Audi CVMD Specifications
| Engine Model: Audi CVMD |
| Engine Type: 4-cycle 6-cylinder DOHC 24-valve turbocharged liquid-cooled diesel |
| Total Displacement: 181 cu.in (2.96 L) |
| Rated Engine Power: 245 Hp (183 kW) at 4500 rpm |
| Fuel System Type: Common rail direct injection |
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The Audi CVMD is a 3.0-liter, V6 turbocharged diesel
engine belonging to the EA897 Evo generation. Produced from 2015 to
approximately 2019, this TDI powerplant represents a significant evolution in
Audi’s diesel strategy, focusing on a balance of high efficiency, reduced
emissions, and robust performance.
Engineered for longitudinal mounting, the CVMD was the primary engine for the
second-generation Audi Q7 (4M), where its substantial torque delivery and
refined operation suited the large luxury SUV’s character.
The engine is notable for its use of a variable turbine geometry (VTG)
turbocharger, which mitigates traditional turbo lag while allowing for a high
compression ratio. It is exclusively paired with an 8-speed Tiptronic automatic
transmission and forms an integral part of the quattro permanent all-wheel-drive
system, offering a combination of effortless cruising capability and towing
capacity.
Engine Code: CVMD.
Type: 90° V6, 4-stroke diesel engine.
Displacement: 2967 cc (181.0 cu.in).
Bore: 83.0 mm (3.27 in).
Stroke: 91.4 mm (3.60 in).
Compression Ratio: 16.0:1.
Valvetrain: Double overhead camshafts (DOHC), 4 valves per cylinder, total of 24
valves.
Follower-type valve actuation with hydraulic lash adjusters.
Max Power Output: 183 kW (249 PS; 245 hp) at 3500-4500 rpm.
Max Torque: 600 Nm (442 lb-ft) at 1500-3000 rpm.
Firing Order: 1-4-3-6-2-5.
Engine Management: Bosch EDC17 CP54.
Emission Standard: Euro 6.
The cylinder block is constructed from compacted
graphite iron (CGI), a material selected for its superior strength and rigidity
compared to conventional grey iron. This construction allows for thinner
cylinder walls and a lower overall block height, contributing to a reduction in
overall engine weight and external dimensions. The 90-deg V-angle between the
cylinder banks provides a low center of gravity suitable for vehicle dynamics.
The block features a closed-deck design at the top, enhancing structural
integrity around the cylinder bores to manage high combustion pressures. The
cylinders are machined with a plateau honed finish to optimize oil retention and
reduce friction with the piston rings. Within the block, the crankshaft is
supported by four main bearings with a bedplate design, where a separate lower
crankcase structure bolts to the block to form a rigid, low-noise assembly.
Each cylinder bank is fitted with a dedicated aluminum
alloy cross-flow cylinder head. The design incorporates integrated exhaust
manifolds, a feature that reduces the number of sealing surfaces, shortens the
exhaust path to the turbocharger for quicker catalyst light-off, and contributes
to thermal management efficiency. The DOHC arrangement per head uses a
maintenance-free timing chain located at the rear of the engine (transmission
side), a design choice that shortens the overall engine length.
The valvetrain utilizes roller finger followers to minimize friction between the
camshaft and valve stem. The intake valves measure 29.0 mm (1.14 in) in
diameter, while the exhaust valves are 26.0 mm (1.02 in). Valve seat inserts are
manufactured from a high-temperature resistant material to withstand the demands
of diesel combustion.
The fuel system is a common rail direct injection
system operating at a maximum pressure of 2000 bar (29,000 psi). The
high-pressure pump, a Bosch CP4.2 unit, is driven by a triangular flange from
the camshaft at the rear of the engine. This pump supplies fuel to the fuel
rail, which is split into two separate rails - one for each cylinder bank -
connected by a high-pressure line.
The injectors are eight-hole solenoid-type units, designed for precise metering
of fuel across multiple injection events per combustion cycle. These events
include pre-injection, main injection, and post-injection, the latter being used
to manage exhaust gas temperatures for the regeneration of the diesel
particulate filter (DPF).
The lubrication system is a fully regulated,
pressure-controlled circuit. A variable displacement vane-type oil pump, located
in the front of the engine, adjusts its output based on engine speed, load, and
oil temperature to reduce parasitic losses. The pump draws oil from a baffled
aluminum oil sump.
An oil cooler, integrated with the oil filter housing, uses engine coolant to
maintain optimal oil temperature. The system is designed for long-life service
intervals, utilizing a synthetic oil meeting VW 508 00 / 509 00 or VW 504 00 /
507 00 specifications. Engine oil capacity, including the filter, is 6.7 L (7.1
qt).
The cooling system is a pressurized, thermostatically
controlled circuit with a total capacity of approximately 12.0 L (12.7 qt). It
utilizes a water-cooled charge air cooler (WCAC) integrated into the intake
manifold, which provides a more compact and efficient means of reducing intake
air temperature compared to air-to-air coolers.
The main coolant pump is a map-controlled electric unit, enabling coolant flow
independent of engine speed for rapid warm-up phases and precise thermal
management. The system is filled with G13 pink coolant, a silicate-based fluid
designed for aluminum component protection.
The engine employs a single exhaust gas turbocharger
with variable turbine geometry (VTG). VTG uses adjustable vanes surrounding the
turbine wheel to alter the flow of exhaust gas, effectively varying the aspect
ratio of the turbine. This allows the turbocharger to function as a small,
quick-spooling unit at low rpm for immediate torque and as a larger, high-flow
unit at higher rpm for sustained power, eliminating the need for a wastegate.
Exhaust Aftertreatment: To achieve Euro 6 compliance,
the system incorporates a multi-stage aftertreatment setup. Located close to the
engine for rapid activation is a diesel oxidation catalyst (DOC), followed by a
diesel particulate filter (DPF) that traps soot. Downstream is an SCR (selective
catalytic reduction) system with AdBlue injection, which reduces nitrogen oxide
(NOx) emissions. An additional SCR catalyst may be present on certain variants.
Crankcase Ventilation: A closed-loop, two-stage crankcase ventilation system
separates oil mist from blow-by gases, returning the oil to the sump and
directing the cleaned gases back into the intake system to be reburned.
Overall Length: 625 mm (24.6 in)
Overall Width: 750 mm (29.5 in)
Overall Height: 650 mm (25.6 in)
Dry Weight: 195 kg (430 lb)
Engine Oil Capacity (with filter): 6.7 L (7.1 qt).
Engine Oil Specification: VW 508 00 / 509 00 (0W-20) is the preferred
specification for maximum efficiency. VW 504 00 / 507 00 (5W-30 or 0W-30) is an
approved alternative.
Coolant Capacity: 12.0 L (12.7 qt). Coolant Specification: G13 (TL 774 J).
AdBlue Tank Capacity (Vehicle Specific): Approximately 24 L (6.3 gal) for the
Audi Q7 4M. Fuel Requirement: Diesel meeting EN 590 standard with a minimum
cetane rating of 51.
Service Interval: LongLife service (variable up to 30,000 km or 24 months) or
Fixed interval (15,000 km or 12 months), depending on vehicle usage and regional
specifications.
Cylinder Head Bolts (per bolt): 40 Nm (30 lb-ft) + 90°
+ 90°
Main Bearing Cap Bolts (bedplate): 50 Nm (37 lb-ft) + 90°
Connecting Rod Cap Nuts: 30 Nm (22 lb-ft) + 90°
Camshaft Bearing Cap Bolts: 12 Nm (9 lb-ft)
High-Pressure Fuel Rail Mounting Bolts: 20 Nm (15 lb-ft)
Injector Clamp Bolts: 9 Nm (7 lb-ft) + 180°
Turbocharger Mounting Nuts (to exhaust manifold): 23 Nm (17 lb-ft)
Engine Mount Bracket to Cylinder Block: 40 Nm (30 lb-ft) + 90°
Vibration Damper (Crankshaft) Bolt: 150 Nm (111 lb-ft) + 90°
Audi Q7 (4M): 2015-2019. This was the primary
application for the CVMD engine across global markets, where it served as the
entry-level or mid-range TDI option before the introduction of subsequent power
output variants.
Audi A6 (C7/C7.5): The engine was utilized in certain regional markets,
particularly in Europe and Asia, as a high-torque option for the A6 sedan and
Avant, badged as the 3.0 TDI quattro.
Audi A7 (4G): Similar to the A6, the CVMD engine was available in the A7
Sportback in select regions, providing the model with the same 600 Nm (442
lb-ft) torque output.
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