Volkswagen DDXC Specifications
| Engine Model: Volkswagen DDXC |
| Engine Type: 4-cycle 6-cylinder DOHC 24-valve turbocharged liquid-cooled diesel |
| Total Displacement: 181.1 cu.in (2.96 L) |
| Rated Engine Power: 221 Hp (165 kW) at 4500 rpm |
| Fuel System Type: Common rail direct injection |
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The Volkswagen DDXC is a 3.0-liter V6 turbo diesel
engine from the EA897 evo family, introduced in 2016 as the flagship powertrain
for the facelifted first-generation Volkswagen Amarok. This engine represented a
significant departure from the earlier inline 4-cylinder and 5-cylinder diesel
units that previously powered the Amarok, adopting a 90-degree V6 configuration
with biturbocharging and Euro 6 emissions compliance.
The DDXC was engineered specifically for the demands of a premium pickup
application, delivering high torque output across a broad engine speed range
while maintaining refinement and fuel efficiency. Its construction incorporated
advanced technologies including a dual-circuit cooling system, high-pressure
common rail injection with piezo injectors, and a comprehensive exhaust
aftertreatment system featuring AdBlue injection. The engine’s combination of
robust low-end torque and overboost capability positioned the Amarok
competitively against rival pickup offerings in global markets.
Engine Family: Volkswagen EA897 evo (Generation 2).
Engine Code: DDXC.
Configuration: 90-degree V6, longitudinally mounted.
Displacement: 2967 cc (181.1 cu.in).
Bore: 83.0 mm (3.27 in).
Stroke: 91.4 mm (3.60 in).
Compression Ratio: 17.0:1.
Firing Order: 1-4-3-6-2-5.
Fuel System: Common rail direct injection, high-pressure, piezo injectors.
Injection Pressure: Up to 2000 bar (29,007 psi).
Aspiration: Turbocharger (VGT), Garrett GTD2060VZ, with intercooler.
Overboost Function: 180 kW (245 hp).
Maximum Power: 165 kW (221 hp) at 3000-4500 rpm.
Maximum Torque: 550 Nm (406 lb-ft) at 1400-2750 rpm.
Engine Redline: 5000 rpm.
Idle Speed: 780 rpm ± 50 rpm.
Emission Standard: Euro 6.
Valvetrain Configuration: Double Overhead Camshaft (DOHC), 24 valves (4 per
cylinder). Valvetrain Drive: Silent-type timing chain with hydraulic tensioners
(two chains: primary from crankshaft to exhaust camshafts, secondary cross-chain
between exhaust and intake camshafts).
The cylinder block is constructed from compacted
graphite iron (CGI), a material offering significantly higher strength and
rigidity than conventional gray iron while maintaining comparable weight
characteristics. The 90-degree V6 configuration incorporates a closed-deck
design at the cylinder head interface, with each cylinder bore machined directly
into the parent material without replaceable liners.
Four main bearings support the forged steel crankshaft, with the bearing caps
integrated into a structural bedplate that bolts to the lower block face,
providing exceptional rigidity for the high cylinder pressures associated with
diesel combustion. The block incorporates a deep-skirt design extending below
the crankshaft centerline, contributing to reduced engine noise and vibration.
Water jackets are cast with optimized coolant flow paths, separated into two
distinct circuits: one for the cylinder block operating at a higher temperature
and one for the cylinder head operating at a lower temperature. The block
includes integrated mounting points for the turbocharger, alternator, and air
conditioning compressor specific to the Amarok chassis.
Each cylinder head is manufactured from cast aluminum
alloy with a cross-flow design, utilizing four valves per cylinder arranged in a
DOHC configuration. Intake valves measure 29.0 mm (1.14 in) in diameter, while
exhaust valves measure 26.0 mm (1.02 in). Valve stems are 5.5 mm (0.22 in) in
diameter with a nitride-hardened surface treatment on intake valves and a
stellite-faced exhaust valve for high-temperature durability. The valvetrain
utilizes roller rocker arms with hydraulic lash adjusters, eliminating manual
valve clearance adjustments.
Both intake and exhaust camshafts are equipped with continuously variable valve
timing phasers, with a total adjustment range of 50 degrees of crank angle on
the intake side and 40 degrees on the exhaust side. The cylinder heads
incorporate integrated exhaust ports designed for optimal flow to the single
variable geometry turbocharger mounted centrally between the cylinder banks.
Camshaft bearing caps are machined integrally with the cylinder head structure
and are not interchangeable between positions.
The fuel system employs a common rail direct injection
configuration operating at pressures up to 2000 bar (29,007 psi). A
high-pressure pump, driven by the timing chain from the crankshaft, supplies
fuel to the rail system. Six piezo-actuated injectors are positioned centrally
in the combustion chamber, each capable of delivering up to seven injection
events per combustion cycle to optimize combustion noise, emissions, and power
output. The piezo injector technology provides faster response times and more
precise fuel metering compared to solenoid injectors.
A low-pressure fuel system comprising an in-tank electric pump and a fuel cooler
supplies the high-pressure pump at a regulated pressure of 5.0-6.0 bar
(72.5-87.0 psi). The system incorporates a stainless steel fuel rail with
integrated pressure sensor for closed-loop pressure control. A fuel filter with
integrated water separator is mounted in the engine compartment, with a service
interval determined by fuel quality and operating conditions.
The lubrication system is a wet-sump configuration
utilizing a variable-displacement oil pump that adjusts output based on engine
speed, load, and temperature to reduce parasitic losses. The pump is mounted on
the crankshaft within the bedplate structure and incorporates a control solenoid
actuated by the Engine Control Unit (ECU) to modulate pump displacement.
A full-flow spin-on oil filter with an integrated bypass valve is mounted on the
front of the cylinder block. System capacity with filter replacement is 8.0
liters (8.5 qt). The aluminum oil pan incorporates a molded plastic windage tray
and baffling to maintain oil pickup under extreme off-road articulation.
Recommended oil viscosity is SAE 5W-30 meeting Volkswagen specification VW
507.00, a low-ash formulation required to protect the diesel particulate filter
from ash accumulation.
Oil pressure at operating temperature at 3000 rpm is maintained between 2.5-4.5
bar (36.3-65.3 psi). Piston cooling jets are integrated into the bedplate
structure, providing continuous oil spray to the underside of each piston crown.
The cooling system utilizes a dual-circuit
architecture, with separate temperature regulation for the cylinder head and
cylinder block to optimize thermal management. The cylinder head circuit
operates at 90°C (194°F), while the cylinder block circuit operates at
approximately 105°C (221°F), reducing internal friction during warm-up and
improving thermal efficiency under load. Coolant circulation is driven by a
centrifugal water pump mounted on the front of the engine, driven by the
accessory belt. An electric auxiliary water pump maintains coolant circulation
through the turbocharger and EGR cooler after engine shutdown.
System total capacity is 11.5 liters (12.2 qt). A wax-pellet thermostat controls
flow between the two circuits, with an additional electric thermostat for
precise temperature management. The cooling system incorporates separate heat
exchangers for the engine oil cooler, transmission oil cooler, and EGR cooler.
Coolant specified is Volkswagen G12++ or G13 ethylene glycol-based fluid, mixed
at a 50:50 ratio with distilled water.
Exhaust System: The exhaust aftertreatment system
comprises a diesel oxidation catalyst (DOC), a diesel particulate filter (DPF),
and a selective catalytic reduction (SCR) system with AdBlue injection. The SCR
system injects a urea-based solution into the exhaust stream upstream of the SCR
catalyst, reducing nitrogen oxides to nitrogen and water. Four temperature
sensors, two NOx sensors, and a particulate matter sensor monitor system
performance.
Intake System: A dual-path intake system with an air-to-air intercooler reduces
intake air temperature after turbocharger compression. The intake manifold
incorporates swirl flaps for each cylinder to promote air-fuel mixing under
low-load conditions.
Aspiration System: The Garrett GTD2060VZ variable geometry turbocharger utilizes
adjustable vanes surrounding the turbine wheel, allowing the ECU to optimize
boost pressure across the engine speed range. Maximum boost pressure is 2.4 bar
absolute (34.8 psi).
Engine Management: The ECU is a Bosch-manufactured unit (EDC17 or later variant)
controlling fuel injection timing, injection pressure, VGT vane position,
dual-circuit cooling system operation, and exhaust aftertreatment regeneration
strategies.
Overall Length: 560 mm (22.05 in).
Overall Width: 720 mm (28.35 in).
Overall Height: 710 mm (27.95 in).
Dry Engine Weight (without coolant, oil, transmission, and accessories): 190 kg
(419 lb).
Fully Dressed Weight (with intake system, exhaust manifolds, turbocharger,
alternator, starter, and all ancillaries): 225 kg (496 lb).
Oil Change Interval: 20,000 km (12,427 mi) or 24 months
under normal service; 10,000 km (6214 mi) under severe duty conditions (frequent
off-road use, towing, or short-trip operation). Oil Filter Replacement: Replace
at every oil change interval. Timing Chain: No replacement interval specified;
inspect for elongation and tensioner function at 150,000 km (93,206 mi). Valve
Clearance: Hydraulic lash adjusters; no adjustment required.
Fuel Filter Replacement: 30,000 km (18,641 mi) or as indicated by water-in-fuel
sensor. Air Filter Replacement: 30,000 km (18,641 mi) or as indicated by
restriction gauge; earlier replacement recommended for off-road operation.
Coolant Replacement: 120,000 km (74,565 mi) or 60 months, then every 60,000 km
(37,282 mi) or 30 months thereafter. Drive Belt (Accessory): Inspect every
20,000 km (12,427 mi); replacement interval 100,000 km (62,137 mi).
AdBlue (DEF) Refill: Refill as indicated by instrument panel warning;
consumption approximately 1.0-1.5 liters per 1000 km (0.26-0.40 gal per 621 mi).
Diesel Particulate Filter (DPF): Automatic regeneration occurs under normal
driving conditions; forced regeneration service procedure required if
regeneration is interrupted repeatedly. Timing Belt: Not applicable;
chain-driven valvetrain.
Cylinder Head Bolts (M10 x 1.5), Stage 1: 30 Nm (22
lb-ft)
Cylinder Head Bolts (M10 x 1.5), Stage 2: 60 Nm (44 lb-ft) plus 90°
Main Bearing Bedplate Bolts (M10 x 1.25), Stage 1: 30 Nm (22 lb-ft)
Main Bearing Bedplate Bolts (M10 x 1.25), Stage 2: 60 Nm (44 lb-ft) plus 90°
Connecting Rod Cap Bolts (M9 x 1.0): 30 Nm (22 lb-ft) plus 90°
Flexplate Bolts (M12 x 1.25): 90 Nm (66 lb-ft) plus 90°
Camshaft Bearing Cap Bolts (M8 x 1.25): 20 Nm (15 lb-ft)
Camshaft Sprocket Bolts (M10 x 1.25): 80 Nm (59 lb-ft)
Intake Manifold Bolts (M8 x 1.25): 20 Nm (15 lb-ft)
Exhaust Manifold Bolts (M8 x 1.25): 30 Nm (22 lb-ft)
Turbocharger Mounting Nuts (M8 x 1.25): 30 Nm (22 lb-ft)
Engine Oil Drain Plug: 35 Nm (26 lb-ft)
Oil Filter: 25 Nm (18 lb-ft) (apply light coat of oil to seal)
Timing Chain Tensioner Bolts (M6 x 1.0): 10 Nm (7 lb-ft)
Water Pump Bolts (M8 x 1.25): 20 Nm (15 lb-ft)
Fuel Injector Clamp Bolts (M6 x 1.0): 12 Nm (9 lb-ft)
Volkswagen Amarok (1H, facelift): 2016-2022,
longitudinal front-engine, rear-wheel drive and 4MOTION all-wheel drive
configurations; DDXC engine as the high-output 3.0 TDI V6 option replacing the
earlier 2.0-liter inline 4-cylinder and 3.0-liter V6 units from the initial
facelift introduction through the end of the first-generation production.
Volkswagen Amarok (1H) 4x4: 2016-2022, part-time and full-time all-wheel drive
variants with low-range transfer case; DDXC engine paired with 8-speed automatic
transmission (ZF 8HP) exclusively, offering maximum torque capacity matched to
the engine’s 550 Nm output.
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