Service.

Self-study programme 212

Variable Intake Manifold in VR Engines

Principles and Description of Operation

n•M
P= [kW]
9550
P [kW]
M [Nm]

n [min-1]
 212_020

The output and torque of an engine have the This self-study programme explains how it was
greatest effect on the engine’s character. possible to optimise the torque and output of the
VR engine with the concept and design of the
These, in turn, are greatly affected by the degree new intake manifold and just how an intake tract
to which the cylinder is filled and the geometric affects the air supply.
form of the intake tract.
The VR6 engine, in which the conventional intake
High torque requires an intake manifold with a manifold has been replaced by the new variable
geometry different to one for high power output. intake manifold, provides an example which
makes the increase in power and torque very
A medium intake manifold length with a medium clear.
diameter represents a compromise, but a
variable intake manifold is optimal. A patent for the variable intake manifold
concept of the VR engine has been applied for.

NEW Important
Note

The self-study programme Please always refer to the relevant Service literature
is not a workshop manual! for all inspection, adjustment and repair instructions.

2
Table of contents

Power and torque . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Air supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Air channelling in engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
The principle of resonance charging . . . . . . . . . . . . . . . . . . . . . . . . . . 5

The variable intake manifold of the VR engines. . . . . . . . . . . . . 8

Torque position of VR6 variable intake manifold . . . . . . . . . . . . . . . . 9
Power position of VR6 variable intake manifold . . . . . . . . . . . . . . . . . 10
Power and output of VR6 engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Load-dependent change-over concept . . . . . . . . . . . . . . . . . . . . . . . . . 12
Power collector and change-over barrel . . . . . . . . . . . . . . . . . . . . . . . 13
Filling the power collector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Intake manifold change-over . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Intake manifold change-over valve N156 . . . . . . . . . . . . . . . . . . . . . . . 16

Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Test your knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

3
 Power and torque

High power and high torque with low fuel con-

sumption are characteristics of a modern car
engine.

How was this goal achieved?

The power P is the product of engine speed n

and torque M.

Greater power can be attained through either

greater torque or higher engine speed.

The numerous moving masses in an engine

(pistons, connecting rods, crankshaft and so on)
limit engine speed.
-1
212_010
Thus only torque remains to increase power.
P = n • M [kW]
9550
To increase engine torque, one can increase the
displacement or the compression.
n = engine speed [rpm](min-1in graphics)
Because vehicle taxes are often assessed M = torque [Nm]
according to displacement in spite of technical 9550 = constant derived from the calculation of
advantages, the goal must be attained with a all factors when the numerical values for
given displacement in other ways, namely by nare entered in rpm and M, in Nm.
increasing the efficiency of the engine.

A flatter torque curve as a function of engine

speed thus becomes the ultimate measure.

One achieves maximum torque through

complete combustion of the fuel-air mixture at
the right moment.

But every complete combustion requires a

certain ratio between air and fuel. The engine
should be provided optimally with air at every
speed.
mL
The volumetric efficiency (VE, represented as λL λL =
mth
in the graphics), makes a qualitative statement
about the air supply: ma = actual air mass in cylinder in [kg]
mth = theoretical air mass in [kg]

4
 The air supply

Air channelling on engine

The intake system is responsible for feeding the

Exhaust
engine with the air necessary for combustion.

It ensures an even supply of air to all cylinders. Air filter

Engines with carburettors or throttle-body Throttle valve

injection also mix fuel with the air in the intake
tract, and a fuel-air mixture is transported. Air

Intake tracts of multi-point injection systems

transport only air.
212_004
Resonance pipes Collector
This opens substantially more possibilities for
the designer to design the intake manifold in Basic structure of an air channel
order to achieve better exploitation of the on an engine
self-charging effect of gas momentum.

The principle of resonance charging

An intake system works according to the Low pressure wave

principle of resonance charging, that is, high
and low-pressure waves are used to charge the
cylinder, in order to achieve greater volumetric
efficiency.

Consider the events in the intake tract.

The inlet valve opens.

The piston moves downwards in the cylinder, in
the direction of bottom dead centre (BDC).
It creates a low-pressure wave in the vicinity of
the inlet valve. 212_005

Start of resonance charging

5
 The air supply

This low-pressure wave propagates itself though

the resonance pipe to the other end, which
protrudes into a collector.
Low-pressure wave

The low-pressure wave at the end of the pipe

acts on the volume of air present in the collector.

Resonance pipe

Collector

212_006

Propagation of low-pressure wave

The pressure of the volume of air in the collector

is approximately equal to ambient air pressure.
This is significantly higher than the air pressure at
Pressure wave
the open end of the resonance pipe.

The low pressure now present at the end of the

pipe pulls along the air mass present here. Resonance pipe

They force themselves simultaneously into the

resonance pipe so that where the low-pressure Collector
wave was, an equally large high-pressure wave
develops, which propagates itself towards the
212_007
inlet valve.
Development of high-pressure wave
This effect is also characterised in this way:

The low-pressure wave is reflected at the open

end of the pipe in the collector.

6
 Pressure wave
This high-pressure wave travels back through the
resonance pipe and pushes the air mass past the
still-open inlet valve into the cylinder.
This continues until the pressure before the inlet
valve and the pressure in the cylinder are equal.

The engine experiences “ram-effect” charging. Resonance pipe

The volumetric efficiency (see page 4) reaches
values of about 1.0 and even above.
As a result, when the inlet valve closes, backflow
of the ram-effect charging into the intake pipe is
prevented.
212_008

The time t (in milliseconds) required by the low “Ram-effect” charging

and high-pressure waves to cover the distance S
from the inlet valve to the collector and back is
always the same because they move at the
speed of sound, v. s = constant (length of resonance pipe)
t= [ms]
v = constant (speed of sound)
But the time period during which the inlet valve is
opened is dependent on engine speed.
Low-pressure wave
As engine speed increases, the period of time
High-pressure wave
during which the inlet valve is open and air can
flow into the cylinder decreases.

A high-pressure wave returning through a reso-

nance pipe designed for low engine speeds will s
run into an inlet valve which has already closed.
“Ram-effect” charging cannot take place. 212_009

It is clear that resonance pipes of different

lengths are required for optimal charging at
every engine speed. The higher the engine speed, the shorter
the resonance pipe length.

The technical compromise is resonance Short pipes (power stage) for high engine
pipes of different lengths! speeds.
Resonance pipes of different lengths can
Long pipes (torque stage) for low to be opened or closed depending on engine
middle engine speeds. speed = variable intake manifold.

7
 The variable intake manifold of the VR engines

Power collector Resonance pipes

Torque collector

Throttle valve positioner

Change-over 212_028
barrel actuator Intake manifold, VR6 variable intake manifold
lower part

The variable intake manifold is designed as an The air channels of the intake ports in the
over-head intake manifold with differing channel cylinder head go though the lower intake
lengths. In addition, the resonance pipe lengths manifold part to the resonance pipes in the
are specific to the cylinder bank and therefore upper intake manifold part. Here they branch
averages. into torque and power pipes.

The lengths differ for the VR5 and VR6 engines. The torque pipes follow a tight curve over the
cylinder head and terminate in the torque
collector.
Resonance pipe lengths (mm) VR5 VR6
Torque pipes 700 770 The power pipes follow a wider curve above
Power pipes 330 450 the torque pipes and terminate in the second
collector, the power collector, which is located
over the front part of the torque pipes.
For assembly reasons, the variable intake mani-
fold is divided into an upper and a lower part. A change-over barrel is inserted in the power
pipes, perpendicular to them. It opens the power
The injectors and fuel rail with pressure regulator pipes and, consequently, the power collector as
are integrated into the lower intake manifold necessary.
part.
A plastic variable intake manifold is planned for
The upper intake manifold part contains the all VR engines.
resonance pipes, the power collector, the
change-over barrel with actuator, the torque This is more economical than cast aluminium,
collector and the throttle valve positioner, which lighter and offers acoustic advantages.
is attached to the torque collector.

8
Torque position of VR6 variable intake manifold
Effective length of torque pipes
Change-over barrel
Torque pipes
in torque position Air entrance at throttle
valve control part

Torque collector

212_011

The torque position shows air channelling in low

Torque position
engine speed range.
(long pipes)

The change-over barrel has closed the power 1,0

pipes.

The cylinder draws air through the long torque 0,9

pipes directly from the torque collector.
Volumetric efficiency

The effective length of the torque pipes 0,8

(= resonance pipe length) is 770 mm.

The result at low and middle engine speeds is

0,7
higher volumetric efficiency. 1000 2000 3000 4000

Engine speed

212_012

Comparison of volumetric efficiency

with variable intake manifold
without variable intake manifold
improvement in volumetric efficiency

9
 The variable intake manifold of the VR engines

Power position of the VR6 variable intake manifold

Change-over barrel in power position

Power pipes Power collector

Torque collector

Effective length of 212_013

power pipes

Change-over to power pipes VR5 VR6 The change-over barrel is rotated 90o at a
at engine speedl specified engine speed.
rpm 4200 3950 This action opens the power pipes and the con-
nection to the power collector, which results in an
effective length of 450 mm for the power pipes.
Power position Air is now supplied from both the torque pipes
(shorter pipes) and the power pipes.

1,0
The power collector is supplied with air via the
torque and power pipes leading to cylinders
which are not drawing air (see also page 14).
0,9

The low-pressure wave created at the start of the

intake process is reflected at the end of the
0,8 power pipe in the power collector.
Consequently, it returns after a short period to
the inlet valve as a high-pressure wave.
0,7
4000 5000 6000 The shortened length of the resonance pipe
produces a high degree of volumetric efficiency
at a high engine speed.

212_014
The power position, designed for the power
Comparison of volumetric efficiency range, results in slight differences, as expected.
With variable intake manifold
Without variable intake manifold
Improvement in volumetric efficiency

10
Power and torque of VR6-Motor
with and without variable intake manifold

140

120

100

80

60
250

230
40

210
M (Nm)

20
190

170 0
1000 2000 3000 4000 5000 6000

n (min-1)
212_015

M = Torque Power with variable intake manifold

P = Power Power without variable intake manifold
n = Engine speed (rpm) Torque with variable intake manifold
Torque without variable intake manifold
Gain in power and torque

The gains in power and torque in the low and Impurities such as dust or oil can lodge in the
middle engine speed ranges made with the new gap between the change-over barrel and its
variable intake manifold on the VR6 engine are housing, impeding its operation.
clearly recognisable (the VR5 engine had a
variable intake manifold from the start of pro- To ensure its proper operation, the change-over
duction). concept was extended by an additional change-
over point in the first stage of development.
The high torque permits a more relaxed driving
style in the lower and middle engine speed The change-over barrel is held in the power
ranges as well as the frequent use of higher position up to about 1,100 rpm and only then
gears without loss of pulling power but with low turned to the torque position.
fuel consumption.
This additional change-over point causes the
As a result, the change-over barrel is rarely change-over barrel to be operated repeatedly,
operated. and impurities cannot lodge on it.

11
 The variable intake manifold of the VR engines

A further development –
the load-dependent change-over
Patent has been applied for on this
concept equipment!

Change-over points of VR5 2V engine as example

250

Full load
200
Torque M (Nm)

150

Change-over barrel Switching point -

100 in torque position Turn from power to torque position

50

0
1000 2000 3000 4000 5000 6000 7000

Engine speed n (min-1)

212_016

According to this concept, the change-over

points for turning the change-over barrel are
determined according to load.

Below full load, the change-over barrel is

mapped to be in the power position.
This is also the rest position when the engine is
stopped.

To achieve maximum filling of the cylinder, it is

not turned to the torque position until the engine
is close to full load.
Because the resonance pipes are de-tuned, the
resonance-charging effect in the partial load
range is reduced.

For the same planned power, the engine can be

Advantages!
operated with a lower load.
Lower fuel consumption
Smoother combustion
The gas dynamics in the intake manifold are
Improved acoustics
reduced, consequently reducing the charging
of the combustion chamber.

12
Power airbox and change-over barrel

Power collector

Change-over barrel

212_017
Intake pipes (power pipes)

Variable intake manifold on VR5engine with change-over barrel in torque position

The switch mechanism located in the upper

intake manifold part works on the change-over
225
barrel principle.
The change-over barrel has a separate passage
for each power pipe.
200
In the power position, the passages become a
part of the power pipe.
M (Nm)

The change-over barrel is made of plastic and is 175

elastically supported.
Differing expansion coefficients of intake mani-
Air gap
fold and change-over barrel, and security 150 0,27 mm
against seizing place high demands on the relia- 0,42 mm
0,58 mm
bility of the process. 0,72 mm
A radial tolerance between the change-over
125
barrel to the power collector is necessary to 2000 4000 6000
ensure its operation but must not be too great. n (min-1)

Even minimal air gaps lead to a significant 212_018

reduction in achieved torque. This reduction is The influence of the air gap of the change-over
caused by the reflected waves travelling bet- collector on torque in the VR5 engine.
ween individual pipes to the power collector, Maximum torque shifts to a higher rpm range.
resulting in the loss of energy. In the power range (open power pipes), the air
gap cannot have any significance.

13
 The variable intake manifold of the VR engines

Filling the power collector Power collector

Change-over barrel closed

A reminder:
Closed change-over barrel = torque position

Each cylinder receives its charge of air directly

from the torque collector through its respective
torque pipe.

The power collector is closed for all cylinders.

Torque pipe
It has no influence on the volumetric efficiency
of the cylinder.
212_003
The power collector is not filled either.

Power collector

Change-over barrel open

Open change-over barrel = power position

With its passages (one per pipe) open, the

change-over barrel connects the power pipe to
the power collector.

The cylinder which is drawing at the moment

receives its air primarily from the power pipe but
also through its torque pipe.

Power pipe 212_002

555o CA 575o CA
cylinder cylinder
1 2 3 4 5 1 2 3 4 5
In the power position, the power collector is filled
by the flowing volume of air which is reflected
from the closed inlet valves of the cylinders which
are not drawing air.
605o CA 635o CA

Air currents develop high velocities in the collec-

tors.

Due to the over-all manifold design, a direct 212_021

connection between torque and power collectors Example of current progression in collector.
is not necessary for filling the power collector. At a crankshaft angle of 555o, the current moves from No. 3
cylinder 3 to No. 1 cylinder.
Beginning at about crankshaft angle 605o, the intake phase
of No. 2 cylinder leads to a reversal of the current direction.
Decimal points represented by commas in graphic.

14
 Intake manifold change-over

Vacuum unit
Manifold/
Intake manifold torque collector
change-over valve N156

Vacuum line

To other
Actuation by engine control unit consumers

Vacuum reservoir Check valve

Pneumatic switching 212_019

Changing pipes is done pneumatically with

vacuum.

The pneumatic actuation is controlled by the Operating rod

engine control unit via the intake manifold
change-over valve N156 (solenoid valve).
Compression spring
The vacuum is taken from the manifold torque
collector.
Membrane
Vacuum is stored in the vacuum reservoir and a
check valve prevents the release of the vacuum.
Connection from
solenoid valve line
The change-over barrel is in the power position,
that is, the intake path is short, when the engine
is not running or running at idle.
It is held in this position by a compression spring. 212_023
Vacuum unit
The intake manifold change-over valve blocks
the vacuum to the vacuum unit.
When the intake manifold change-over valve is The tension of the compression spring is over-
actuated, vacuum is released to the vacuum unit. come and the membrane together with the con-
necting rod is pulled downwards.
The change-over barrel is rotated 90o.
The torque position comes into effect.

15
 Intake manifold change-over

Intake manifold change-over valve

N156 Atmospheric pressure

Function Foamed plastic filter

The intake manifold change-over valve is a sole- Magnetic coil

noid valve.

It is controlled by the engine control unit and

depends on load and engine speed.
Atmospheric pressure acts on the magnet which
forms the valve. Magnet
(Valve)
Together with the rubber valve plate, it blocks
the vacuum line to the vacuum unit.
When the solenoid is actuated, the magnet is To vacuum unit Valve plate
raised and the vacuum line is opened.
212_022
A foamed plastic filter at the entrance for From vacuum reservoir
atmospheric air pressure prevents the penetra-
tion of dirt particles which could impede the
movement of the valve.

Emergency operation

If there is no signal, the vacuum line to the

vacuum unit remains closed. The shorter intake
path in the variable intake manifold remains
open. A substitute function is not planned.
J17
Self-diagnosis

Self-diagnosis is performed with the following

functions:
S
02 - Interrogate fault memory
Short to earth
Short to positive
Open circuit
03 - Final control diagnosis N156

Electrical circuits

J17 Fuel pump relay J220

J220 Engine control unit 212_001
N156 Intake manifold change-over valve
S Fuse

16
 Service

The variable intake manifold and its actuator are

service-free. V.A.G - EIGENDIAGNOSE
01 - Motorelektronik
HELP

1 2 3
If the engine is shown to have power deficits, the 4 5 6 HELP

7 8 9 PRINT

operation of the variable intake manifold is easy C 0 Q

to test:

– Via self-diagnosis
The intake manifold change-over valve data
is available under the functions 02 - Read out
fault memory and 03 - Final control diagno-
sis.

– Visual inspection of the 90o rotation at the 203_026

vacuum unit with the help of the engine
speed.
90ochange-over movement
Knowledge of the operation of the variable
intake manifold helps as well.

Important:
When the engine is not running or running at
idle, the change-over barrel is in position for
the shorter intake path, or power position.

Bear in mind:
Differing change-over concepts
Idling/power
= with additional change-over point; up to positions
1100 rpm in power position, then change-over
to torque position and at 4200 rpm back to 212_025
power position.

= load dependent change-over; with throttle

burst under full load below 4000 rpm,
change-over to torque position.
V.A.G 1390
Checking change-over movement
with vacuum using hand vacuum pump V.A.G
1390.

Please refer to the current workshop

manual for exact instructions for all
212_027
tests.

17
 Test you knowledge

Which answers are correct?

Sometimes just one.
But sometimes several or all answers may be correct!

Fill in the blanks: .............................. .

?
212_024

1. The “ram-effect charging” of a petrol engine is determined by the engine speed

and the period that the inlet valve is open.
The first principle can be derived from this:

The .................... the engine speed, the .................... the intake pipe length.

2. Consequently, the first principle is the basis for the concept of a variable change-over
intake manifold

with .................... intake pipes in the low engine speed range

for .................... ..................... .
with .................... intake pipes in the high engine speed range
for power production.

3. The volumetric efficiency VE makes a statement

A. about the fuel/air mixture.

B. about the fuel/oxygen mixture.
C. about air supply with ratio of the actual air mass in the cylinder to the
theoretical air mass in the cylinder.

4. One characteristic of the variable intake manifold on the VR engines is the change-over barrel.
It

A. lies transverse before all torque pipes.

B. opens the path to the torque pipes when it is actuated.
C. creates with its passages the connection from the power pipes to the power collector
when actuated.

18
 ?
5. What is joined directly to the torque collector?

A. the torque pipes

B. the power pipes
C. special pipes to supply the power pipes

6. The high torque achieved with the variable intake manifold permits frequent use of upper gears in
low and middle engine speed ranges without loss of pulling power.

A. This improves the service life of the change-over barrel because it is operated less.
B. This is bad for the operation of the change-over barrel because it is operated less.
C. Frequent change-over motion is good for the self-cleaning of the change-over barrel.
Therefore the change-over concept was extended by an additional change-over point
in the low engine speed range.

7. The change-over barrel is .................... supported.

It is operated .................... .
The .................... influences torque.

8. The actuator for operating the change-over barrel is a vacuum unit.

A. A compression spring in the vacuum unit holds the change-over barrel in the power position.
B. A compression spring in the vacuum unit holds the change-over barrel in the torque position.
C. Actuating the vacuum unit switches the manifold to the power position.

Answers

7. elastically, pneumatically, radial air gap; 8. A

1. higher, shorter; 2. long, high torque production, short; 3. C; 4. C; 5. A; 6. B, C;

19
Service. 212

For internal use only© VOLKSWAGEN AG, Wolfsburg

All rights reserved, subject to technical change without notice
740.2810.31.20 technical status 12/98

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