Audi CGLC Specifications
| Engine Model: Audi CGLC |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve turbocharged liquid-cooled diesel |
| Total Displacement: 120.1 cu.in (1.96 L) |
| Rated Engine Power: 175 Hp (130 kW) at 4200 rpm |
| Fuel System Type: Common rail direct injection |
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The Audi CGLC is a 2.0-liter, 4-cylinder common rail
diesel engine belonging to the Volkswagen Group’s EA189 family. Produced between
2011 and 2015, this power unit represents the pinnacle of the high-output 2.0
TDI variants within the longitudinal platform before the architectural shift to
the EA288 series. Engineered for Audi’s mid-size and premium SUV lineup, the
CGLC designation is distinguished by its use of a variable turbine geometry
(VTG) turbocharger, allowing for a broad torque plateau and refined power
delivery.
It was specifically designed to meet Euro 5 emission standards, incorporating a
diesel particulate filter (DPF) and a sophisticated exhaust gas recirculation
system to balance performance with regulatory compliance. The engine is renowned
for its robust low-end torque, fuel efficiency for its power class, and the
characteristic durability associated with the EA189 diesel architecture, though
it requires strict adherence to low-ash oil specifications to ensure the
longevity of its emissions systems.
The Audi CGLC is a water-cooled, four-stroke, inline-four diesel engine with a
displacement of 1968 cc (120.1 cu.in). The bore measures 81.0 mm (3.19 in) while
the stroke is 95.5 mm (3.76 in), resulting in an undersquare configuration that
prioritizes torque generation. The compression ratio is set at 16.5:1. The
engine utilizes a double overhead camshaft (DOHC) valvetrain operating four
valves per cylinder for a total of 16 valves.
Induction is managed by a single turbocharger equipped with variable turbine
geometry (VTG), which optimizes airflow across the rev range. The fuel system is
a Bosch common rail direct injection system operating at pressures up to 1,800
bar (26,106 psi). Camshaft drive is facilitated by a toothed timing belt.
Maximum power output is 130 kW (177 PS / 175 hp) achieved at 4,200 rpm. Peak
torque is 380 Nm (280 lb-ft), sustained between 1,750 and 2,500 rpm. The firing
order is 1-3-4-2. The engine is designed for longitudinal installation in Audi
vehicles.
The cylinder block is constructed from gray cast iron
(GJL-250) to provide structural rigidity and minimize bore distortion under high
combustion pressures. It features an open-deck design where the cylinders are
surrounded by coolant passages at the top, aiding in thermal management. The
block is a single-piece casting incorporating the upper sump section. Cylinder
bores are precision-machined with a honed finish to ensure optimal oil retention
and piston ring sealing.
The block accommodates a forged steel crankshaft rotating on five main bearings,
with thrust washers located at the central bearing position to control axial
play. The lower crankcase is integrated with the structural oil pan to enhance
overall powertrain stiffness and reduce noise, vibration, and harshness (NVH).
The engine utilizes cast iron main bearing caps secured with high-strength
fasteners.
The cylinder head is manufactured from aluminum alloy
(AlSi9Cu3) and utilizes a cross-flow cooling design to ensure uniform
temperature distribution. It houses four valves per cylinder - two intake and
two exhaust - arranged in a pent-roof combustion chamber to optimize swirl and
mixture formation. The valves are actuated by a DOHC arrangement; the camshafts
are driven by the timing belt and act upon roller finger followers equipped with
automatic hydraulic lash adjusters, eliminating the need for manual valve
clearance adjustments.
The exhaust valves are hollow and sodium-filled to enhance heat dissipation,
transferring heat from the valve head to the stem and into the cylinder head
coolant passages. Valve seat inserts are made from a high-temperature resistant
sintered alloy to withstand the thermal load of diesel combustion and the
regeneration cycles of the diesel particulate filter.
The fuel system is a Bosch common rail direct injection
(CRDI) system designated as the third generation. A high-pressure fuel pump,
driven by the timing belt, supplies diesel fuel to the common rail accumulator
at pressures reaching 1,800 bar (26,106 psi). The rail distributes fuel to
piezoelectric injectors, which allow for precise multiple injection events per
combustion cycle - including pre-injection, main injection, and post-injection.
Pre-injection reduces combustion noise and improves cold start behavior, while
post-injection elevates exhaust gas temperatures to facilitate diesel
particulate filter (DPF) regeneration. The system is controlled by a Bosch EDC17
engine control unit (ECU) which manages injection timing, duration, and pressure
based on input from sensors including the crankshaft position, camshaft
position, mass air flow, and rail pressure. The system utilizes a fuel cooler to
maintain optimal fuel temperature and prevent vapor formation.
The lubrication system is a pressurized wet-sump design
utilizing a gear-type oil pump driven directly off the crankshaft. The oil pump
is designed with a regulated pressure control valve to reduce parasitic losses
by adjusting oil pressure based on engine load and speed. The system
incorporates a full-flow oil filter with a bypass valve to ensure lubrication
continuity in the event of filter clogging. An integrated oil cooler, utilizing
engine coolant, stabilizes oil temperature.
The engine features piston cooling jets that direct continuous streams of oil to
the underside of the piston crowns to manage thermal stress. The oil capacity is
5.0 liters (5.3 qt) including the filter. The mandatory oil specification is VW
507 00, a 5W-30 low-ash, low-SAPS (sulfated ash, phosphorus, sulfur) oil
formulated to protect the diesel particulate filter from premature clogging and
to meet long-life service interval requirements.
The cooling system is a pressurized, thermostatically
controlled water-cooled circuit with a capacity of 8.0 liters (8.5 qt). Coolant
circulation is driven by a belt-driven water pump, which is a service item
replaced concurrently with the timing belt. The system employs a map-controlled
thermostat that allows the ECU to manage coolant temperature strategically; by
maintaining higher temperatures during partial loads, the system reduces
internal friction and improves fuel efficiency, while allowing lower
temperatures under high-load conditions to prevent detonation and thermal
stress.
The radiator is supplemented by an electric auxiliary coolant pump, which
continues to circulate coolant after engine shutdown to prevent localized hot
spots, particularly in the turbocharger assembly. The specified coolant is G12++
or G13 (pink), a silicate-free, long-life coolant designed for aluminum
components and to prevent cavitation in the water pump.
The exhaust system integrates a close-coupled diesel
oxidation catalyst (DOC) and a diesel particulate filter (DPF) housed in a
single unit directly behind the turbocharger to maximize thermal efficiency for
passive regeneration. The engine employs a high-pressure exhaust gas
recirculation (EGR) system, diverting exhaust gases from upstream of the
turbocharger to the intake manifold via an EGR cooler and valve, reducing
combustion temperatures to limit nitrogen oxide (NOx) formation.
The intake system features a swirl flap module that generates a swirling motion
in the intake air at low engine speeds to improve combustion efficiency and
cold-start stability. The electrical system includes a 180 A alternator and
utilizes a glow plug system with ceramic glow plugs for rapid heating, enabling
immediate cold starts and reducing white smoke emissions during start-up.
The engine, when fully dressed with intake, exhaust,
and ancillary components, measures 650 mm (25.6 in) in length, 650 mm (25.6 in)
in width, and 710 mm (28.0 in) in height. The complete engine weight, inclusive
of the alternator, starter, turbocharger, and emissions equipment but without
transmission, is 165 kg (364 lb).
The engine oil and oil filter change interval is
governed by the service regime; under the flexible long-life service system
(QI6), the interval can reach up to 30,000 km (18,641 mi) or 24 months based on
driving conditions, though a fixed interval of 15,000 km (9,321 mi) is applied
for severe duty cycles.
The timing belt replacement interval is specified at 210,000 km (130,487 mi);
however, due to the belt driving the water pump, high-pressure fuel pump, and
camshafts, specialists recommend an interval of 120,000 km (74,565 mi) or 5
years to mitigate the risk of water pump seal failure or belt fatigue.
The air filter replacement interval is 60,000 km (37,282 mi). The diesel fuel
filter must be replaced every 60,000 km (37,282 mi), with water drainage
performed more frequently if contamination is detected. Valve clearance
inspection is not required due to the hydraulic lash adjusters.
Cylinder head bolts are tightened in a multi-stage
angular procedure: initial torque of 40 Nm (30 lb-ft), followed by a 90-deg
angle, and a second 90-deg angle. Main bearing cap bolts require 65 Nm (48
lb-ft) plus a 90-deg rotation.
Connecting rod bolts are tightened to 30 Nm (22 lb-ft) plus a 90-deg rotation.
The crankshaft vibration damper bolt is torqued to 150 Nm (111 lb-ft) plus a
90-deg rotation. The camshaft bearing caps are secured with 10 Nm (7 lb-ft) plus
a 90-deg rotation.
The timing belt tensioner fastener requires 20 Nm (15 lb-ft). The high-pressure
fuel pump mounting bolts are torqued to 20 Nm (15 lb-ft) plus a 90-deg rotation.
The engine mount to cylinder block bolts require 40 Nm (30 lb-ft) plus a 90-deg
rotation. Glow plugs are torqued to 15 Nm (11 lb-ft).
Audi A4 (B8, 8K): 2011-2015. This engine was fitted in
the A4 2.0 TDI quattro variants, providing the highest torque output for the B8
generation prior to the facelift.
Audi A5 (8T): 2011-2015. Used in the A5 2.0 TDI quattro coupe and sportback
models, offering a balance of performance and efficiency in the coupe-bodied
lineup.
Audi A6 (C7, 4G): 2011-2014. Deployed in the A6 2.0 TDI, this engine served as
the entry-level diesel engine for the C7 platform in select markets, delivering
adequate torque for the larger sedan.
Audi Q5 (8R): 2011-2015. This engine powered the Q5 2.0 TDI quattro, providing
necessary low-end torque for the compact SUV’s curb weight and off-road
capability.
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