30 or 5W-40 synthetic)
Cooling System Capacity: 8.0 liters (G12++ or G13 pink coolant)
Spark Plugs: NGK PFR7S8EG
Spark Plug Gap: 0.8 mm (0.031 in)
Firing Order: 1-3-4-2
The cylinder block is constructed from gray cast iron,
a material selected for its inherent strength, acoustic damping properties, and
dimensional stability under high thermal and mechanical loads. This open-deck
design incorporates a deep-skirt configuration to enhance rigidity and reduce
vibration. The cylinder bores are machined with a plateau honed finish to
optimize oil retention and piston ring sealing.
To reduce reciprocating mass and internal friction, the engine utilizes
cast-iron cylinder liners integrated within the block casting. The bedplate
design, where the main bearing caps are integrated into a single, rigid aluminum
structure bolted to the iron block, provides superior crankshaft support and
overall bottom-end stiffness. This construction is fundamental to the engine’s
ability to withstand the high cylinder pressures generated by turbocharging and
direct injection.
The cylinder head is manufactured from lightweight
aluminum alloy, employing a cross-flow design to optimize thermal efficiency and
volumetric performance. It features dual overhead camshafts (DOHC) actuating 16
valves via roller finger followers, which reduce frictional losses compared to
traditional tappet designs. The valvetrain incorporates hydraulic lash adjusters
for maintenance-free operation.
The intake and exhaust valves are sodium-filled in certain applications to
improve heat dissipation, particularly from the exhaust valves which are
subjected to high thermal stress. Valve seat inserts are manufactured from
sintered metal alloys to withstand the increased thermal loads associated with
direct injection and turbocharging. The cylinder head gasket is a multi-layer
steel (MLS) design, providing a robust seal between the aluminum head and iron
block under variable thermal expansion conditions.
Valve Timing: Intake camshaft adjustment is continuously variable, utilizing a
vane-type phaser to optimize valve overlap for improved torque delivery, fuel
economy, and emissions across the rev range.
The fuel system is a high-pressure direct injection
arrangement, branded as FSI (Fuel Stratified Injection). A camshaft-driven
high-pressure fuel pump, mounted on the cylinder head, generates fuel pressures
up to approximately 150 bar (2175 psi). This pump supplies fuel to a common rail
which feeds four electromagnetic injectors. These injectors are positioned
centrally in the cylinder head, spraying fuel directly into the combustion
chamber.
This configuration allows for precise fuel metering, enhanced cylinder cooling
through fuel vaporization, and the ability to operate in stratified-charge mode
under light loads, contributing to improved thermal efficiency and reduced fuel
consumption. The system is managed by a Bosch Motronic MED 17.1 engine control
unit (ECU), which processes inputs from numerous sensors to calibrate injection
timing, duration, and pressure instantaneously.
The lubrication system is a fully pressurized, wet-sump
design. An oil pump, integrated into the lower timing chain cover and driven by
the timing chain, circulates engine oil. This pump is a dual-stage,
variable-displacement unit that adjusts its output based on engine speed and
load, reducing parasitic power losses at higher RPM while ensuring adequate flow
and pressure at low speeds and high loads.
The system incorporates an oil cooler, which uses engine coolant to regulate oil
temperature, maintaining viscosity within optimal operating parameters. An oil
filter housing is integrated into the engine block, facilitating easy service
access. The oil specification strictly adheres to VW 502 00 for fixed service
intervals or VW 504 00 for flexible (long-life) service regimes, ensuring
adequate protection for the turbocharger bearings and timing chain components
under high thermal stress.
The cooling system is a pressurized, thermostatically
controlled circuit with a total capacity of 8.0 liters. It utilizes a
high-efficiency water pump driven by the accessory belt (serpentine belt). The
thermostat is integrated into the water pump housing and is electronically
mapped to ensure rapid engine warm-up and precise temperature management. This
contributes to reduced friction and fuel consumption during cold starts.
The coolant specified for this engine is G12++ or G13 (pink), a silicate-free,
long-life formulation designed to protect the aluminum components within the
cylinder head, heater core, and radiator from corrosion and cavitation. An
auxiliary electric coolant pump is employed to circulate coolant through the
turbocharger housing after engine shutdown, preventing localized overheating and
oil coking within the turbocharger bearings.
A single BorgWarner K03 or K03-064 turbocharger
provides forced induction. It features an integrated wastegate for boost
pressure regulation. The turbocharger is positioned directly on the exhaust
manifold, a design that reduces thermal mass, allowing the catalytic converter
to reach light-off temperature more rapidly, thereby reducing cold-start
emissions.
The ignition system utilizes a coil-on-plug (COP)
design, with an individual ignition coil mounted directly over each spark plug.
This eliminates the need for high-tension spark plug wires and ensures a
high-energy, consistent spark under all operating conditions, including high
cylinder pressures encountered during turbocharged operation.
PCV System: The Positive Crankcase Ventilation (PCV)
system is an integrated component located within the cylinder head cover. It
incorporates a complex system of membranes, valves, and integrated oil
separators designed to route blow-by gases back into the intake tract while
effectively separating and returning liquid oil to the sump. This system is
critical for maintaining emissions compliance and preventing oil consumption.
Intake Manifold: The intake manifold is manufactured from plastic to reduce
weight and thermal conductivity. It incorporates integrated intake manifold
flaps (tumble flaps) which alter the cross-sectional area of the intake ports to
enhance air-fuel mixture turbulence at low engine speeds, improving combustion
stability and reducing emissions.
Overall Length (engine only): 480 mm (18.9 in)
Overall Width (engine only): 670 mm (26.4 in)
Overall Height (engine only): 650 mm (25.6 in)
Dry Weight (engine only): 140 kg (309 lb)
Engine Oil and Filter: Change interval every 15,000 km
(9,300 mi) or 12 months under standard service conditions. For vehicles
operating under severe conditions, a shorter interval of 7,500 km (4,600 mi) is
recommended. Timing Chain: The timing chain is designed for the service life of
the engine. Inspection for stretch or noise is recommended during routine
maintenance, particularly after 120,000 km (74,600 mi).
Spark Plugs: Replacement interval is every 60,000 km (37,300 mi). Air Filter:
Replacement interval is every 60,000 km (37,300 mi) or earlier depending on
operating conditions. Coolant: Replacement interval is every 5 years or 150,000
km (93,200 mi) for G13 coolant. Accessory Belt (Serpentine Belt): Inspection at
90,000 km (55,900 mi) with replacement as necessary based on condition.
Cylinder Head Bolts: 40 Nm (30 lb-ft) + 90° + 90°
Connecting Rod (Big End) Bolts: 45 Nm (33 lb-ft) + 90°
Main Bearing Bolts: 65 Nm (48 lb-ft) + 90°
Camshaft Bearing Caps: 10 Nm (7 lb-ft) + 90°
Camshaft Adjuster Bolt: 100 Nm (74 lb-ft) + 90°
Oil Drain Plug: 30 Nm (22 lb-ft)
Spark Plugs: 25-30 Nm (18-22 lb-ft)
Engine Mount to Bracket: 40 Nm (30 lb-ft) + 90°
Crankshaft Pulley Bolt: 150 Nm (111 lb-ft) + 180°
Turbocharger to Cylinder Head: 25 Nm (18 lb-ft)
Intake Manifold Bolts: 10 Nm (7 lb-ft)
Audi A4 (B8): 2008-2012. This engine was offered as the
2.0 TFSI variant in the sedan and Avant (wagon) body styles, designated as the
180 hp version to distinguish it from the higher-output 211 hp variant.
Audi A5 (8T): 2008-2012. Fitted to the coupe and, in later model years, the
Sportback and Cabriolet, providing a balance of performance and efficiency in
the entry-level premium coupe segment.
Audi Q5 (8R): 2009-2012. Installed in the first-generation Q5 compact luxury
SUV, the CDNB provided sufficient torque for utility applications while
maintaining compliance with stringent Euro 5 emissions standards.
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