Audi CJCA Specifications
| Engine Model: Audi CJCA |
| 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: 141 Hp (105 kW) at 4200 rpm |
| Fuel System Type: Common rail direct injection |
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The Audi CJCA is a 2.0-liter, four-cylinder common rail
diesel engine from the EA189 family. Produced between 2011 and 2015, this
powerplant was engineered as a "workhorse" unit, balancing fuel efficiency with
dependable power delivery for mid-range Audi and SEAT models. It represented a
technological shift from earlier unit injector designs to a sophisticated common
rail fuel system, enhancing refinement and reducing noise.
The engine incorporates a robust cast-iron block, a lightweight aluminum
cylinder head, and a variable geometry turbocharger (VTG) to maximize torque
across a wide rev range. As a Euro 5 compliant unit, it integrates a Diesel
Particulate Filter (DPF) and a complex exhaust gas recirculation system, making
it a capable and economical power source when maintained according to
manufacturer specifications.
The CJCA engine displaces 1968 cc, equivalent to 2.0 liters. It employs an
inline four-cylinder configuration (straight-4). The valvetrain is a Double
Overhead Camshaft (DOHC) design operating four valves per cylinder, totaling
sixteen valves. The bore measures 81.0 mm (3.19 in), while the piston stroke is
95.5 mm (3.76 in), an undersquare layout favoring low-end torque. The
compression ratio is specified between 16.0:1 and 16.5:1, depending on the
specific calibration.
Forced induction is provided by a turbocharger equipped with Variable Turbine
Geometry (VTG), allowing precise exhaust gas flow control to optimize boost
pressure across the engine speed range. The fuel system is a common rail direct
injection design, operating at pressures reaching up to 1800 bar (26,106 psi).
Camshaft timing is driven by a toothed rubber timing belt, which also powers the
water pump.
Maximum power output is 105 kW (143 PS / 141 hp) at 4,200 rpm. Peak torque is
rated at 320 Nm (236 lb-ft), available consistently from 1,750 to 2,500 rpm. The
engine meets Euro 5 emission standards. The prescribed fuel is diesel conforming
to EN 590.
The cylinder block is constructed from gray cast iron,
selected for its rigidity, acoustic damping properties, and resistance to wear
under high-stress diesel operation. It features a closed-deck design, where the
top surface lacks water jacket openings between the cylinders, providing
superior strength for cylinder head gasket sealing under high cylinder
pressures.
The cylinder bores are precision-machined with a plateau honed finish to
optimize oil retention and piston ring seating. The block incorporates a
deep-skirt design, with side walls extending below the crankshaft centerline,
contributing to overall structural stiffness and reducing engine noise and
vibration.
The cylinder head is manufactured from an aluminum
alloy. It utilizes a cross-flow design, with intake ports on one side and
exhaust ports on the other to optimize thermal efficiency and airflow dynamics.
The DOHC arrangement uses the timing belt to drive the exhaust camshaft, which
in turn drives the intake camshaft via a short roller chain located at the rear
of the cylinder head. Valve actuation is accomplished through low-friction
roller finger followers.
Intake valves have a stem diameter of 5.0 mm (0.197 in) and a head diameter of
32.6 mm (1.28 in). Exhaust valves, subjected to higher thermal loads, have a
stem diameter of 5.0 mm (0.197 in) and a head diameter of 27.6 mm (1.09 in).
The exhaust valves are sodium-filled to facilitate heat transfer from the valve
head to the stem and into the valve guide, preventing overheating under
high-load conditions. The cylinder head incorporates integrated exhaust
manifolds, reducing weight and simplifying the overall assembly.
The fuel system is a common rail direct injection setup
centered around a Bosch CP4 high-pressure pump. This pump generates injection
pressures up to 1800 bar (26,106 psi) to facilitate precise fuel atomization and
combustion control. The system utilizes piezoelectric injectors capable of
multiple injection events per combustion cycle, including pre-injection, main
injection, and post-injection.
Post-injection events are primarily used to generate exothermic heat within the
exhaust system to initiate Diesel Particulate Filter (DPF) regeneration. A fuel
cooler is integrated into the system to manage fuel temperature, maintaining
consistency in viscosity and lubrication properties for the high-pressure
components.
The lubrication system is a full-flow pressure circuit
with a regulated oil pump designed to vary output based on engine demand,
reducing parasitic power loss. Total engine oil capacity, including the filter,
is 5.0 liters (5.3 qt).
The mandatory oil specification is VW 507 00, which mandates a low-ash 5W-30 or
0W-30 oil to protect the DPF from premature clogging due to oil consumption
byproducts. The oil filter is a replaceable cartridge type housed in a plastic
canister on the front of the engine block. A baffled oil sump ensures consistent
oil pickup during dynamic driving conditions.
The cooling system is a pressurized, thermostatically
controlled circuit with a total capacity of 8.0 liters (8.5 qt). The system
requires G12++ or G13 coolant, distinguished by its pink or purple coloration,
which provides extended corrosion protection and high thermal stability for
aluminum components.
The water pump is driven directly by the toothed timing belt, necessitating
replacement during scheduled timing belt service intervals. A dual-speed
electric cooling fan supplements the system based on coolant temperature, air
conditioning load, and post-run cooling requirements.
Exhaust System: The engine is equipped with a Diesel
Particulate Filter (DPF) integrated into the exhaust manifold assembly. This
unit traps soot particles and undergoes active regeneration cycles initiated by
the engine control unit, which injects additional fuel during the exhaust stroke
to raise exhaust gas temperatures sufficiently to burn off accumulated soot.
Engine Management: The engine is controlled by a Bosch EDC17 (Electronic Diesel
Control) management system. This system governs fuel injection timing, boost
pressure via the VTG actuator, EGR valve position, and DPF regeneration cycles
based on inputs from multiple sensors, including a manifold absolute pressure
(MAP) sensor, a mass air flow (MAF) sensor, and oxygen sensors.
Emission Control: Exhaust Gas Recirculation (EGR) is managed by a high-pressure
EGR cooler and valve assembly, diverting a portion of exhaust gases back into
the intake manifold to reduce combustion temperatures and limit nitrogen oxide
(NOx) formation.
The overall engine dimensions, as a complete long block
assembly, measure 650 mm (25.6 in) in length, 600 mm (23.6 in) in width, and 700
mm (27.6 in) in height. The dry weight of the engine, without fluids or
ancillary components such as the alternator or air conditioning compressor, is
160 kg (353 lb). The complete engine assembly with all ancillary components and
fluids weighs 180 kg (397 lb).
Engine oil capacity with filter is 5.0 liters (5.3 qt).
Oil specification is strictly VW 507 00 (5W-30 or 0W-30 low-ash). The official
oil change interval is variable, determined by the onboard computer, but is
capped at a maximum of 30,000 km (18,641 mi) or 24 months.
The timing belt service interval is officially specified at 210,000 km (130,488
mi). Due to the interference design of the engine - where valve-to-piston
contact occurs upon belt failure - industry specialists frequently recommend a
preventive replacement interval of 5 to 7 years or between 120,000 km (74,565
mi) and 150,000 km (93,206 mi).
Coolant capacity is 8.0 liters (8.5 qt) using G12++ or G13 specification, pink
or purple in color. The air filter replacement interval is generally 60,000 km
(37,282 mi), though more frequent replacement may be required in dusty
environments. The fuel filter is a high-pressure unit with a water separator and
should be replaced every 60,000 km (37,282 mi) to protect the CP4 fuel pump.
Cylinder head bolts: The initial stage is 40 Nm (30
lb-ft), followed by a second stage of 60 Nm (44 lb-ft), and a final stage
consisting of a 180-deg additional rotation in two 90-deg increments.
Main bearing cap bolts: 50 Nm (37 lb-ft) plus an additional 90-deg rotation.
Connecting rod cap bolts: 30 Nm (22 lb-ft) plus an additional 90-deg rotation.
Camshaft bearing cap bolts: 10 Nm (7 lb-ft) plus an additional 90-deg rotation.
Timing belt tensioner nut: 20 Nm (15 lb-ft).
High-pressure fuel pump drive sprocket bolt: 80 Nm (59 lb-ft) plus an additional
90-deg rotation.
Crankshaft pulley center bolt: 150 Nm (111 lb-ft) plus an additional 180-deg
rotation.
Engine mount to cylinder block: 40 Nm (30 lb-ft) plus an additional 90-deg
rotation.
Audi A4 (B8): Model years 2011 to 2015.
Audi A5 (8T): Model years 2011 to 2015.
Audi Q5 (8R): Model years 2010 to 2013.
SEAT Exeo (3R): Model years 2008 to 2013.
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