The Volkswagen 4.2-Liter V8-5V Engine Design and Function: Self-Study Program Course Number 89S303

The Volkswagen
4.2-Liter V8-5V Engine

Design and Function
ProCarManuals.com
Self-Study Program
Course Number 89S303
Volkswagen of America, Inc.
Service Training
Printed in U.S.A.
Printed 6/2003
Course Number 89S303
©2003 Volkswagen of America, Inc.
All rights reserved. All information contained

in this manual is based on the latest
information available at the time of printing
and is subject to the copyright and other
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All requests for permission to copy and

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to Volkswagen of America, Inc.
Always check Technical Bulletins and the

Volkswagen Worldwide Repair Information
System for information that may supersede
any information included in this booklet.
Trademarks: All brand names and product

names used in this manual are trade names,
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Table of Contents
Introduction ............................................................................... 1
The 4.2L V8-5V Engine
Engine – Mechanics .................................................................. 2

Development of the V8-5V Engine,
Technical Data – 4.2-Liter V8-5V Gasoline Engine,
Crankcase, Engine Lubrication, Engine Cooling Circuit,
Cylinder Head, Exhaust Manifold, Accessory Belt Drive
Engine – Variable Intake Manifold ......................................... 26

Air Intake, Intake Manifold Module, Operating Stages,
Effect of Variable Intake Manifold on Torque,
Vacuum Reservoirs
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Engine – Secondary Air System ............................................ 32

Secondary Air System Overview, Component Function
Engine Management ............................................................... 36

Motronic ME 7.1.1 System Overview,
Functional Diagram — Motronic ME 7.1.1,
Fuel Injection System, Quick-Start Functions,
Electronic Throttle Function
New!
Service...................................................................................... 45
Special Tools
Knowledge Assessment ......................................................... 49
Important/Note!
The Self-Study Program provides you with information

regarding designs and functions.
The Self-Study Program is not a Repair Manual.
For maintenance and repair work, always refer to the
current technical literature.
i
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Introduction
The 4.2L V8-5V Engine
The 4.2L V8-5V engine is new to Volkswagen. • Low-Emission Vehicle (LEV) exhaust
emission standards.
Special features of the 4.2L V8-5V engine
include the following: • Two hot film air mass meters with
integrated air temperature sensors.
• Aluminum block with no liners.
• Single ignition coils with integrated
• Aluminum five-valve cylinder head with
output stages.
roller rockers.
• Two controlled fuel pumps.
• Camshaft adjustment.
• Two electric cooling fans.
• Three-stage variable intake manifold.
Special design features specific to the
• Engine management system,
Touareg application include:
Bosch Motronic ME 7.1.1.
• Special seals to accommodate the
• Water-cooled 190-ampere generator.
Touareg water hazard fording capabilities.
• Crankcase with a large flange pattern.
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• Pressure and purge oil pump for

• Crankshaft with a ten-hole flange. off-road use.
• Oil filter module with integrated oil cooler. • Accessories adapted for fording
• Non-return fuel supply system. water hazards.
• Seven-ribbed poly V-belt drive. • Deep oil sump for operation on steep
and offset grades.
SSP297/101
1
Engine – Mechanics
Development of the V8-5V Engine
Emphasis was placed on the following • Reduction of engine weight.
development objectives: • Increased use of shared components.
• Compliance with future Alloys are used extensively:
exhaust-emission regulations.
• The cylinder heads and oil sump top
• Reduction of fuel consumption. section are made of aluminum.
• Increase in torque and power. • The valve covers are die-cast magnesium
• Improvement of comfort and coated with a thin synthetic material to
convenience. prevent corrosion.
• The cylinder block is aluminum.
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SSP217/055
2
Technical Data – 4.2-Liter V8-5V
Gasoline Engine
lbs-ft Nm hp kW
• Type 369 500 335 250
V8 engine with 90 degree V-angle,
332 450 302 225
five valves per cylinder, and variable
intake and exhaust valve timing 295 400 268 200
• Displacement 258 350 235 175
255 cu in (4172 cm3)
Output
Torque
221 300 201 150
• Bore 184 250 168 125
3.32 in (84.5 mm) 148 200 134 100
• Stroke 111 150 101 75

3.66 in (93.0 mm) 74 100 67 50
• Compression ratio 37 50 34 25
11:1
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0
• Maximum power output 2000 4000 6000
310 bhp (228 kW) @ 6200 rpm Speed (rpm)

SSP297/072
• Maximum torque
302 lbs-ft (410 Nm) @ 3000 to 4000 rpm
• Engine management
Motronic ME 7.1.1
• Firing sequence
1-5-4-8-6-3-7-2
• Fuel type recommendation
Premium unleaded gasoline (91 AKI)
The specified power data is

only possible if 91 AKI fuel is
used. A reduction in power
output must be expected if
lower grade fuel is used.
SSP 217/054
3
Crankcase
The 4.2-liter V8-5V engine crankcase the pistons and piston rings. This means
components embody many of the that conventional cylinder sleeves are
innovations developed for Volkswagen not needed.
engines over the years.
A fully balanced heat treated steel
The cylinder block is cast in crankshaft is used.
hypereutectic alloy of aluminum with
It is forged in a single plane and twisted
a 17% silicon content.
while it is still hot so the rod journals are
Cylinder areas are specially treated to at 90° to each other. This process ensures
etch away the aluminum and expose the the optimum formation of the crankshaft
hard silicon crystals as a bearing surface for counterweights. The counterweights
continue the momentum of the power
strokes from cylinder to cylinder for
smooth engine operation.
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Cold-cracked connecting rods have been

used by Volkswagen since 1995. They are
also used on the 4.2-liter V8-5V engine.
SSP 217/006
The aluminum slipper-skirt pistons are

electroplated with iron, and then thinly
coated with tin. In this way, the pistons and
cylinder bores seat in together during the
engine break-in period to give low-wear
moving surfaces.
Recesses are designed into the tops of
pistons to provide clearance for valves.
Pistons are not interchangeable between
cylinder banks.
SSP 217/002
4
Wide, milled ventilation recesses above the

thrust bearings reduce pumping losses.
The crankshaft bearing caps are cast in
nodular iron for strength and reduce the
expansion of the main bearings in the
aluminum cylinder block when the engine
is hot.
Bolts are also inserted at the sides of
the two front crankshaft bearing caps to
improve running smoothness.
SSP 217/007
The locking mandrel 3242 used for the

V6 engines is also used for locking the
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crankshaft on the V8-5V engines. It is

inserted into the crank web of the fourth
cylinder and is used for basic engine
adjustment and also as a counterhold for
loosening and tightening the central
bolt of the crankshaft.
The fifth cylinder

must be set
to ignition TDC.
SSP 217/009
Marking
The central bolt does not have to be

removed for the vibration damper to
be removed.
The marking indicates the TDC of the
fifth cylinder.
Central Bolt
SSP 217/050
5
Engine Lubrication
The 4.2-liter V8-5V engine lubrication At the rear, a siphon is employed to ensure
circuit includes: the oil supply on steep grades.
• Crankshaft driven oil pump. A duocentric oil pump is driven by the
• Electrical oil level display (a dynamic oil crankshaft via a chain.
pressure monitoring feature is planned The duocentric oil pump extends deep into
for later introduction). the oil sump. The low suction height means
• Oil filter and cooler module with that the oil pressure can build up quickly,
integrated heat exchanger. especially with cold starts.
• Two oil pressure retention valves in the The oil-pressure control valve is located in
engine block. the oil pump housing. The “diverted” oil is
led off to the intake side of the oil pump.
• Crankshaft flange seals at front and rear. This helps optimize the level of efficiency.
Several features that are unique to the There are five oil bores per triple roller
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Touareg application include: rocker. Three oil bores each supply one
• Front crankshaft oil seal is supplemented hydraulic tappet. Two oil bores supply the
by a felt seal ring to accommodate the oil-spray bores integrated in the roller
fording of water hazards. rocker to lubricate the rollers. The oil-spray
bores are only opened when the roller
• Crankcase breather adapted for rockers are actuated. This results in a
off-road use. reduction of the amount of oil required in
To help to maintain proper oil flow under the cylinder head.
extreme driving conditions, the crankcase The Engine Oil Level Sensor G12 functions
breather has been designed for off-road as an information sender for the oil level
use with a feed behind the throttle valve warning display in the instrument cluster.
above the governor valve.
The oil holes in the vent plate which can be
found in the crankcase breather space
between the cylinder heads have been
optimized for uphill and downhill operation.
6
Engine Oil Circuit

(Phaeton Shown, Touareg Similar)
Cylinder Bank 1 Cylinder Bank 2

Restriction Camshaft
Oil
B
Retention B
A Valves A
P
P
Restriction
A A
B B
Spray
Jet
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Valve Restriction
Oil Filter Module
Filter Element Oil Pressure

Control Valve
Oil Cooler
Duocentric
Bypass Valves Oil Sump Oil Pump
Oil Flow (Pressurized)
Oil Flow (Non-Pressurized)
SSP 217/011
7
Touareg Oil Filter Module The oil filter housing provides the mounting
surface for the generator. The generator is
The oil filter module has been especially
mounted high to enhance the vehicle’s
designed for the Touareg application.
fording capability. Both the oil cooler and
The new oil filter housing and oil cooler the generator are cooled by circulating
housing are integrated into a single module engine coolant.
that bolts directly to the engine crankcase
and sits high.
Generator
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Oil Cooler
Housing Oil Cooler
Oil Filter
Housing
SSP217/101
8
Touareg Oil Pan If the upper oil pan drain plug is

The Touareg application of the 4.2-liter not removed during the draining
V8-5V engine has a deep oil pan to ensure procedure, about 0.53 quart
an adequate supply of oil on extreme (0.50 liter) of engine oil will
upslopes and downslopes. remain in the upper oil pan.
The oil pan is a two-piece design comprised

of an upper and lower pan. Engine Oil Level Sensor G12
Total engine oil capacity is approximately The Engine Oil Level Sensor G12 functions
9.5 quarts (9 liters). as an information sender for the oil level
warning display in the instrument cluster.
Oil pan components are sealed with
RTV sealant.
Both the upper and lower oil pans have
their own drain plugs.
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Upper
Oil Pan
Front
Upper Oil Pan Lower

Drain Plug Oil Pan
Lower Oil Pan Engine Oil Level

Drain Plug Sensor G12
SSP297/102
9
Touareg Oil Pump Both pump gears are identical.

The chain-driven duocentric oil pump is a The main oil pump supplies the engine oil
two-stage pump assembly. It consists of a circuit with the necessary amount of oil for
main oil pump combined with a purge lubrication of the engine.
pump with a drain stage.
Viewed from Below

Main Oil Pump
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Front
Pressure Valve
Oil Intake of
Main Oil Pump SSP297/100
10
Touareg purge pump function The sprayed oil drips down into the main
sump in the lower oil pan.
When the vehicle is driven up or down hill,
the oil purge pump (purging stage) draws This assures a constant oil supply to the
oil out of the rear sump in the upper oil pan main oil pump when the vehicle is driven
through an intake line. up or down hills.
The oil purge pump then sprays the oil The main oil pump draws the oil in through
through a spray tube onto the surface of the main oil intake and pumps it through
the oil pump housing. the engine block supply line to feed the
engine lubrication system.
Viewed from Below
Spray Surface
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for Purged Oil
Oil Supply Line

to Engine Block
Oil Pump Spray Tube from
Drive Shaft Purging Stage
Oil Intake of
Main Oil Pump SSP297/100R
Purge Pump
Front Oil Intake Line
Viewed from Above
Main Oil Pump
Purge Pump Rear Oil Sump

in Upper Oil Pan SSP297/099
11
Engine Cooling Circuit
The engine coolant flows from the rear of The flow direction of the coolant is similar
the cylinder heads into a common rear to that of V6 engines.
coolant pipe. From there coolant is routed
to the radiator.
Heat Exchanger/Valve Unit

Engine Coolant
Temperature
Sensor G62
Coolant Pipe
(Return for Heater,
Oil Cooler and
Expansion Tank)
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Expansion Tank
Return from
Oil Cooler
Breather Pipe
Water-Cooled
Generator
Oil Cooler
Housing
Check Valve
Coolant Fan Control

Supplemental Coolant Thermal Switch F18/F54
Pipe to Cylinder Head (Hidden)
(Small Cooling Circuit)
Additional Engine Coolant
Coolant Pump Temperature
Sensor G2 SSP 217/015
12
A supplemental coolant pipe to the cylinder

head provides alternate coolant flow for the
small cooling circuit.
Coolant Pipe
(Return for Heater,
Oil Cooler and Supplemental Coolant
Expansion Tank) Pipe to Cylinder Head
(Small Cooling Circuit)
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To Expansion Tank
Coolant Supply for Oil Cooler Return

Heat Exchanger
To Vehicle
Radiator Inlet
To Expansion Tank
Engine Coolant
Temperature
Coolant Return From Sensor G62
Heat Exchanger
Coolant Pipe (Rear) SSP 217/016
13
Coolant Flow in the Cylinder Head

and Crankcase
Coolant Passages Supplemental Coolant Pipe The coolant passage connection in the
cylinder head to the water jacket in the
cylinder crankcase is split.
The coolant from the rear coolant pipe is
divided by the supplemental coolant pipe
to the cylinder head (mixture from all
cylinders) and then passes through the
SSP 217/019
cylinder head to the two holes which lead
off to the coolant thermostat.
This ensures uniform temperature control.
The cylinder head connects the coolant
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pipe to the two holes leading off to the

coolant thermostat.
Supplemental
Coolant Pipe
Coolant
Thermostat
From
Radiator
To Coolant Pump Coolant Pipe (Return for Heater,

Oil Cooler, and Expansion Tank)
SSP 217/017
14
Cylinder Head
Five-Valve Technology The rockers are made of die-cast aluminum
in order to keep inertia forces as low as
Five-valve technology is used in the 4.2-liter
possible. As a result, the valve train is able
V8-5V engines.
to function reliably at high rpm.
Roller rockers are used in the enhanced
The use of roller rockers has not only
five-valve cylinder head. This considerably
meant a considerable reduction in frictional
reduces frictional losses in the valve train
losses in the valve train, but has also halved
which, in turn, significantly improves
the oil delivery rate in the cylinder heads.
efficiency.
This also has a positive effect on the
degree of efficiency.
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SSP 217/020
15
Exhaust Valve Roller Rockers The single cam actuates the rocker by
means of a roller located between the
Every valve has a hydraulic valve lifter
rocker arms.
which is integrated in the rocker. The
rockers are supported by a spindle shaft
which is also used to supply oil to the The individual hydraulic valve
bearings and the hydraulic valve lifters. lifters can be replaced without
The two exhaust valves are actuated by a removing the rockers.
twin roller rocker.
Single Cam
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Twin Roller
Rocker
Roller SSP 217/023
Located
Between
Rocker Arms
Oil Spray
Spindle Shaft,
Hole (Hidden)
Also Used
to Supply Oil
Oil Spray Hole
Exhaust Valve 20.2°
SSP 217/022
16
Intake Valve Roller Rockers A double cam actuates the rocker with two
The three intake valves are actuated by a rollers between the rocker arms.
triple roller rocker.
Double Cam
Hydraulic Valve Lifter

with Slide Pad
(Hydraulic Valve Tappet)
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Spindle
Shaft
Oil Duct
SSP 217/025
Triple Roller Rocker
Intake
Valve 2
14.9°
Intake Valves
1 and 3
21.6°
SSP 217/024
17
Tolerance Compensation For the sake of clarity, the

for Intake Triple Roller Rocker tolerance of the spindle shaft
relative to the camshaft has
To ensure uniform compression between
been greatly exaggerated in
the two cams and rollers of the roller
the illustration.
rockers, the spindle shaft of the intake
roller rocker is convex in shape in
order to compensate alignment and
component tolerances.
Cams
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Camshaft Axis
Cylinder Head
Spindle Shaft Spindle Shaft

Axis (Target) Axis (Actual)
Rollers
SSP 217/021
18
Camshaft Adjuster (Cylinder Bank 1)

The camshaft adjustment system, a feature On the 4.2-liter V8-5V engines, an interlock
of many Volkswagen engines, is also used function and an oil reservoir are a part of
in the 4.2-liter V8-5V engine. the system.
When the engine is turned off, no oil This prevents vibrations in the chain
pressure is applied to the chain tensioner drive that could cause noise during the
and camshaft adjuster. start phase.
Tensioning Piston Oil Reservoir
Chain Tensioner
Slide Pad
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Valve 1 for Camshaft

Adjustment N205
Hydraulic Cylinder with

Switching Piston
Adjuster Piston
Slide Pad Adjuster
Locking Pins for

Starting Phase
SSP 217/026
19
In the following illustrations,

Lubrication and Locking Pin cylinder bank 1 is shown.
Breather Hole Cylinder bank 2 works the
same way.
Oil Reservoir
Oil Supply
Engine Off
A
If there is no oil pressure, a spring-loaded
Oil Return
locking pin is pushed into the detent slot of
B
the adjusting piston. The adjusting piston
is then locked.
Adjusting
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BB A
A Piston
Control Ducts SSP 217/027
Retard Setting Engine Start

(Basic and Power Setting)
The adjusting piston is locked until
sufficient oil pressure has built up. This
prevents vibrations in the chain drive and,
therefore, noise generation.
A
B
The camshaft adjuster
is locked in the
“retard“ position.
B A SSP 217/028
20
Engine Running
Advance Setting
Once a defined oil pressure has been (Torque Setting)
reached, it acts on the surface of the
locking pin, against the resistance of
the spring.
The locking pin releases the adjusting A
piston so that the engine control
module can adjust the timing in the B
“advance“ direction.
Oil Reservoir
The oil reservoir ensures that the pressure B A SSP 217/029
chamber of the tensioner piston is filled

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during the non-pressurized phase of the

starting cycle. This also reduces noise
when the engine is started.
A hole in the top of the oil reservoir
allows air to escape and supplies the
chain with oil.
Toothed-Belt Drive Stabilizing Roller

The 4.2-liter V8-5V engine toothed-belt
drive is nearly identical to that of the
V6-5V engine. The V8-5V engine has a
stabilizing roller.
Eccentric Roller
SSP 217/038
21
Coating Cylinder Head Gasket

The 4.2-liter V8-5V engine has a multi-layer
metallic cylinder head gasket like those
used in the 4- and 6-cylinder engines.
The multi-layer gasket is comprised of three
individual metallic layers.
The two outermost layers are treated with
a special coating.
This design has the following advantages:
SSP 217/056
• Very good settling behavior.

• Improved durability.
Cylinder Head Cover Seal
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The thin-wall cylinder head covers are

made of a die-cast magnesium alloy. A seal
system that isolates the cylinder head
cover from the cylinder head reduces
engine noise.
The bolted connections of the cylinder head
cover have decoupling elements.
A seal, which is similar to a radial shaft oil
seal, is used for the spark plug shaft.
These techniques result in the cylinder
head cover not being directly coupled
with the cylinder head. It is, therefore,
“insulated“ against vibrations generated by
the engine.
22
Cylinder Head Cover

Decoupling Element (Long)
Spacer Sleeve
Seal
Cylinder
Head Cover
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Profiled
Rubber
Grommet
Cylinder Head
Cover Seal
Spacer Sleeve
Decoupling Element (Short) SSP 217/040
12 6 4 8 10
The securing bolts must be
tightened uniformly in the 2
1
specified order. This prevents
distortion of the cylinder head
cover and ensures that the
seal is completely air tight.
It also helps prevent oil leaks. 9 7 3 5 11
SSP 217/043
23
Exhaust Manifold
The exhaust pipes of the individual This effectively protects the individual
cylinders are assembled in a cloverleaf cylinders against annoying exhaust
configuration for each cylinder bank vibrations which, in turn, has a positive
(four-in-one arrangement). effect on engine torque characteristics.
Manifold Flange
(Left-Hand Cylinder Bank)
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Connection
for Front
Exhaust Pipe
Outer Shell
Individual Pipes
Shaped for Internal
High Pressure
Cloverleaf
Arrangement
SSP 217/036
24
Accessory Belt Drive
To accommodate the water fording The 190-ampere water-cooled generator is
capability of the Touareg, the accessory mounted high.
belt drive for the 4.2-liter V8-5V engine A single poly-V-ribbed belt drives all the
is designed for optimal position of belt-driven accessories. Drive belt tension
the accessories. is maintained with an idler wheel on one
The air conditioning compressor is side and a mechanically damped automatic
mounted above the power steering pump. tensioner on the other.
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Air Conditioning
Compressor
Power
Water-Cooled
Steering
Generator
Pump
Oil Filter Idler Wheel

Automatic
Tensioner
SSP217/107
25
Engine – Variable Intake Manifold
Three-Stage Variable Air Intake
Intake Manifold
The 4.2-liter V8-5V engine uses a dual
Mass Air Flow Mass Air Flow air intake system to feed the three-stage
Sensor 2 G246 Sensor G70
variable intake manifold.
This system includes air intake through two
air cleaners with two hot film air mass
meters, one mounted downstream of each
air cleaner on either side of the engine:
• Mass Air Flow Sensor G70
• Mass Air Flow Sensor 2 G246
SSP217/105
Intake Manifold Module

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Increasing torque by means of variable

intake manifolds is a Volkswagen tradition.
A three-stage variable intake manifold
made of a die-cast magnesium alloy, a
further development of previous concepts,
is being used.
Intake Manifold
Flap, Stage 3
Intake Air Inlet
(Hidden)
Vacuum Unit
Intake Manifold
Flap, Stage 3
Holders for
Injectors
Intake Manifold Flap,

Stage 2 (Open)
Vacuum Unit Resonance Tube,

Intake Manifold Cylinder 5
Flap, Stage 2 (Intake Side) SSP 217/031
26
The variable intake manifold consists of

four principal housing components which
are bonded and bolted together.
The concept uses two intake manifold flaps
to produce three different intake manifold
lengths (“resonance tube lengths“).
To utilize the pulsations to optimum effect,
the intake manifold flaps close the
resonance tube openings by means of a
molded-on sealing lip.
The variable intake manifold must

not be dismantled. If necessary,
the entire assembly must be
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replaced as a unit.
SSP 217/030
27
Intake Manifold Intake Manifold Operating Stages

Flap Stage 3 Flap Stage 2
Stage 1
Lower Speed Range
When the engine is turned off, both flaps
are open.
If the engine is idling, the two vacuum
units are evacuated by the appropriate
intake manifold changeover solenoid
valves. The intake manifold flaps are,
therefore, closed between the idling
speed and the switching speed.
SSP 217/032
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Stage 2
Middle Speed Range
In the middle speed range, the Intake
Manifold Changeover Valve N156 allows
atmospheric pressure into the vacuum
unit of the stage 3 intake manifold flap.
The stage 2 intake manifold flap is opened
and the intake path is shortened.
SSP 217/033
Stage 3
Upper Speed Range
In the upper speed range, the stage 3
intake manifold flap is also opened.
The intake air takes the shortest path
to the combustion chamber.
SSP 217/034
28
Effect of Variable Intake
Manifold on Torque
Since the maximum torque across the Depending on the engine speed,
speed range depends primarily on appropriate “resonance tube lengths“ are
the length and cross section of the intake available for the lower, middle and upper
manifold, the new three-stage variable speed ranges.
intake manifold comes closest to producing The illustration explains the correlation
the optimum characteristic torque curve between the length/cross section of the
across the speed range. intake manifold and engine speed and
shows the characteristic torque curve
produced by the three stages.
lbs-ft Nm
369 500
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295 400
Torque
221 300
148 200
0 1500 3000 4500 6000 7500
3360 5200
Speed (rpm)
Lower Full Throttle (Stage 1)

Middle Full Throttle (Stage 2)
Upper Full Throttle (Stage 3)
SSP 217/035
29
Vacuum Reservoirs
The vacuum required to control the If a vacuum exists in the intake manifold,
variable intake manifold and the secondary the reservoirs are evacuated via a
air system is provided by vacuum reservoirs non-return valve.
located beneath the left front headlight.
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SSP 217/ 051
30
Secondary Air Injection

Solenoid Valve N112
Vacuum Unit,
Stage 3
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Non-Return Valve
From Vacuum
Reservoir
Intake Manifold Intake Manifold

Tuning Valve 2 N261 Changeover Valve N156
Vacuum Unit,
Stage 2
SSP 217/052
31
Engine – Secondary Air System
Secondary Air System Overview
Because of high mixture enrichment The catalytic converter cannot process this
during the cold-start and warm-up phase, high proportion of hydrocarbons because:
an increased proportion of unburned • The required operating temperature
hydrocarbons exists in the exhaust gas of the catalytic converter has not yet
during this time. been reached.
• A stoichiometric mixture (14.7 : 1
air-fuel ratio) must exist to allow
complete conversion.
J220
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G70
N112
A
G108
G62
G39
B
V101
G246
J299
SSP 217/ 042
32
Air injection downstream of the outlet valves The secondary air system consists of:
causes oxygen enrichment of the exhaust
• Secondary Air Injection Pump Motor V101
gases. As a result, the hydrocarbons and the
carbon monoxide undergo post-oxidation • Two combination valves A and B for
(afterburning). The thermal energy released cylinder banks 1 and 2
during this process also heats up the • The Secondary Air Injection Solenoid
catalytic converter so that it reaches its Valve N112
operating temperature more quickly.

Solenoid Valve N112
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Combination Valve
Cylinder Bank 2
Connection for Fresh Air

from Secondary Air Injection Combination Valve
Pump Motor V101 Cylinder Bank 1
Vacuum from Engine
Control Line (Vacuum or Atmospheric Pressure

from Secondary Air Injection Solenoid Valve N112)
Fresh Air from Secondary Air

Injection Pump Motor V101 SSP 217/001
33
To Vacuum Component Function

Reservoir
Solenoid Valve N112
The Secondary Air Injection Solenoid Valve
N112 is an electro-pneumatic valve. It is
activated by the Motronic Engine Control
Atmosphere
To Module J220 and controls the combination
Combination valve. It releases the vacuum stored
Valves in the reservoir to open the combination
Energized
valve. Atmospheric pressure is released
Not Energized SSP 207/016
to close the combination valve.
Fresh Air from

Pump Motor V101
Combination Valve
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Valve Open
The combination valve is bolted to the
secondary air duct of the cylinder head.
The vacuum from the Secondary Air Injection
Solenoid Valve N112 causes the air channel
between the Secondary Air Injection Pump
Vacuum in
Control Line
Motor V101 and the secondary duct of the
from Secondary cylinder head to open.
Air Injection
Solenoid Valve
To Secondary N112
Air Duct SSP 207/019
Valve Closed
When closed, the valve prevents hot
exhaust gases from entering and then
damaging the Secondary Air Injection
Pump Motor V101.
Atmospheric
Pressure in
Control Line
from Secondary
Air Injection
Solenoid Valve
N112
Exhaust Gas SSP 207/018
34
Pump Motor V101
The Secondary Air Injection Pump Relay The Secondary Air Injection Pump Relay
J299 activated by the Motronic Engine J299 and the Secondary Air Injection
Control Module J220 connects the power Solenoid Valve N112 are activated
supply for the Secondary Air Injection Pump simultaneously.
Motor V101. The fresh air is drawn from The system is turned off after a defined air
the air filter housing by the Secondary Air mass has been drawn in by the engine
Injection Pump Motor V101 and released by (information from the two mass air flow
the combination valve. sensors). At idling speed, this occurs after
The secondary air system is active at approximately 60 to 90 seconds.
coolant temperatures between 32°F and
131°F (0°C and 55°C).
Air Filter Housing

The Touareg configuration
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is shown.

Pump Motor V101
To Combination Valve
SSP/217/049
35
Engine Management
Motronic ME 7.1.1 System Overview
Barometric Pressure
Sensors Sensor F96
(Integrated in ECM)
Mass Air Flow Sensor G70
Motronic Engine
Control Module J220
Mass Air Flow Sensor 2 G246
Engine Speed Sensor G28
Camshaft Position Sensor G40 (Bank 2)

Camshaft Position Sensor 2 G163 (Bank 1)
Heated Oxygen Sensors G39 and G108;

G130 and G131
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Throttle Valve Control Module J338 with Angle

Sensors (1) G187 and (2) G188 for Throttle Valve
Drive (Power Accelerator Actuation) G186 Steering Angle
Sensor G85
Engine Coolant Temperature Sensors G2 and G62
Knock Sensors (Bank 1) G61 and (Bank 2) G66

ABS Control Module
with EDL/ASR/ESP J104
Sender -1- for Accelerator Pedal Position G79 and
Sender -2- for Accelerator Pedal Position G185
Transmission
Control Module J217
Brake Light Switch F and Brake Pedal Switch F47
Instrument Cluster
Additional Signals Combination
• Air Conditioner Requirement Signal Processor J218
• Air Conditioner Compressor, Bidirectional
• Crash Signal
• Cruise Control Switch E45
• LDP Vacuum Switch
• Vehicle Speed Sensor Signal
A/C Control Head E87
36
Engine Management
Actuators
Fuel Pump Relay J17 and Fuel Pump G6
Fuel Injectors (Bank 1) N30, N31, N32, N33
Fuel Injectors (Bank 2) N83, N84, N85, N86
Ignition Coils N (Cyl. 1), N128 (Cyl. 2), N158 (Cyl. 3),
N163 (Cyl. 4)
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Ignition Coils N164 (Cyl. 5), N189 (Cyl. 6),

N190 (Cyl. 7), N191 (Cyl. 8)
EVAP Cansiter Purge Regulator Valve N80
Secondary Air Injection Pump Relay J299 and

Secondary Air Injection Pump Motor V101
Secondary Air Injection Solenoid Valve N112

16-Pin Connector
(Diagnosis Connection) T16 Throttle Valve Control Module J338 with
Throttle Drive (Power Accelerator Actuation) G186
Valves for Camshaft Adjustment (Bank 1) N205

and (Bank 2) N208
Intake Manifold Changeover Valve N156

Intake Manifold Tuning Valve N261
Oxygen Sensor Heaters Z19 and Z28; Z29 and Z30
Additional Signals
• Air Conditioner Compressor (Out)
• LDP Reed Switch
SSP 217/046
37
Engine Management
Functional Diagram —
Motronic ME 7.1.1
Components
A Battery N Ignition Coil
N30 Cylinder 1 Fuel Injector
D Ignition/Starter Switch
E45 Cruise Control Switch N32 Cylinder 3 Fuel Injector
F Brake Light Switch
N80 Evaporative Emissions Canister Purge
F47 Brake Pedal Switch
Regulator Valve
(For Cruise Control System)
G2 Engine Coolant Temperature Sensor N84 Cylinder 6 Fuel Injector
G3 Engine Coolant Temperature Gauge N85 Cylinder 7 Fuel Injector
G6 Fuel Pump N86 Cylinder 8 Fuel Injector
G28 Engine Speed Sensor N112 Secondary Air Injection Solenoid Valve
G39 Heated Oxygen Sensor N128 Ignition Coil 2
G40 Camshaft Position Sensor N156 Intake Manifold Change-Over Valve
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G61 Knock Sensor 1 N158 Ignition Coil 3

G62 Engine Coolant Temperature Sensor N163 Ignition Coil 4
G66 Knock Sensor 2 N164 Ignition Coil 5
G70 Mass Air Flow Sensor N189 Ignition Coil 6
G79 Sender -1- for Accelerator Pedal Position N190 Ignition Coil 7
G108 Heated Oxygen Sensor 2 N191 Ignition Coil 8
G130 Oxygen Sensor, Behind Three Way N205 Valve 1 for Camshaft Adjustment
Catalytic Converter N208 Valve 2 for Camshaft Adjustment
G131 Oxygen Sensor 2, Behind Three Way N261 Intake Manifold Changeover Valve 2
Catalytic Converter
P Spark Plug Connector
G163 Camshaft Position Sensor 2
G185 Sender -2- for Accelerator Pedal Position Q Spark Plugs
G186 Throttle Drive (Power Accelerator Actuation)
S Fuse
G187 Angle Sensor -1- for Throttle Drive
ST Fuse Holder
(Power Acclerator Actuation)
S204 Fuse 1 (30)
G188 Angle Sensor -2- for Throttle Drive
(Power Acclerator Actuation) T16 16-Pin Connector (Diagnostic Connection)
G246 Mass Air Flow Sensor 2
V101 Secondary Air Injection Pump Motor
J17 Fuel Pump Relay
Z19 Oxygen Sensor Heater
J220 Motronic Engine Control Module
Z28 Oxygen Sensor 2 Heater
J299 Secondary Air Injection Pump Relay
Z29 Oxygen Sensor Heater
M9 Left Brake Light Z30 Oxygen Sensor 2 Heater
M10 Right Brake Light
38
Engine Management
30 30
15 15
X X
J17
X X
30 15
S204 S1 S2 S3 ST4 D S117 S130 S ST3 ST4 ST2

S116 S6 S10 S9
T16
CAN - BUS H
CAN - BUS L
Z Y
E45
F47 F 1 2 3
J299
N156 N261 N112 N205 N208 N80
N30 N31 N32 N33 N83 N84 N85 N86

M9
M V101
M10
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+ 31
A J220
- -+ -+ - - - - + -+ - - +
Y Y Z Z G3
N N128 N158 N163 N164 N189 N190 N191

+ +
λ λ λ λ
M M
ml m
G70 G246 G39 G108 G130 G131 G79 G185
G6 G188 G187 G186 G163 G40 G28 G66 G61
G2 G62
Z19 Z28 Z29 Z30
P P P P P P P P
Q Q Q Q Q Q Q Q
31 31
SSP217/044
Additional Signals and Connections Color Coding

1 Crash Signal (In) from CAN-BUS L Input Signal
Airbag Control Module Connection to Data Bus
CAN-Bus H Output Signal
2 Air Conditioner Requirement Signal (In) Positive
X
3 Air Conditioner Compressor Signal (In-Out) Ground
Y Connection in Functional Diagram
Bidirectional
Z
39
Engine Management
Fuel Injection System
The 4.2-liter V8-5V gasoline engine Fuel is fed to both sides of the common
uses a common fuel rail and central fuel fuel rail at the center of each cylinder bank
supply in a non-return system. for distribution directly to the center of each
fuel injector.
Fuel is supplied under pressure by two
controlled fuel pumps located in the Three-jet fuel injectors are located in the
fuel tank. intake manifold near the intake valves at
each cylinder.
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Central Fuel Supply
Central Fuel Supply Common Fuel Rail
Three-Jet Fuel Injector

SSP217/106
40
Engine Management
Quick-Start Functions
Camshaft Position Sensors
As with the V6-5V engines, the V8-5V
engines also have two sensors for
determining the position of the camshaft:
• Camshaft Position Sensor G40
• Camshaft Position Sensor 2 G163
The sender system with “quick-start rotor
ring“ used in the four-cylinder five-valve
engines is implemented here as well.
The quick-start rotor ring is a shutter wheel
with four alternating vanes and air gap
openings — two wide and two narrow.
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When an air gap is in the pickup range, the

sensor is subjected to a greater magnetic
field and the signal output is high. When a
rotor vane is in the sensor pickup range,
the signal output is low. SSP 217/053
The alternating vanes and air gaps pass the

Hall sensor in a sequence that produces a
distinctive pulse width pattern for each 90°
of camshaft rotation as the magnetic field is
interrupted by the rotor vanes.
This distinctive signal pattern from
Camshaft Position Sensor G40 is used
together with input from Engine Speed
Sensor G28 by the Motronic Engine Control
Module J220 to determine the camshaft
position relative to the crankshaft
more quickly.
41
Engine Management
When the engine is started , the Motronic starts more quickly (synchronization with
Engine Control Module J220 can thus the first cylinder is no longer necessary).
determine the ignition TDC of the next This is referred to as quick-start
cylinder more quickly so that the engine synchronization or the quick-start function.
Signal trace for Engine Speed Sensor G28

and Camshaft Position Sensor G40 Using
Oscilloscope Function of VAS 5051 Automatic Mode
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G40
5 V/Division
G28
10 ms/Division
Sensor Wheel TDC of 1st Cylinder
*Software Reference Mark
66° Before TDC of 1st Cylinder SSP 217/062
*The software reference mark is the point from

which the Motronic Engine Control Module J220
begins its calculations to determine the ignition
point. It is about one tooth after the hardware
reference mark, which is approximately 66˚ to 67˚
of crankshaft rotation before ignition TDC of the
first cylinder.
42
Engine Management
The Camshaft Position Sensor 2 G163 is Engine Run-Down

used to monitor camshaft adjustment The Motronic Engine Control Module J220
and to generate a substitute signal if the remains active for a defined time after the
Camshaft Position Sensor G40 fails. ignition has been turned off and, with the aid
of the Engine Speed Sensor G28, monitors
The Camshaft Position the engine as it slows to a standstill.
Sensor G40 is mounted to The position of the engine mechanical
cylinder bank 2. components (position of the next cylinder
The Camshaft Position at ignition TDC) is stored and is available
Sensor 2 G163 is mounted the next time the engine is started.
to cylinder bank 1. The ME 7.1.1 can immediately begin
injection and has a fuel mixture ready,
which results in faster starting.
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Signal trace of Engine Speed Sensor G28,

Camshaft Position Sensor G40 and
Camshaft Position Sensor 2 G163 Automatic Mode
10 V/Division
G163
G40
1 5 4 8 6 3 7 2
5 V/Division
G28
T
20 ms/Division SSP 217/061
43
Engine Management
Electronic Throttle Function
Accelerator Pedal Module
No separate switch is used to provide If the driver activates the kickdown, the
kickdown information. In the case of full-throttle voltage of the accelerator pedal
automatic-transmission vehicles, the position senders is exceeded. If a voltage
accelerator pedal stop is replaced defined in the engine control module is
by a pressure element. The pressure reached, this is interpreted as a kickdown
element generates a mechanical and the information is sent to the automatic
pressure point which gives the driver the transmission via the CAN data bus. The
“kickdown feeling.“ kickdown switching point can only be
tested using Vehicle Diagnosis, Test and
Information System VAS 5051.
Kickdown
Accelerator Pedal Travel Range
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5,0
5.0
G79
Signal Voltage (V)
G185
00
20% 40% 60% 80% 100%
Accelerator Pedal
Driver Torque Range Final Stop
Full-Throttle Stop
(Mechanical)
SSP 217/060
If the accelerator pedal module or

the Motronic Engine Control
Module J220 is changed, you will
need to perform the adaptation
function using the VAS 5051.
44
Service
Special Tools
A number of new special tools are required
for repairing the V8-5V engine.
Thrust Pad for Crankshaft Oil Seal

Order No. T40007
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SSP 213/007
Tensioning Roller Spanner

Order No. T40009
SSP 213/008
Camshaft Retainer
Order No. T40005
SSP 213/009
45
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46
Notes
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47
Notes
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48
Notes
Knowledge Assessment
An on-line Knowledge Assessment (exam) is available for this Self-Study Program.
The Knowledge Assessment may or may not be required for Certification.
You can find this Knowledge Assessment at:
www.vwwebsource.com
From the vwwebsource.com Homepage, do the following:
– Click on the Certification tab

ProCarManuals.com
– Type the course number in the Search box
– Click “Go!” and wait until the screen refreshes
– Click “Start” to begin the Assessment
For Assistance, please call:
Certification Program Headquarters
1 – 877 – CU4 – CERT

(1 – 877 – 284 – 2378)
(8:00 a.m. to 8:00 p.m. EST)
Or, E-Mail:
Comments@VWCertification.com
49
ProCarManuals.com
ProCarManuals.com
Volkswagen of America, Inc.

3800 Hamlin Road
Auburn Hills, MI 48326
Printed in U.S.A.
June 2003

The Volkswagen 4.2-Liter V8-5V Engine Design and Function: Self-Study Program Course Number 89S303

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The Volkswagen 4.2-Liter V8-5V Engine Design and Function: Self-Study Program Course Number 89S303

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The Volkswagen

4.2-Liter V8-5V Engine

©2003 Volkswagen of America, Inc.

All rights reserved. All information contained

intellectual property rights of Volkswagen of

All requests for permission to copy and

Always check Technical Bulletins and the

Trademarks: All brand names and product

Engine – Mechanics .................................................................. 2

Engine – Variable Intake Manifold ......................................... 26

Engine – Secondary Air System ............................................ 32

Engine Management ............................................................... 36

Knowledge Assessment ......................................................... 49

The Self-Study Program provides you with information

• Pressure and purge oil pump for

• Displacement 258 350 235 175

255 cu in (4172 cm3)

• Bore 184 250 168 125

3.32 in (84.5 mm) 148 200 134 100

• Stroke 111 150 101 75

310 bhp (228 kW) @ 6200 rpm Speed (rpm)

The specified power data is

Cold-cracked connecting rods have been

The aluminum slipper-skirt pistons are

Wide, milled ventilation recesses above the

The locking mandrel 3242 used for the

crankshaft on the V8-5V engines. It is

The fifth cylinder

The central bolt does not have to be

Engine Oil Circuit

Cylinder Bank 1 Cylinder Bank 2

Oil Filter Module

Filter Element Oil Pressure

Touareg Oil Pan If the upper oil pan drain plug is

The oil pan is a two-piece design comprised

Upper Oil Pan Lower

Lower Oil Pan Engine Oil Level

Touareg Oil Pump Both pump gears are identical.

Viewed from Below

Viewed from Below

for Purged Oil

Oil Supply Line

Viewed from Above

Main Oil Pump

Purge Pump Rear Oil Sump

Heat Exchanger/Valve Unit

Coolant Fan Control

A supplemental coolant pipe to the cylinder

Coolant Supply for Oil Cooler Return

Coolant Flow in the Cylinder Head

pipe to the two holes leading off to the

To Coolant Pump Coolant Pipe (Return for Heater,

Roller SSP 217/023

Oil Spray Hole

Exhaust Valve 20.2°

Hydraulic Valve Lifter

Triple Roller Rocker

Tolerance Compensation For the sake of clarity, the

Spindle Shaft Spindle Shaft