Voin olla väärässä, mutta oletan olevani oikeassa. Viestin #58 linkit käsittelevät VW EA897evo moottoria (CRTD etc) ja BiTDI:t ovat EA896G2. EA897evossa on vaihtuvatilavuuksinen öljypumppu mitä EA896G2:ssa ei ole.
Toki joskus saksanfoorumilta luin että BiTDI:stä on kampiakselienkin laakereita mennyt.
VW EA897 - Wikipedia, the free encyclopedia
Toki joskus saksanfoorumilta luin että BiTDI:stä on kampiakselienkin laakereita mennyt.
VW EA897 - Wikipedia, the free encyclopedia
EA897evo (since 2014)
Technology
In 2014, a revised version of the 3.0 TDI engine was introduced. The output of the basic version has been increased from 150 kW to 160 kW and that of the high-performance version from 180 kW to 200 kW. The geometric compression ratio has been reduced to 16.0:1. The cylinder crankcase is still made from GJV-450 in sand casting and is 1.1 kg lighter than its predecessor. The engine now features a GTD 2060 VZ exhaust gas turbocharger with electromechanical VTG control. In the 200 kW version, the engine weighs 192 kg according to DIN standards.
Significant changes concern the exhaust gas aftertreatment in order to be able to meet the Euro 6 emission standard. For example, the monoturbo variant now has a diesel oxidation catalytic converter located in the inner V of the engine, followed by a downdraft mixer to add the urea solution AdBlue, which is required to purify the nitrogen oxides. After a short mixing period, a near-engine, SCR-coated diesel particulate filter (sDPF) follows. There is also an SCR locking catalytic converter on the underbody of the vehicle.
The chain drive has also been redesigned, and the second chain is now exclusively responsible for driving the high-pressure fuel pump. A third chain at the front of the engine takes over the drive of the new, fully variable oil pump and the vacuum pump.
Problems with the camshaft occur more frequently with engines with the engine code letter CRTD, even with low mileages far below 100,000 km, this stage of development leads to increased wear on the tooth flank clearance compensation. Occasionally damage to the connecting bearings was reported.
Technology
In 2014, a revised version of the 3.0 TDI engine was introduced. The output of the basic version has been increased from 150 kW to 160 kW and that of the high-performance version from 180 kW to 200 kW. The geometric compression ratio has been reduced to 16.0:1. The cylinder crankcase is still made from GJV-450 in sand casting and is 1.1 kg lighter than its predecessor. The engine now features a GTD 2060 VZ exhaust gas turbocharger with electromechanical VTG control. In the 200 kW version, the engine weighs 192 kg according to DIN standards.
Significant changes concern the exhaust gas aftertreatment in order to be able to meet the Euro 6 emission standard. For example, the monoturbo variant now has a diesel oxidation catalytic converter located in the inner V of the engine, followed by a downdraft mixer to add the urea solution AdBlue, which is required to purify the nitrogen oxides. After a short mixing period, a near-engine, SCR-coated diesel particulate filter (sDPF) follows. There is also an SCR locking catalytic converter on the underbody of the vehicle.
The chain drive has also been redesigned, and the second chain is now exclusively responsible for driving the high-pressure fuel pump. A third chain at the front of the engine takes over the drive of the new, fully variable oil pump and the vacuum pump.
Problems with the camshaft occur more frequently with engines with the engine code letter CRTD, even with low mileages far below 100,000 km, this stage of development leads to increased wear on the tooth flank clearance compensation. Occasionally damage to the connecting bearings was reported.
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