Audi CNCD Specifications
| Engine Model: Audi CNCD |
| Engine Type: 4-cycle inline 4-cylinder DOHC 16-valve AVS liquid-cooled gasoline |
| Total Displacement: 123.2 cu.in (1.98 L) |
| Rated Engine Power: 222 Hp (165 kW) at 6250 rpm |
| Fuel System Type: Direct injection and multi-point fuel injection |
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The Audi CNCD is a 2.0-liter, 4-cylinder turbocharged
petrol engine belonging to the EA888 Gen 3 family. Introduced around 2013, it
succeeded the Gen 2 CDNC as a highly advanced power unit engineered for enhanced
efficiency, reduced emissions, and improved reliability.
Its hallmark feature is a sophisticated dual-injection system combining direct
and port fuel injection, a design specifically implemented to mitigate carbon
deposit formation on intake valves - a common issue in earlier
direct-injection-only designs.
The CNCD also incorporates the Audi Valvelift System (AVS) on the intake
camshaft, enabling variable valve lift for optimized power delivery and fuel
economy. This engine represents a balance of performance and daily drivability,
delivering strong torque across a broad rpm range.
Engine Code: CNCD
Displacement: 1984 cc (2.0 L)
Configuration: Inline 4-cylinder
Valvetrain: DOHC, 16 valves, with Audi Valvelift System (AVS) on the intake side
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 (IHI IS20 or equivalent twin-scroll unit)
Fuel System: Dual injection - FSI direct injection combined with MPI port
injection
Camshaft Drive: Maintenance-free timing chain
Max Power Output: 165 kW (225 PS / 222 hp) at 4,500-6,250 rpm
Max Torque: 350 Nm (258 lb-ft) at 1,500-4,500 rpm
Emission Standard: Euro 6
Fuel Requirement: Premium unleaded, 95 or 98 RON
Engine Oil Capacity: 5.2 liters (5.5 quarts)
Oil Specification: VW 502 00 or VW 504 00; approved synthetic grades 5W-30 or
5W-40
Cooling System Capacity: 9.0 liters (G13 coolant, pink/purple)
Spark Plugs: NGK PLFER7A8EG
Spark Plug Gap: 0.7 mm (0.028 in)
Firing Order: 1-3-4-2
The cylinder block is constructed from cast iron, a
material chosen for its high strength and thermal stability under the elevated
pressures of turbocharged operation. It features a closed-deck design,
contributing to superior cylinder rigidity and improved head gasket sealing.
The cylinder bores are finished with a honed surface optimized for low friction
and oil consumption. Within the block, the crankshaft runs on five main
bearings, while the connecting rods are forged steel to withstand high
combustion pressures. The engine utilizes a balancer shaft module integrated
into the lower crankcase to counteract second-order inertial forces, ensuring
smooth operation.
The cylinder head is manufactured from lightweight
aluminum alloy to reduce overall engine mass and facilitate efficient heat
dissipation. It employs a DOHC configuration with four valves per cylinder. The
intake valves are actuated via the Audi Valvelift System (AVS), which uses
sliding cam segments with two different cam profiles. This system allows for
two-stage valve lift, switching between a lower lift for fuel economy and a
higher lift for maximum power output.
The exhaust camshaft is equipped with variable valve timing. Valve clearance is
maintained automatically through hydraulic lifters, eliminating the need for
manual adjustment. The valves themselves are sodium-filled on the exhaust side
to enhance heat transfer and durability under high thermal load.
The CNCD engine features a dual-injection strategy that
combines direct fuel injection (FSI) with port fuel injection (MPI). The
direct-injection system operates at pressures up to 200 bar, utilizing solenoid
injectors mounted centrally in the combustion chamber for precise fuel delivery
during high-load conditions.
The port injectors, located in the intake manifold, are activated during
low-load, idle, and cold-start phases. This combined approach ensures rapid
catalyst light-off for emissions compliance, reduces particulate output, and
continuously washes the intake valves with fuel to prevent carbon buildup - a
significant durability enhancement over previous direct-injection-only engines.
The lubrication system is a pressure-fed, full-flow
design incorporating a variable-displacement oil pump. This pump adjusts its
output based on engine speed, load, and oil temperature, reducing parasitic
losses and improving overall efficiency.
An oil-to-water heat exchanger, integrated into the oil filter housing,
accelerates warm-up and stabilizes oil temperature under high-stress conditions.
The system capacity includes a replaceable paper cartridge-style oil filter. For
engines equipped with a plastic oil sump, a specialized plastic drain plug is
utilized; models with a conventional steel sump use a standard threaded metal
drain plug.
The cooling system operates with a pressurized, sealed
circuit using G13 coolant. A primary feature is the dual-circuit cooling
arrangement: a separate, electrically driven auxiliary water pump continues
coolant circulation after engine shutdown, protecting the turbocharger from heat
soak. The main coolant pump is mechanically driven but incorporates a
map-controlled thermal management system.
This system uses a rotary valve integrated into the pump housing to actively
control coolant flow to the cylinder head and block independently, allowing the
engine to reach operating temperature more rapidly and maintain optimal thermal
efficiency.
A twin-scroll IHI IS20 turbocharger is utilized,
featuring an integrated wastegate actuator. The twin-scroll design separates
exhaust pulses from cylinders 1 and 2 from those of cylinders 3 and 4, improving
turbine response and reducing turbo lag.
The engine employs a direct-acting pencil-type ignition
coil for each cylinder, delivering high energy output to the NGK spark plugs.
The ignition timing is fully managed by the engine control unit (ECU) based on
load, knock sensor feedback, and fuel quality.
Crankcase Ventilation: A multistage oil separator
system is integrated into the cam cover, incorporating both a cyclone separator
and a pressure control valve to ensure effective oil mist removal and maintain
crankcase vacuum under all operating conditions.
Overall Engine Length (including ancillaries): 650 mm
(25.6 in)
Overall Engine Width: 600 mm (23.6 in)
Overall Engine Height: 700 mm (27.6 in)
Weight (without fluids and ancillaries): 140 kg (309 lb)
Weight (with fluids and standard ancillaries): 150 kg (331 lb)
Oil Change Interval: Variable, up to 15,000 km (9,300
mi) or 12 months under normal use; reduced intervals for severe service
conditions. Oil Filter Replacement: Replace at every oil change. Air Filter
Replacement: Interval 60,000 km (37,000 mi), subject to operating environment.
Spark Plug Replacement: Interval 60,000 km (37,000 mi). Timing Chain: No
scheduled replacement interval; inspection recommended if unusual noise or
drivability concerns arise. Coolant Change: Initial change at 5 years,
thereafter every 2 years.
Cylinder Head Bolts: Stage 1: 40 Nm (30 lb-ft); Stage
2: 90° turn; Stage 3: 90° turn
Main Bearing Bolts: Stage 1: 65 Nm (48 lb-ft); Stage 2: 90° turn
Connecting Rod (Big End) Bolts: Stage 1: 45 Nm (33 lb-ft); Stage 2: 90° turn
Camshaft Bearing Caps: 12 Nm (9 lb-ft)
Timing Chain Tensioner Guide Bolt: 23 Nm (17 lb-ft)
Water Pump / Thermostat Housing: 9 Nm (7 lb-ft)
Oil Drain Plug (Metal Sump): 30 Nm (22 lb-ft)
Oil Drain Plug (Plastic Sump, Plastic Plug): 4 Nm (3 lb-ft) + 90° turn
Spark Plugs: 28 Nm (21 lb-ft)
Intake Manifold to Cylinder Head: 10 Nm (7 lb-ft)
Exhaust Manifold to Cylinder Head: 28 Nm (21 lb-ft)
Turbocharger to Exhaust Manifold: 20 Nm (15 lb-ft)
Engine Mount to Cylinder Block: 40 Nm (30 lb-ft) + 90° turn
The Audi CNCD engine was
extensively utilized across Audi’s longitudinal (MLB) platform vehicles,
primarily in front-wheel-drive configurations:
Audi A4 (B8.5 Facelift): Model years 2013-2015, available in select markets as
the 2.0 TFSI variant.
Audi A5 (8T Facelift): Model years 2013-2016, applied to the A5 Coupe and
Sportback models.
Audi Q5 (8R): Model years 2013-2017, fitted in the Q5 2.0 TFSI front-wheel-drive
and some quattro versions depending on market specification.
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