Audi CGLD Specifications
| Engine Model: Audi CGLD |
| Engine Type: 4-cycle 4-cylinder DOHC 16-valve turbocharged liquid-cooled diesel |
| Total Displacement: 120.1 cu.in (1.96 L) |
| Rated Engine Power: 161 Hp (120 kW) at 4200 rpm |
| Fuel System Type: Common rail direct injection |
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The Audi CGLD is a 2.0-liter, four-cylinder common rail
diesel engine from the EA189 generation, designed exclusively for longitudinal
chassis layouts. Introduced in the early 2010s, this powerplant was positioned
as a high-efficiency variant, often designated under the “TDIe” suffix,
prioritizing fuel economy and reduced emissions without compromising everyday
drivability.
Producing 163 PS (120 kW), the CGLD features a variable turbine geometry
turbocharger and a high-pressure common rail system operating at 1800 bar. It
represents a mature evolution of Volkswagen Group’s diesel technology, balancing
robust low-end torque with compliance for Euro 5 emission standards.
Engine Code: CGLD
Displacement: 1968 cc (120.1 cu.in)
Configuration: Inline 4-cylinder
Valvetrain: DOHC, 4 valves per cylinder, 16 valves total
Bore x Stroke: 81.0 mm x 95.5 mm (3.19 in x 3.76 in)
Compression Ratio: 16.0:1
Induction: Turbocharger with variable turbine geometry
Fuel System: Common rail direct injection, maximum pressure 1800 bar (26,107
psi)
Camshaft Drive: Toothed timing belt
Maximum Power Output: 120 kW (163 PS / 161 hp) at 4200 rpm
Maximum Torque: 380 Nm (280 lb-ft) from 1750 to 2500 rpm
Emission Standard: Euro 5
Engine Management: Bosch EDC17CP20 or similar
Idle Speed: 780-820 rpm
Maximum Engine Speed: 5000 rpm
The cylinder block is constructed from gray cast iron,
selected for its structural rigidity, vibration damping characteristics, and
resistance to thermal and mechanical fatigue under diesel combustion pressures
exceeding 180 bar (2610 psi). The closed-deck design incorporates integrally
cast iron liners machined to a plateau-honed finish, ensuring optimal piston
ring seating and minimal oil consumption.
The block features a deep-skirt configuration extending below the crankshaft
centerline, reinforced with transverse bulkheads at each main bearing journal.
Five main bearings support the crankshaft, utilizing steel-backed aluminum shell
bearings with a diameter of 58 mm (2.28 in). The cylinder block height measures
235 mm (9.25 in) from the crankshaft centerline to the deck surface. A
bedplate-style lower crankcase, cast from aluminum alloy, bolts to the block to
form a rigid lower structure, enhancing torsional stiffness and reducing noise,
vibration, and harshness.
The cylinder head is manufactured from cast aluminum
alloy (AlSi9Cu3) and employs a cross-flow architecture to maximize volumetric
efficiency. The dual overhead camshaft arrangement positions the intake camshaft
on the intake side and the exhaust camshaft on the exhaust side, with each
camshaft supported by five bearing caps. The valvetrain incorporates roller
finger followers with integrated hydraulic lash adjusters, eliminating
maintenance requirements for valve clearance adjustments. Valve diameters are
31.5 mm (1.24 in) for intake and 27.5 mm (1.08 in) for exhaust.
Intake valves feature a chrome-nitride coating for wear resistance, while
exhaust valves are sodium-filled to conduct heat away from the valve head into
the coolant passages. Valve stem diameters measure 6 mm (0.236 in). The cylinder
head gasket is a multi-layer steel design comprising three layers with a total
compressed thickness of 1.5 mm (0.059 in). Cylinder head bolts are
torque-to-yield type, requiring a tightening angle beyond the initial torque
specification.
The fuel system is a Bosch common rail direct injection
architecture operating at a maximum pressure of 1800 bar (26,107 psi). A
high-pressure pump, designated CP4.1, is driven by the timing belt and supplies
fuel to the common rail accumulator mounted transversely on the cylinder head.
The CP4.1 pump incorporates a single plunger with a radial piston arrangement
and delivers fuel flow rates up to 200 liters per hour (52.8 gal/h).
Piezoelectric injectors, positioned centrally within the combustion chamber,
enable up to five discrete injection events per combustion cycle. These events
include pre-injection for noise reduction, main injection for power delivery,
and post-injection phases for diesel particulate filter regeneration. Injector
nozzles feature seven orifices with a diameter of 0.125 mm (0.0049 in) each,
producing a finely atomized spray pattern.
The fuel rail pressure sensor and pressure control valve maintain precise
pressure regulation across all operating conditions. A fuel temperature sensor
integrated into the high-pressure pump provides data to the engine control unit
for timing adjustments. The low-pressure fuel system operates at 4.5 bar (65
psi) and includes a fuel cooler located near the chassis fuel tank.
The lubrication system employs a variable-displacement
vane-type oil pump mounted within the oil pan, driven by a chain from the
crankshaft. The pump adjusts its output based on engine speed, load, and oil
temperature to reduce parasitic losses, with displacement ranging from 13 to 35
liters per minute (3.4 to 9.2 gal/min) depending on demand. The oil pump
generates a maximum pressure of 4.5 bar (65 psi), regulated through a control
valve actuated by the engine management system.
A full-flow oil filter with an integrated bypass valve is located on the front
of the cylinder block, featuring a replaceable filter element. The oil cooler, a
plate-and-fin heat exchanger, is mounted between the oil filter housing and the
cylinder block, utilizing engine coolant to stabilize oil temperature.
Oil jets integrated into the crankcase direct oil to the underside of each
piston crown for cooling during high-load operation. The engine oil capacity,
inclusive of the filter, is 5.0 liters (5.3 qt). Mandatory oil specification is
VW 507 00, a low-ash formulation required to prevent diesel particulate filter
contamination, with viscosity grades of 5W-30 or 0W-30 specified for all
operating conditions.
The cooling system operates with a pressurized design
rated at 1.4 bar (20.3 psi) and utilizes a cross-flow radiator with an aluminum
core and plastic end tanks. A map-controlled electric thermostat, integrated
into the coolant pump housing, actively regulates coolant temperature between
85°C and 105°C (185°F to 221°F) based on engine operating conditions.
The coolant pump is a mechanical, belt-driven unit incorporating a swirl-vane
design to minimize cavitation. System capacity totals 8.0 liters (8.5 qt)
inclusive of the expansion tank, heater core, and oil cooler circuits. The
specified coolant is G12++ or G13, a silicate-free, organic acid technology
formulation based on ethylene glycol.
An electric auxiliary coolant pump, rated at 50 W, continues circulation after
engine shutdown to dissipate heat from the turbocharger and exhaust gas
recirculation cooler. The cooling fan assembly consists of a dual-speed electric
fan with a power rating of 400 W, controlled by pulse-width modulation from the
engine control unit based on coolant temperature, air conditioning pressure, and
vehicle speed.
The exhaust gas recirculation system utilizes a
high-pressure cooled EGR circuit, diverting exhaust gases upstream of the
turbocharger through a dedicated cooler before reintroduction into the intake
manifold. The EGR cooler is a stainless steel, water-cooled unit with an
integrated bypass valve to accelerate engine warm-up. The diesel particulate
filter is integrated into the exhaust manifold assembly, forming a close-coupled
configuration that enables rapid light-off during cold starts. Regeneration
occurs passively during sustained high-load operation and actively through
post-injection strategies that elevate exhaust temperatures to 600°C (1112°F).
The turbocharger features variable turbine geometry, with adjustable guide vanes
controlled by an electric actuator to optimize boost pressure across the engine
speed range. Maximum boost pressure is 2.4 bar absolute (34.8 psi absolute). The
intake manifold incorporates swirl flaps driven by an electric motor, enhancing
air-fuel mixing at low engine speeds. The engine wiring harness utilizes a
sealed connector system with gold-plated terminals in critical sensor circuits
to resist corrosion. A 180 A alternator supplies electrical power, managed by a
battery monitoring system that regulates charging voltage between 12.2 V and
14.8 V based on battery state of charge and electrical load.
The complete engine assembly, including the
turbocharger, intake manifold, and exhaust manifold, measures 650 mm (25.6 in)
in length, 620 mm (24.4 in) in width, and 710 mm (28.0 in) in height. The engine
weight without ancillary components such as the alternator, air conditioning
compressor, and starter motor is 152 kg (335 lb). The fully dressed weight,
including all bolted accessories, wiring harness, and fluids, is 178 kg (392
lb).
Engine oil and filter replacement interval is 15,000 km
(9,300 mi) or 12 months under standard operating conditions. Timing belt
replacement interval is specified at 210,000 km (130,500 mi) or 7 years,
whichever occurs first. Coolant replacement interval is 5 years or 90,000 km
(55,900 mi) for G12++ and 7 years for G13 formulation. Fuel filter replacement
interval is 60,000 km (37,300 mi).
Air filter replacement interval is 60,000 km (37,300 mi), with more frequent
changes recommended for dusty operating environments. Diesel particulate filter
ash load inspection is recommended at 120,000 km (74,600 mi). Valve clearance
adjustment is not required due to the hydraulic lash compensation system.
Engine oil viscosity selection must conform to VW 507 00 specification, with
5W-30 approved for all climates and 0W-30 recommended for ambient temperatures
below -25°C (-13°F). Coolant concentration must be maintained between 40% and
60% antifreeze to water ratio.
Cylinder head bolts: 40 Nm (30 lb-ft) plus 180-deg
angle in three stages, using M12 x 1.5 x 115 mm bolts. Main bearing cap bolts:
65 Nm (48 lb-ft) plus 90-deg angle, with M10 x 1.25 x 80 mm bolts. Connecting
rod cap bolts: 30 Nm (22 lb-ft) plus 90-deg angle, with M9 x 1.0 x 50 mm bolts.
Camshaft bearing caps: 12 Nm (9 lb-ft) with M8 x 1.25 x 45 mm bolts. Timing belt
tensioner: 20 Nm (15 lb-ft). Crankshaft pulley bolt: 150 Nm (111 lb-ft) plus
90-deg angle, using M18 x 1.5 bolt. High-pressure fuel pump drive sprocket: 30
Nm (22 lb-ft). Intake manifold: 12 Nm (9 lb-ft). Exhaust manifold: 28 Nm (21
lb-ft) plus 90-deg angle.
Turbocharger to manifold: 35 Nm (26 lb-ft). Injector clamp bolt: 8 Nm (6 lb-ft)
plus 90-deg angle. Oil filter housing to cylinder block: 25 Nm (18 lb-ft). Oil
pan drain plug: 30 Nm (22 lb-ft). Temperature sensors: 20 Nm (15 lb-ft). Engine
mount to cylinder block: 45 Nm (33 lb-ft). Flywheel bolts: 60 Nm (44 lb-ft) plus
90-deg angle, with M10 x 1.0 x 23 mm bolts.
Audi A4 (B8 Facelift): 2011-2015, chassis designation
8K, longitudinal front-wheel drive and quattro configurations.
Audi A5 (8T): 2011-2014, coupe and Sportback body styles.
Audi A6 (C7): 2011-2018, chassis designation 4G, including sedan and Avant
variants.
Audi Q5 (8R): 2008-2017, compact luxury crossover SUV.
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