VR6 engine - Revision history

Red marquis: /* External links */

2010-05-24T16:29:34Z

External links

← Older revision		Revision as of 16:29, 24 May 2010
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	==External links==		==External links==
	~~{{commons category\|VR6 engines}}~~
	*[http://www.VolkswagenAG.com VolkswagenAG.com] Volkswagen Group corporate website		*[http://www.VolkswagenAG.com VolkswagenAG.com] Volkswagen Group corporate website
	*[http://www.autozine.org/technical_school/engine/tech_engine_packaging.htm Volkswagen's VR6 and W-engines]		*[http://www.autozine.org/technical_school/engine/tech_engine_packaging.htm Volkswagen's VR6 and W-engines]
	*~~{{PDFlink\|~~[http://www.vdo.com/NR/rdonlyres/FB32CC24-7D64-462B-A204-973CA019D76E/0/SensorenMotormanagement_UK_komplett_final_proofed.pdf VDO Sensors for Engine Management]}} — shows build dates for various engines		*[http://www.vdo.com/NR/rdonlyres/FB32CC24-7D64-462B-A204-973CA019D76E/0/SensorenMotormanagement_UK_komplett_final_proofed.pdf VDO Sensors for Engine Management] — shows build dates for various engines
	*[http://www.VR6oc.com The VR6 Owners Club] - technical & buyers guides, forums, meets & events, club membership, benefits and discounts		*[http://www.VR6oc.com The VR6 Owners Club] - technical & buyers guides, forums, meets & events, club membership, benefits and discounts

Red marquis: /* History and evolution */

2010-05-24T16:28:45Z

History and evolution

← Older revision		Revision as of 16:28, 24 May 2010
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	In 1999, an updated 12-valve VR6 model was released for the North American market [[Volkswagen Group A platform#A4\|A4-platform]] [[Volkswagen Golf Mk4\|Golf Mk4]]/[[Volkswagen Golf\|GTI]]/[[Volkswagen Jetta\|Jetta]] product line. This new VR6 improved performance via updated [[camshaft]]s, [[variable length intake manifold\|variable geometry intake manifold]], an increased [[compression ratio]] of 10.5:1, and updated emissions equipment. Motive power increased to 130 kilowatts (177 PS; 174 bhp) at 5,800 revolutions per minute (rpm), while torque increased to 245 newton metres (181 ft·lbf) at 3,200 rpm. This engine option was available from 1999.5—2002, when it was replaced by the 24-valve engine.		In 1999, an updated 12-valve VR6 model was released for the North American market [[Volkswagen Group A platform#A4\|A4-platform]] [[Volkswagen Golf Mk4\|Golf Mk4]]/[[Volkswagen Golf\|GTI]]/[[Volkswagen Jetta\|Jetta]] product line. This new VR6 improved performance via updated [[camshaft]]s, [[variable length intake manifold\|variable geometry intake manifold]], an increased [[compression ratio]] of 10.5:1, and updated emissions equipment. Motive power increased to 130 kilowatts (177 PS; 174 bhp) at 5,800 revolutions per minute (rpm), while torque increased to 245 newton metres (181 ft·lbf) at 3,200 rpm. This engine option was available from 1999.5—2002, when it was replaced by the 24-valve engine.

	In 2001, the VR6 was enlarged to 3.2 [[litre]]s, to create a limited-production, high performance, ~~{{convert\|~~168~~\|kW\|~~PS bhp~~\|0\|lk=on}}~~ version of the [[Volkswagen New Beetle\|New Beetle]] called Beetle RSi. The Beetle RSi was the first production vehicle to use the [[list of Volkswagen Group petrol engines#3.2 VR6 173-184kW\|3.2 litre VR6]].~~{{citation needed\|date=June 2009}}~~ This engine was later used in the [[Volkswagen Golf Mk4#R32\|Mk4 Golf R32]], and was also introduced in the original [[Audi TT]]. According to Volkswagen Group, this variant produced ~~{{convert\|~~184~~\|kW\|~~PS bhp~~\|0}}~~ and ~~{{convert\|~~320~~\|Nm\|0\|lk=on}}~~ of torque in TT trim, and ~~{{convert\|~~177~~\|kW\|~~PS bhp~~\|0}}~~ in R32 trim. Although it was rated at the same power as the European version, the North American R32 featured a larger Audi TT [[mass airflow sensor]] (3" in diameter, compared to 2.75"), and a different airbox which should have given the same ~~{{convert\|~~184~~\|kW\|~~PS bhp~~\|0}}~~ output of the Audi, without taking the harsher government decreed emissions restrictions into account.		In 2001, the VR6 was enlarged to 3.2 [[litre]]s, to create a limited-production, high performance, 168 kilowatts (228 PS; 225 bhp) version of the [[Volkswagen New Beetle\|New Beetle]] called Beetle RSi. The Beetle RSi was the first production vehicle to use the [[list of Volkswagen Group petrol engines#3.2 VR6 173-184kW\|3.2 litre VR6]]. This engine was later used in the [[Volkswagen Golf Mk4#R32\|Mk4 Golf R32]], and was also introduced in the original [[Audi TT]]. According to Volkswagen Group, this variant produced 184 kilowatts (250 PS; 247 bhp) and 320 newton metres (236 ft·lbf) of torque in TT trim, and 177 kilowatts (241 PS; 237 bhp) in R32 trim. Although it was rated at the same power as the European version, the North American R32 featured a larger Audi TT mass airflow sensor (3" in diameter, compared to 2.75"), and a different airbox which should have given the same 184 kilowatts (250 PS; 247 bhp) output of the Audi, without taking the harsher government decreed emissions restrictions into account.

	The 3.2 litre was then used as a range-topper in the original [[Audi A3]] and TT.		The 3.2 litre was then used as a range-topper in the original [[Audi A3]] and TT.
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	The 3.2 VR6 continued being used to power the R32, in the all-new [[Volkswagen Golf Mk5#R32\|Mk5 Golf R32]].		The 3.2 VR6 continued being used to power the R32, in the all-new [[Volkswagen Golf Mk5#R32\|Mk5 Golf R32]].

	In 2005, the European market version of Volkswagen's sixth generation Passat, now with a [[transverse engine]] layout, went on sale with a revised version of the 3.2 litre VR6 as its top-spec engine. For North America, the Passat received a new [[list of Volkswagen Group petrol engines#3.6 VR6 FSI 206kW\|3.6 litre VR6]] with a narrower 10.6 ~~[[degree (angle)\|degree]]~~ cylinder angle, producing ~~{{convert\|~~206~~\|kW\|~~PS bhp~~\|0\|lk=on}}~~. These revised 3.2 and 3.6 feature [[gasoline direct injection\|Fuel Stratified Injection]] (FSI). This new [[list of Volkswagen Group petrol engines#3.2 VR6 FSI 184kW\|3.2 FSI VR6]] develops ~~{{convert\|~~184~~\|kW\|~~PS bhp~~\|0\|lk=on}}~~ at 6,250~~ ~~rpm, and ~~{{convert\|~~330~~\|Nm\|0\|lk=on}}~~at 3,000~~ ~~rpm.<ref>{{cite web\|title=The Passat (sales brochure) - 3.2 FSI VR6\|url=http://cdn.volkswagen.co.uk/assets/common/pdf/brochures/passat-saloon-brochure.pdf\|work=Volkswagen Group United Kingdom Limited\|publisher=Volkswagen.co.uk\|pages=14,18,24\|format=PDF\|date=1 December 2008\|accessdate=31 July 2009}}</ref> The introduction of the Passat VR6 also marked the first time a VR6 powered vehicle was made available in North America before Europe.		In 2005, the European market version of Volkswagen's sixth generation Passat, now with a [[transverse engine]] layout, went on sale with a revised version of the 3.2 litre VR6 as its top-spec engine. For North America, the Passat received a new [[list of Volkswagen Group petrol engines#3.6 VR6 FSI 206kW\|3.6 litre VR6]] with a narrower 10.6  cylinder angle, producing 206 kilowatts (280 PS; 276 bhp). These revised 3.2 and 3.6 feature [[gasoline direct injection\|Fuel Stratified Injection]] (FSI). This new [[list of Volkswagen Group petrol engines#3.2 VR6 FSI 184kW\|3.2 FSI VR6]] develops 184 kilowatts (250 PS; 247 bhp) at 6,250 rpm, and 330 newton metres (243 ft·lbf)at 3,000 rpm.<ref>{{cite web\|title=The Passat (sales brochure) - 3.2 FSI VR6\|url=http://cdn.volkswagen.co.uk/assets/common/pdf/brochures/passat-saloon-brochure.pdf\|work=Volkswagen Group United Kingdom Limited\|publisher=Volkswagen.co.uk\|pages=14,18,24\|format=PDF\|date=1 December 2008\|accessdate=31 July 2009}}</ref> The introduction of the Passat VR6 also marked the first time a VR6 powered vehicle was made available in North America before Europe.

	The new [[Volkswagen Passat#R36\|Passat R36]], available from early 2008, received an uprated version of the [[list of Volkswagen Group petrol engines#3.6 VR6 FSI 220kW\|3.6 FSI VR6]] engine, with 220 kilowatts (299 PS; 295 bhp) at 6,600 rpm and 350 newton metres (258 ft·lbf) at 2,400 rpm, standard [[4motion]] [[four-wheel drive]], and standard [[Direct-Shift Gearbox]] (DSG).<ref>{{cite web\|title=The Passat (sales brochure) - 3.6 FSI VR6\|url=http://cdn.volkswagen.co.uk/assets/common/pdf/brochures/passat-saloon-brochure.pdf\|work=Volkswagen Group United Kingdom Limited\|publisher=Volkswagen.co.uk\|pages=11,12,14,19,24\|format=PDF\|date=1 December 2008\|accessdate=31 July 2009}}</ref>		The new [[Volkswagen Passat#R36\|Passat R36]], available from early 2008, received an uprated version of the [[list of Volkswagen Group petrol engines#3.6 VR6 FSI 220kW\|3.6 FSI VR6]] engine, with 220 kilowatts (299 PS; 295 bhp) at 6,600 rpm and 350 newton metres (258 ft·lbf) at 2,400 rpm, standard [[4motion]] [[four-wheel drive]], and standard [[Direct-Shift Gearbox]] (DSG).<ref>{{cite web\|title=The Passat (sales brochure) - 3.6 FSI VR6\|url=http://cdn.volkswagen.co.uk/assets/common/pdf/brochures/passat-saloon-brochure.pdf\|work=Volkswagen Group United Kingdom Limited\|publisher=Volkswagen.co.uk\|pages=11,12,14,19,24\|format=PDF\|date=1 December 2008\|accessdate=31 July 2009}}</ref>

Red marquis: /* History and evolution */

2010-05-24T16:25:13Z

History and evolution

← Older revision		Revision as of 16:25, 24 May 2010
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	In 2005, the European market version of Volkswagen's sixth generation Passat, now with a [[transverse engine]] layout, went on sale with a revised version of the 3.2 litre VR6 as its top-spec engine. For North America, the Passat received a new [[list of Volkswagen Group petrol engines#3.6 VR6 FSI 206kW\|3.6 litre VR6]] with a narrower 10.6 [[degree (angle)\|degree]] cylinder angle, producing {{convert\|206\|kW\|PS bhp\|0\|lk=on}}. These revised 3.2 and 3.6 feature [[gasoline direct injection\|Fuel Stratified Injection]] (FSI). This new [[list of Volkswagen Group petrol engines#3.2 VR6 FSI 184kW\|3.2 FSI VR6]] develops {{convert\|184\|kW\|PS bhp\|0\|lk=on}} at 6,250 rpm, and {{convert\|330\|Nm\|0\|lk=on}}at 3,000 rpm.<ref>{{cite web\|title=The Passat (sales brochure) - 3.2 FSI VR6\|url=http://cdn.volkswagen.co.uk/assets/common/pdf/brochures/passat-saloon-brochure.pdf\|work=Volkswagen Group United Kingdom Limited\|publisher=Volkswagen.co.uk\|pages=14,18,24\|format=PDF\|date=1 December 2008\|accessdate=31 July 2009}}</ref> The introduction of the Passat VR6 also marked the first time a VR6 powered vehicle was made available in North America before Europe.		In 2005, the European market version of Volkswagen's sixth generation Passat, now with a [[transverse engine]] layout, went on sale with a revised version of the 3.2 litre VR6 as its top-spec engine. For North America, the Passat received a new [[list of Volkswagen Group petrol engines#3.6 VR6 FSI 206kW\|3.6 litre VR6]] with a narrower 10.6 [[degree (angle)\|degree]] cylinder angle, producing {{convert\|206\|kW\|PS bhp\|0\|lk=on}}. These revised 3.2 and 3.6 feature [[gasoline direct injection\|Fuel Stratified Injection]] (FSI). This new [[list of Volkswagen Group petrol engines#3.2 VR6 FSI 184kW\|3.2 FSI VR6]] develops {{convert\|184\|kW\|PS bhp\|0\|lk=on}} at 6,250 rpm, and {{convert\|330\|Nm\|0\|lk=on}}at 3,000 rpm.<ref>{{cite web\|title=The Passat (sales brochure) - 3.2 FSI VR6\|url=http://cdn.volkswagen.co.uk/assets/common/pdf/brochures/passat-saloon-brochure.pdf\|work=Volkswagen Group United Kingdom Limited\|publisher=Volkswagen.co.uk\|pages=14,18,24\|format=PDF\|date=1 December 2008\|accessdate=31 July 2009}}</ref> The introduction of the Passat VR6 also marked the first time a VR6 powered vehicle was made available in North America before Europe.

	The new [[Volkswagen Passat#R36\|Passat R36]], available from early 2008, received an uprated version of the [[list of Volkswagen Group petrol engines#3.6 VR6 FSI 220kW\|3.6 FSI VR6]] engine, with ~~{{convert\|~~220~~\|kW\|~~PS bhp~~\|0\|lk=on}}~~ at 6,600~~ ~~rpm and ~~{{convert\|~~350~~\|Nm\|0\|lk=on}}~~ at 2,400 rpm, standard [[4motion]] [[four-wheel drive]], and standard [[Direct-Shift Gearbox]] (DSG).<ref>{{cite web\|title=The Passat (sales brochure) - 3.6 FSI VR6\|url=http://cdn.volkswagen.co.uk/assets/common/pdf/brochures/passat-saloon-brochure.pdf\|work=Volkswagen Group United Kingdom Limited\|publisher=Volkswagen.co.uk\|pages=11,12,14,19,24\|format=PDF\|date=1 December 2008\|accessdate=31 July 2009}}</ref>		The new [[Volkswagen Passat#R36\|Passat R36]], available from early 2008, received an uprated version of the [[list of Volkswagen Group petrol engines#3.6 VR6 FSI 220kW\|3.6 FSI VR6]] engine, with 220 kilowatts (299 PS; 295 bhp) at 6,600 rpm and 350 newton metres (258 ft·lbf) at 2,400 rpm, standard [[4motion]] [[four-wheel drive]], and standard [[Direct-Shift Gearbox]] (DSG).<ref>{{cite web\|title=The Passat (sales brochure) - 3.6 FSI VR6\|url=http://cdn.volkswagen.co.uk/assets/common/pdf/brochures/passat-saloon-brochure.pdf\|work=Volkswagen Group United Kingdom Limited\|publisher=Volkswagen.co.uk\|pages=11,12,14,19,24\|format=PDF\|date=1 December 2008\|accessdate=31 July 2009}}</ref>

	==Usage==		==Usage==

Red marquis: /* History and evolution */

2010-05-24T16:22:28Z

History and evolution

← Older revision		Revision as of 16:22, 24 May 2010
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	Further modifications were added to the design in 1999, with the introduction of the [[multi-valve\|24-valve]] 2.8 litre VR6. This engine produced 150 kilowatts (204 PS; 201 bhp), and 265 newton metres (195 ft·lbf) of torque. The new version was not available in the Passat (as it was incompatible with the then-current generation's [[longitudinal engine]] layout), but was introduced as the range-topper in the Golf and Bora for European markets. The VR6 name was dropped as a commercial designation, and the 4WD system (now renamed [[4motion]]) became standard on the V6 (VR6) in Europe. The corresponding multi-valve V5 was only released in 2001, with a 20 PS power increase, to 125 kilowatts (170 PS; 168 bhp). The multi-valve V6 (VR6) was introduced in North America in 2001 aboard the [[Volkswagen Transporter (T4)\|T4 Eurovan]], producing 150 kilowatts (204 PS; 201 bhp), and in the GTI in 2002 (where it retained the VR6 name).		Further modifications were added to the design in 1999, with the introduction of the [[multi-valve\|24-valve]] 2.8 litre VR6. This engine produced 150 kilowatts (204 PS; 201 bhp), and 265 newton metres (195 ft·lbf) of torque. The new version was not available in the Passat (as it was incompatible with the then-current generation's [[longitudinal engine]] layout), but was introduced as the range-topper in the Golf and Bora for European markets. The VR6 name was dropped as a commercial designation, and the 4WD system (now renamed [[4motion]]) became standard on the V6 (VR6) in Europe. The corresponding multi-valve V5 was only released in 2001, with a 20 PS power increase, to 125 kilowatts (170 PS; 168 bhp). The multi-valve V6 (VR6) was introduced in North America in 2001 aboard the [[Volkswagen Transporter (T4)\|T4 Eurovan]], producing 150 kilowatts (204 PS; 201 bhp), and in the GTI in 2002 (where it retained the VR6 name).

	In 1999, an updated 12-valve VR6 model was released for the North American market [[Volkswagen Group A platform#A4\|A4-platform]] [[Volkswagen Golf Mk4\|Golf Mk4]]/[[Volkswagen Golf\|GTI]]/[[Volkswagen Jetta\|Jetta]] product line. This new VR6 improved performance via updated [[camshaft]]s, [[variable length intake manifold\|variable geometry intake manifold]], an increased [[compression ratio]] of 10.5:1, and updated emissions equipment. ~~[[motive power\|~~Motive~~]] [[~~power ~~(physics)\|power]]~~ increased to ~~{{convert\|~~130~~\|kW\|~~PS bhp~~\|0}}~~ at 5,800 [[revolutions per minute]] (rpm), while torque increased to ~~{{convert\|~~245~~\|Nm\|0}}~~ at 3,200 rpm. This engine option was available from 1999.5—2002, when it was replaced by the 24-valve engine.		In 1999, an updated 12-valve VR6 model was released for the North American market [[Volkswagen Group A platform#A4\|A4-platform]] [[Volkswagen Golf Mk4\|Golf Mk4]]/[[Volkswagen Golf\|GTI]]/[[Volkswagen Jetta\|Jetta]] product line. This new VR6 improved performance via updated [[camshaft]]s, [[variable length intake manifold\|variable geometry intake manifold]], an increased [[compression ratio]] of 10.5:1, and updated emissions equipment. Motive power increased to 130 kilowatts (177 PS; 174 bhp) at 5,800 revolutions per minute (rpm), while torque increased to 245 newton metres (181 ft·lbf) at 3,200 rpm. This engine option was available from 1999.5—2002, when it was replaced by the 24-valve engine.

	In 2001, the VR6 was enlarged to 3.2 [[litre]]s, to create a limited-production, high performance, {{convert\|168\|kW\|PS bhp\|0\|lk=on}} version of the [[Volkswagen New Beetle\|New Beetle]] called Beetle RSi. The Beetle RSi was the first production vehicle to use the [[list of Volkswagen Group petrol engines#3.2 VR6 173-184kW\|3.2 litre VR6]].{{citation needed\|date=June 2009}} This engine was later used in the [[Volkswagen Golf Mk4#R32\|Mk4 Golf R32]], and was also introduced in the original [[Audi TT]]. According to Volkswagen Group, this variant produced {{convert\|184\|kW\|PS bhp\|0}} and {{convert\|320\|Nm\|0\|lk=on}} of torque in TT trim, and {{convert\|177\|kW\|PS bhp\|0}} in R32 trim. Although it was rated at the same power as the European version, the North American R32 featured a larger Audi TT [[mass airflow sensor]] (3" in diameter, compared to 2.75"), and a different airbox which should have given the same {{convert\|184\|kW\|PS bhp\|0}} output of the Audi, without taking the harsher government decreed emissions restrictions into account.		In 2001, the VR6 was enlarged to 3.2 [[litre]]s, to create a limited-production, high performance, {{convert\|168\|kW\|PS bhp\|0\|lk=on}} version of the [[Volkswagen New Beetle\|New Beetle]] called Beetle RSi. The Beetle RSi was the first production vehicle to use the [[list of Volkswagen Group petrol engines#3.2 VR6 173-184kW\|3.2 litre VR6]].{{citation needed\|date=June 2009}} This engine was later used in the [[Volkswagen Golf Mk4#R32\|Mk4 Golf R32]], and was also introduced in the original [[Audi TT]]. According to Volkswagen Group, this variant produced {{convert\|184\|kW\|PS bhp\|0}} and {{convert\|320\|Nm\|0\|lk=on}} of torque in TT trim, and {{convert\|177\|kW\|PS bhp\|0}} in R32 trim. Although it was rated at the same power as the European version, the North American R32 featured a larger Audi TT [[mass airflow sensor]] (3" in diameter, compared to 2.75"), and a different airbox which should have given the same {{convert\|184\|kW\|PS bhp\|0}} output of the Audi, without taking the harsher government decreed emissions restrictions into account.

Red marquis: /* History and evolution */

2010-05-24T16:17:43Z

History and evolution

← Older revision		Revision as of 16:17, 24 May 2010
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	The Volkswagen Group VR6 engine was introduced in Europe by [[Volkswagen\|Volkswagen Passenger Cars]] in 1991, in the [[Volkswagen Passat\|Passat]] and [[Volkswagen Corrado\|Corrado]]; and in North America the following year. The Passat, Passat Variant ([[station wagon\|estate/wagon]]), and US-specification Corrado used the original 2.8 litre design; the European-specification Corrado and the 4WD Passat [[4motion\|Syncro]] received a 2.9 litre version with 140 kilowatts (190 PS; 188 bhp). This version also had a free flowing 6 centimetres (2.4 in) (2.5 in) [[catalytic converter]], sharper [[camshaft]]s, 4 bars (58 psi) fuel pressure regulator, enlarged inlet manifold, and larger [[throttle body]].		The Volkswagen Group VR6 engine was introduced in Europe by [[Volkswagen\|Volkswagen Passenger Cars]] in 1991, in the [[Volkswagen Passat\|Passat]] and [[Volkswagen Corrado\|Corrado]]; and in North America the following year. The Passat, Passat Variant ([[station wagon\|estate/wagon]]), and US-specification Corrado used the original 2.8 litre design; the European-specification Corrado and the 4WD Passat [[4motion\|Syncro]] received a 2.9 litre version with 140 kilowatts (190 PS; 188 bhp). This version also had a free flowing 6 centimetres (2.4 in) (2.5 in) [[catalytic converter]], sharper [[camshaft]]s, 4 bars (58 psi) fuel pressure regulator, enlarged inlet manifold, and larger [[throttle body]].

	The 2.9 litre engine, as destined for the Corrado, was originally designed to benefit from a dual-tract [[variable length intake manifold\|variable-length inlet manifold]] - called the VSR (~~{{lang-de\|~~"Variables SaugRohr"}}), and made by [[Pieronberg]] for [[Volkswagen#Motorsport\|Volkswagen Motorsport]]. This gave extra low-down [[torque]], but was deleted before production on cost grounds, and was instead offered as an aftermarket option. This design was later sold to [[Schrick]], who redesigned it and offered it as the Schrick VGI ("Variable Geometry Intake").		The 2.9 litre engine, as destined for the Corrado, was originally designed to benefit from a dual-tract [[variable length intake manifold\|variable-length inlet manifold]] - called the VSR (German: ''"Variables SaugRohr"''), and made by [[Pieronberg]] for [[Volkswagen#Motorsport\|Volkswagen Motorsport]]. This gave extra low-down [[torque]], but was deleted before production on cost grounds, and was instead offered as an aftermarket option. This design was later sold to [[Schrick]], who redesigned it and offered it as the Schrick VGI ("Variable Geometry Intake").

	In 1992, with the introduction of the [[Volkswagen Golf Mk3]], a six-cylinder engine was available for the first time in a lower-midsize segment [[hatchback]] in Europe. North America waited until 1994 to received this engine; at the same time, the European model started to use the 2.9 litre in the VR6 Syncro model. The corresponding Vento/Jetta VR6 versions appeared in the same years.		In 1992, with the introduction of the [[Volkswagen Golf Mk3]], a six-cylinder engine was available for the first time in a lower-midsize segment [[hatchback]] in Europe. North America waited until 1994 to received this engine; at the same time, the European model started to use the 2.9 litre in the VR6 Syncro model. The corresponding Vento/Jetta VR6 versions appeared in the same years.


	Volkswagen Group removed a cylinder from the VR6 in 1997 to create the [[list of discontinued Volkswagen Group petrol engines#2.3 VR5 110-125kW\|VR5]] (aka 'V5'), the second block to use an uneven number of cylinders in a Vee design after the Honda V3 triples of [[MotoGP]] fame. This version, which had a 2.3 litre capacity, was capable of ~~{{convert\|~~110~~\|kW\|~~PS bhp~~\|0\|lk=on}}~~, and had a maximum [[torque]] of ~~{{convert\|~~210~~\|Nm\|0\|lk=on}}~~. It was introduced in the Passat in 1997, and the Golf and Bora in 1999.		Volkswagen Group removed a cylinder from the VR6 in 1997 to create the [[list of discontinued Volkswagen Group petrol engines#2.3 VR5 110-125kW\|VR5]] (aka 'V5'), the second block to use an uneven number of cylinders in a Vee design after the Honda V3 triples of MotoGP fame. This version, which had a 2.3 litre capacity, was capable of 110 kilowatts (150 PS; 148 bhp), and had a maximum [[torque]] of 210 newton metres (155 ft·lbf). It was introduced in the Passat in 1997, and the Golf and Bora in 1999.

	Further modifications were added to the design in 1999, with the introduction of the [[multi-valve\|24-valve]] 2.8 litre VR6. This engine produced ~~{{convert\|~~150~~\|kW\|~~PS bhp~~\|0\|lk=on}}~~, and ~~{{convert\|~~265~~\|Nm\|0\|lk=on}}~~ of torque. The new version was not available in the Passat (as it was incompatible with the then-current generation's [[longitudinal engine]] layout), but was introduced as the range-topper in the Golf and Bora for European markets. The VR6 name was dropped as a commercial designation,~~{{citation needed\|date=June 2009}}~~ and the 4WD system (now renamed [[4motion]]) became standard on the V6 (VR6) in Europe. The corresponding multi-valve V5 was only released in 2001, with a 20 PS power increase, to ~~{{convert\|~~125~~\|kW\|~~PS bhp~~\|0}}~~. The multi-valve V6 (VR6) was introduced in North America in 2001 aboard the [[Volkswagen Transporter (T4)\|T4 Eurovan]], producing ~~{{convert\|~~150~~\|kW\|~~PS bhp~~\|0}}~~, and in the GTI in 2002 (where it retained the VR6 name).		Further modifications were added to the design in 1999, with the introduction of the [[multi-valve\|24-valve]] 2.8 litre VR6. This engine produced 150 kilowatts (204 PS; 201 bhp), and 265 newton metres (195 ft·lbf) of torque. The new version was not available in the Passat (as it was incompatible with the then-current generation's [[longitudinal engine]] layout), but was introduced as the range-topper in the Golf and Bora for European markets. The VR6 name was dropped as a commercial designation, and the 4WD system (now renamed [[4motion]]) became standard on the V6 (VR6) in Europe. The corresponding multi-valve V5 was only released in 2001, with a 20 PS power increase, to 125 kilowatts (170 PS; 168 bhp). The multi-valve V6 (VR6) was introduced in North America in 2001 aboard the [[Volkswagen Transporter (T4)\|T4 Eurovan]], producing 150 kilowatts (204 PS; 201 bhp), and in the GTI in 2002 (where it retained the VR6 name).

	In 1999, an updated 12-valve VR6 model was released for the North American market [[Volkswagen Group A platform#A4\|A4-platform]] [[Volkswagen Golf Mk4\|Golf Mk4]]/[[Volkswagen Golf\|GTI]]/[[Volkswagen Jetta\|Jetta]] product line. This new VR6 improved performance via updated [[camshaft]]s, [[variable length intake manifold\|variable geometry intake manifold]], an increased [[compression ratio]] of 10.5:1, and updated emissions equipment. [[motive power\|Motive]] [[power (physics)\|power]] increased to {{convert\|130\|kW\|PS bhp\|0}} at 5,800 [[revolutions per minute]] (rpm), while torque increased to {{convert\|245\|Nm\|0}} at 3,200 rpm. This engine option was available from 1999.5—2002, when it was replaced by the 24-valve engine.		In 1999, an updated 12-valve VR6 model was released for the North American market [[Volkswagen Group A platform#A4\|A4-platform]] [[Volkswagen Golf Mk4\|Golf Mk4]]/[[Volkswagen Golf\|GTI]]/[[Volkswagen Jetta\|Jetta]] product line. This new VR6 improved performance via updated [[camshaft]]s, [[variable length intake manifold\|variable geometry intake manifold]], an increased [[compression ratio]] of 10.5:1, and updated emissions equipment. [[motive power\|Motive]] [[power (physics)\|power]] increased to {{convert\|130\|kW\|PS bhp\|0}} at 5,800 [[revolutions per minute]] (rpm), while torque increased to {{convert\|245\|Nm\|0}} at 3,200 rpm. This engine option was available from 1999.5—2002, when it was replaced by the 24-valve engine.

Red marquis: /* Detailed specifications */

2010-05-24T16:11:40Z

Detailed specifications

← Older revision		Revision as of 16:11, 24 May 2010
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	The [[fuel injection\|fuel injectors]], operated by the Bosch [[Motronic]] [[engine control unit]] (ECU) system, are mounted behind the bend of the intake manifolds. Besides being the optimum location for fuel injection, this location also helps shield the injectors during a frontal impact. The water pump housing is cast integral with the cylinder block. VR6 engines also use an additional auxiliary electric pump to circulate the engine coolant whilst the engine is running, and also during the cooling fan 'after-run' cycle, in addition to the belt-driven main water pump.		The [[fuel injection\|fuel injectors]], operated by the Bosch [[Motronic]] [[engine control unit]] (ECU) system, are mounted behind the bend of the intake manifolds. Besides being the optimum location for fuel injection, this location also helps shield the injectors during a frontal impact. The water pump housing is cast integral with the cylinder block. VR6 engines also use an additional auxiliary electric pump to circulate the engine coolant whilst the engine is running, and also during the cooling fan 'after-run' cycle, in addition to the belt-driven main water pump.

	A replaceable oil filter cartridge element is used on the VR6 engine. The sump-mounted [[~~oil pump (internal combustion engine)\|~~oil pump]] is driven via an intermediate shaft. An oil pressure control valve is integrated in the pump.		A replaceable oil filter cartridge element is used on the VR6 engine. The sump-mounted [[oil pump]] is driven via an intermediate shaft. An oil pressure control valve is integrated in the pump.

	The one-piece [[cylinder block]] and [[crankcase]] is made from pearlitic grey cast iron with microalloyed steel (microalloy). The two rows of three cylinders are arranged at a 15° axial angle from the [[crankshaft]]. The cylinder [[bore (engine)\|bores]] are 81.0 millimetres (3.19 in) in diameter, with a spacing of 65 millimetres (2.6 in) between cylinders. They are staggered, but overlap along the length of the engine block - to allow the engine to be shorter and more compact than conventional V6 engines.		The one-piece [[cylinder block]] and [[crankcase]] is made from pearlitic grey cast iron with microalloyed steel (microalloy). The two rows of three cylinders are arranged at a 15° axial angle from the [[crankshaft]]. The cylinder [[bore (engine)\|bores]] are 81.0 millimetres (3.19 in) in diameter, with a spacing of 65 millimetres (2.6 in) between cylinders. They are staggered, but overlap along the length of the engine block - to allow the engine to be shorter and more compact than conventional V6 engines.

Red marquis: /* Detailed specifications */

2010-05-24T16:10:26Z

Detailed specifications

← Older revision		Revision as of 16:10, 24 May 2010
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	==Detailed specifications==		==Detailed specifications==

	The original VR6 engine features a one-piece grey [[cast iron]] [[crankcase]] and [[cylinder block]], and one lightweight aluminium alloy [[crossflow cylinder head\|crossflow]] [[cylinder head]], with two [[poppet valve#Internal combustion engine\|valves]] per [[cylinder (engine)\|cylinder]], operated by chain-driven [[overhead camshaft]]s. All fuel and [[ignition system\|ignition]] requirements of the VR6 engine are controlled by Bosch [[Motronic]] [[engine control unit]] (ECU). This engine management system features an air mass sensor, dual [[engine knocking\|knock]] sensors for cylinder-selective ignition knock regulation, and Lambda regulation for the air/fuel mixture. Exhaust gases are channeled through a three-way [[catalytic converter]].		The original VR6 engine features a one-piece grey cast iron [[crankcase]] and [[cylinder block]], and one lightweight aluminium alloy [[crossflow cylinder head\|crossflow]] [[cylinder head]], with two [[poppet valve#Internal combustion engine\|valves]] per [[cylinder (engine)\|cylinder]], operated by chain-driven [[overhead camshaft]]s. All fuel and [[ignition system\|ignition]] requirements of the VR6 engine are controlled by Bosch [[Motronic]] [[engine control unit]] (ECU). This engine management system features an air mass sensor, dual [[engine knocking\|knock]] sensors for cylinder-selective ignition knock regulation, and Lambda regulation for the air/fuel mixture. Exhaust gases are channeled through a three-way [[catalytic converter]].

	Volkswagen Group identifies the original VR6 by the [[list of discontinued Volkswagen Group petrol engines#2.8 VR6 12v 128kW\|"AAA"]] engine ID code. It operates on the [[four-stroke engine\|four-stroke cycle]], has an [[engine displacement]] of 2.8 litres, although some European engines had a displacement of 2.9 litres (this variant identified by the [[list of discontinued Volkswagen Group petrol engines#2.9 VR6 12v 140kW\|"ABV"]] engine ID code). The cylinder [[bore (engine)\|bore]] diameter is 81.0 millimetres (3.19 in), and the [[piston]] [[stroke (engine)\|stroke]] is 90.0 millimetres (3.54 in). The "Vee" angle is 15°, and the [[compression ratio]] (CR) is 10:1.		Volkswagen Group identifies the original VR6 by the [[list of discontinued Volkswagen Group petrol engines#2.8 VR6 12v 128kW\|"AAA"]] engine ID code. It operates on the [[four-stroke engine\|four-stroke cycle]], has an [[engine displacement]] of 2.8 litres, although some European engines had a displacement of 2.9 litres (this variant identified by the [[list of discontinued Volkswagen Group petrol engines#2.9 VR6 12v 140kW\|"ABV"]] engine ID code). The cylinder [[bore (engine)\|bore]] diameter is 81.0 millimetres (3.19 in), and the [[piston]] [[stroke (engine)\|stroke]] is 90.0 millimetres (3.54 in). The "Vee" angle is 15°, and the [[compression ratio]] (CR) is 10:1.

	The drop-forged steel, six-throw [[crankshaft]] runs in seven [[main bearing]]s. The [[connecting rod]] bearing journals are offset 22° to one another. Two [[overhead camshaft]]s (OHCs) operate the automatic [[hydraulics\|hydraulic]] [[hydraulic tappet\|valve lifters]] which, in turn, open and close the ~~{{convert\|~~39.0~~\|mm\|2}}~~ intake valves and ~~{{convert\|~~34.3~~\|mm\|2}}~~ exhaust valves. Since the two 'rows' of [[piston]]s and cylinders share a single cylinder head and [[head gasket]], the piston crown (or top surface) is tilted. Since the [[piston ring]]s are better not tilted, and will only work when perpendicular to the cylinder bore, the firewall~~{{clarify\|date=June 2009}}~~ has a varying height, leading to unequal thermal stresses and a heavier piston.~~{{citation needed\|date=June 2009}}~~ Intake and exhaust valves need different [[camshaft]]s to vary valve overlap (they may be coaxial like in some 90° V8). To minimise the number of camshafts, both rows share their camshafts (like some 90° V8). Then due to the geometry, half of the [[valve stem]]s are very long,~~{{clarify\|date=June 2009}}~~ which may be a problem in high ~~[[revolutions per minute\|~~revving]] race engine applications.~~{{citation needed\|date=June 2009}}~~ The intake and exhaust ports pass closely within the cylinder head; this then heats the intake air/fuel mixture ''before'' it is ignited by the [[spark plug]], which limits the amount of timing advance that can be used due to an increased possibility of pre-detonation of the air/fuel mixture and has the effect of reducing the [[power ~~(physics)\|power]]~~. This also cools the exhaust gasses, which hampers the operation of the catalytic converter. In the [[automobile\|road car]] production engine, a single plane [[manifold (automotive)#Exhaust manifold\|exhaust manifold]] gasket is used, and therefore half of the ports have to be very long,~~{{clarify\|date=June 2009}}~~ leading to increased heat insertion into the manifold, requiring a heavier manifold, and an otherwise unnecessary turn in the [[manifold (automotive)#Intake manifold\|intake manifold]]. Since the cylinder pitch~~{{clarify\|date=June 2009}}~~ is decreased a bit too much (as compared to an [[straight-six engine\|inline-six]]), the longer ports on the four-valve version are squeezed into a standing rectangular cross section, and do not have the typical and more ideal lying elliptical or half moon cross section. In road car applications, the intake and exhaust ports are typically bent, and the different port lengths can easily be compensated. An exception is the [[W engine]] derivative of the VR6, where every second intake port has a notable chicane.~~{{clarify\|date=June 2009}}~~		The drop-forged steel, six-throw [[crankshaft]] runs in seven [[main bearing]]s. The [[connecting rod]] bearing journals are offset 22° to one another. Two [[overhead camshaft]]s (OHCs) operate the automatic [[hydraulics\|hydraulic]] [[hydraulic tappet\|valve lifters]] which, in turn, open and close the 39.0 millimetres (1.54 in) intake valves and 34.3 millimetres (1.35 in) exhaust valves. Since the two 'rows' of [[piston]]s and cylinders share a single cylinder head and [[head gasket]], the piston crown (or top surface) is tilted. Since the [[piston ring]]s are better not tilted, and will only work when perpendicular to the cylinder bore, the firewall has a varying height, leading to unequal thermal stresses and a heavier piston. Intake and exhaust valves need different [[camshaft]]s to vary valve overlap (they may be coaxial like in some 90° V8). To minimise the number of camshafts, both rows share their camshafts (like some 90° V8). Then due to the geometry, half of the [[valve stem]]s are very long, which may be a problem in high revving race engine applications. The intake and exhaust ports pass closely within the cylinder head; this then heats the intake air/fuel mixture ''before'' it is ignited by the [[spark plug]], which limits the amount of timing advance that can be used due to an increased possibility of pre-detonation of the air/fuel mixture and has the effect of reducing the power. This also cools the exhaust gasses, which hampers the operation of the catalytic converter. In the [[automobile\|road car]] production engine, a single plane [[manifold (automotive)#Exhaust manifold\|exhaust manifold]] gasket is used, and therefore half of the ports have to be very long, leading to increased heat insertion into the manifold, requiring a heavier manifold, and an otherwise unnecessary turn in the [[manifold (automotive)#Intake manifold\|intake manifold]]. Since the cylinder pitch is decreased a bit too much (as compared to an [[straight-six engine\|inline-six]]), the longer ports on the four-valve version are squeezed into a standing rectangular cross section, and do not have the typical and more ideal lying elliptical or half moon cross section. In road car applications, the intake and exhaust ports are typically bent, and the different port lengths can easily be compensated. An exception is the [[W engine]] derivative of the VR6, where every second intake port has a notable chicane.

	Because of the cylinder arrangement in the VR6 - with two rows of [[combustion chamber]]s within the same cylinder head, the intake ports between the two rows of cylinders are of varying lengths. Depending on the specific generation of VR6, the difference in intake port length is compensated in the [[manifold (automotive)#Intake manifold\|intake manifold]], the camshaft overlap and lift profile, or a combination thereof. In the original VR6, each port is ~~{{convert\|~~420~~\|mm\|1}}~~ long. Exhaust gases are channeled from two 3-branch [[cast iron]] [[manifold (automotive)#Exhaust manifold\|exhaust manifolds]] (one dedicated to three cylinders) into a sheathed Y-pipe. From there, they are channeled into a single flow pipe, before passing over the heated [[oxygen sensor]], and then to the [[catalytic converter]].		Because of the cylinder arrangement in the VR6 - with two rows of [[combustion chamber]]s within the same cylinder head, the intake ports between the two rows of cylinders are of varying lengths. Depending on the specific generation of VR6, the difference in intake port length is compensated in the [[manifold (automotive)#Intake manifold\|intake manifold]], the camshaft overlap and lift profile, or a combination thereof. In the original VR6, each port is 420 millimetres (16.5 in) long. Exhaust gases are channeled from two 3-branch cast iron [[manifold (automotive)#Exhaust manifold\|exhaust manifolds]] (one dedicated to three cylinders) into a sheathed Y-pipe. From there, they are channeled into a single flow pipe, before passing over the heated oxygen sensor, and then to the [[catalytic converter]].

	The [[fuel injection\|fuel injectors]], operated by the ~~[[Robert~~ Bosch ~~GmbH\|Bosch]]~~ [[Motronic]] [[engine control unit]] (ECU) system, are mounted behind the bend of the intake manifolds. Besides being the optimum location for fuel injection, this location also helps shield the injectors during a frontal impact.~~{{citation needed\|date=June 2009}}<!-- I think if you crashed your car, the last thing on your mind would be weather your fuel injectors remained intact! -->~~ The water pump housing is cast integral with the cylinder block. VR6 engines also use an additional auxiliary electric pump to circulate the engine coolant whilst the engine is running, and also during the cooling fan 'after-run' cycle, in addition to the belt-driven main water pump.		The [[fuel injection\|fuel injectors]], operated by the Bosch [[Motronic]] [[engine control unit]] (ECU) system, are mounted behind the bend of the intake manifolds. Besides being the optimum location for fuel injection, this location also helps shield the injectors during a frontal impact. The water pump housing is cast integral with the cylinder block. VR6 engines also use an additional auxiliary electric pump to circulate the engine coolant whilst the engine is running, and also during the cooling fan 'after-run' cycle, in addition to the belt-driven main water pump.

	A replaceable oil filter cartridge element is used on the VR6 engine. The sump-mounted [[oil pump (internal combustion engine)\|oil pump]] is driven via an intermediate shaft. An oil pressure control valve is integrated in the pump.		A replaceable oil filter cartridge element is used on the VR6 engine. The sump-mounted [[oil pump (internal combustion engine)\|oil pump]] is driven via an intermediate shaft. An oil pressure control valve is integrated in the pump.

	The one-piece [[cylinder block]] and [[crankcase]] is made from [[pearlitic~~]] [[gray iron\|~~grey~~]] [[~~cast iron]] with [[microalloyed steel]] (microalloy). The two rows of three cylinders are arranged at a 15° axial angle from the [[crankshaft]]. The cylinder [[bore (engine)\|bores]] are ~~{{convert\|~~81.0~~\|mm\|2}}~~ in [[diameter]], with a spacing of ~~{{convert\|~~65~~\|mm\|1}}~~ between cylinders. They are staggered, but overlap along the length of the engine block - to allow the engine to be shorter and more compact than conventional V6 engines.		The one-piece [[cylinder block]] and [[crankcase]] is made from pearlitic grey cast iron with microalloyed steel (microalloy). The two rows of three cylinders are arranged at a 15° axial angle from the [[crankshaft]]. The cylinder [[bore (engine)\|bores]] are 81.0 millimetres (3.19 in) in diameter, with a spacing of 65 millimetres (2.6 in) between cylinders. They are staggered, but overlap along the length of the engine block - to allow the engine to be shorter and more compact than conventional V6 engines.

	The centerline of the cylinders are also offset from the centerline of the crankshaft by ~~{{convert\|~~12.5~~\|mm\|2}}~~. To accommodate the offset cylinder placement and narrow "Vee" design, the [[connecting rod]] bearing journals are offset 22° to each other. This also allows the use of a 120° firing interval between cylinders. The [[firing order]] is: 1, 5, 3, 6, 2, 4.		The centerline of the cylinders are also offset from the centerline of the crankshaft by 12.5 millimetres (0.49 in). To accommodate the offset cylinder placement and narrow "Vee" design, the [[connecting rod]] bearing journals are offset 22° to each other. This also allows the use of a 120° firing interval between cylinders. The [[firing order]] is: 1, 5, 3, 6, 2, 4.

	==History and evolution==		==History and evolution==

Red marquis: /* History and evolution */

2010-05-24T15:21:37Z

History and evolution

← Older revision		Revision as of 15:21, 24 May 2010
Line 35:		Line 35:
	==History and evolution==		==History and evolution==

	The Volkswagen Group VR6 engine was introduced in Europe by [[Volkswagen\|Volkswagen Passenger Cars]] in 1991, in the [[Volkswagen Passat\|Passat]] and [[Volkswagen Corrado\|Corrado]]; and in North America the following year. The Passat, Passat Variant ([[station wagon\|estate/wagon]]), and US-specification Corrado used the original 2.8 [[litre]] design; the European-specification Corrado and the 4WD Passat [[4motion\|Syncro]] received a 2.9 litre version with ~~{{convert\|~~140~~\|kW\|~~PS bhp~~\|0\|lk=on}}~~. This version also had a free flowing ~~{{convert\|~~6~~\|cm\|1\|lk=on}}~~ (2.5~~ ~~in) [[catalytic converter]], sharper [[camshaft]]s, ~~{{convert\|~~4~~\|bar\|~~psi~~\|0\|lk=on}}~~ fuel pressure regulator, enlarged inlet manifold, and larger [[throttle body]].		The Volkswagen Group VR6 engine was introduced in Europe by [[Volkswagen\|Volkswagen Passenger Cars]] in 1991, in the [[Volkswagen Passat\|Passat]] and [[Volkswagen Corrado\|Corrado]]; and in North America the following year. The Passat, Passat Variant ([[station wagon\|estate/wagon]]), and US-specification Corrado used the original 2.8 litre design; the European-specification Corrado and the 4WD Passat [[4motion\|Syncro]] received a 2.9 litre version with 140 kilowatts (190 PS; 188 bhp). This version also had a free flowing 6 centimetres (2.4 in) (2.5 in) [[catalytic converter]], sharper [[camshaft]]s, 4 bars (58 psi) fuel pressure regulator, enlarged inlet manifold, and larger [[throttle body]].

	The 2.9 litre engine, as destined for the Corrado, was originally designed to benefit from a dual-tract [[variable length intake manifold\|variable-length inlet manifold]] - called the VSR ({{lang-de\|"Variables SaugRohr"}}), and made by [[Pieronberg]] for [[Volkswagen#Motorsport\|Volkswagen Motorsport]]. This gave extra low-down [[torque]], but was deleted before production on cost grounds, and was instead offered as an aftermarket option. This design was later sold to [[Schrick]], who redesigned it and offered it as the Schrick VGI ("Variable Geometry Intake").		The 2.9 litre engine, as destined for the Corrado, was originally designed to benefit from a dual-tract [[variable length intake manifold\|variable-length inlet manifold]] - called the VSR ({{lang-de\|"Variables SaugRohr"}}), and made by [[Pieronberg]] for [[Volkswagen#Motorsport\|Volkswagen Motorsport]]. This gave extra low-down [[torque]], but was deleted before production on cost grounds, and was instead offered as an aftermarket option. This design was later sold to [[Schrick]], who redesigned it and offered it as the Schrick VGI ("Variable Geometry Intake").

Red marquis: /* History and evolution */

2010-05-24T15:05:10Z

History and evolution

← Older revision		Revision as of 15:05, 24 May 2010
Line 35:		Line 35:
	==History and evolution==		==History and evolution==

	The Volkswagen Group VR6 engine was introduced in [[Europe]] by [[Volkswagen\|Volkswagen Passenger Cars]] in 1991, in the [[Volkswagen Passat\|Passat]] and [[Volkswagen Corrado\|Corrado]]; and in [[North America]] the following year. The Passat, Passat Variant ([[station wagon\|estate/wagon]]), and US-specification Corrado used the original 2.8 [[litre]] design; the European-specification Corrado and the 4WD Passat [[4motion\|Syncro]] received a 2.9 litre version with {{convert\|140\|kW\|PS bhp\|0\|lk=on}}. This version also had a free flowing {{convert\|6\|cm\|1\|lk=on}} (2.5 in) [[catalytic converter]], sharper [[camshaft]]s, {{convert\|4\|bar\|psi\|0\|lk=on}} fuel pressure regulator, enlarged inlet manifold, and larger [[throttle body]].		The Volkswagen Group VR6 engine was introduced in Europe by [[Volkswagen\|Volkswagen Passenger Cars]] in 1991, in the [[Volkswagen Passat\|Passat]] and [[Volkswagen Corrado\|Corrado]]; and in North America the following year. The Passat, Passat Variant ([[station wagon\|estate/wagon]]), and US-specification Corrado used the original 2.8 [[litre]] design; the European-specification Corrado and the 4WD Passat [[4motion\|Syncro]] received a 2.9 litre version with {{convert\|140\|kW\|PS bhp\|0\|lk=on}}. This version also had a free flowing {{convert\|6\|cm\|1\|lk=on}} (2.5 in) [[catalytic converter]], sharper [[camshaft]]s, {{convert\|4\|bar\|psi\|0\|lk=on}} fuel pressure regulator, enlarged inlet manifold, and larger [[throttle body]].

	The 2.9 litre engine, as destined for the Corrado, was originally designed to benefit from a dual-tract [[variable length intake manifold\|variable-length inlet manifold]] - called the VSR ({{lang-de\|"Variables SaugRohr"}}), and made by [[Pieronberg]] for [[Volkswagen#Motorsport\|Volkswagen Motorsport]]. This gave extra low-down [[torque]], but was deleted before production on cost grounds, and was instead offered as an aftermarket option. This design was later sold to [[Schrick]], who redesigned it and offered it as the Schrick VGI ("Variable Geometry Intake").		The 2.9 litre engine, as destined for the Corrado, was originally designed to benefit from a dual-tract [[variable length intake manifold\|variable-length inlet manifold]] - called the VSR ({{lang-de\|"Variables SaugRohr"}}), and made by [[Pieronberg]] for [[Volkswagen#Motorsport\|Volkswagen Motorsport]]. This gave extra low-down [[torque]], but was deleted before production on cost grounds, and was instead offered as an aftermarket option. This design was later sold to [[Schrick]], who redesigned it and offered it as the Schrick VGI ("Variable Geometry Intake").

Red marquis: /* Detailed specifications */

2010-05-24T15:03:08Z

Detailed specifications

← Older revision		Revision as of 15:03, 24 May 2010
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	==Detailed specifications==		==Detailed specifications==

	The original VR6 engine features a one-piece ~~[[gray iron\|~~grey]] [[cast iron]] [[crankcase]] and [[cylinder block]], and one lightweight [[aluminium alloy]] [[crossflow cylinder head\|crossflow]] [[cylinder head]], with two [[poppet valve#Internal combustion engine\|valves]] per [[cylinder (engine)\|cylinder]], operated by [[chain]]-driven [[overhead camshaft]]s. All fuel and [[ignition system\|ignition]] requirements of the VR6 engine are controlled by ~~[[Robert Bosch GmbH\|~~Bosch]] [[Motronic]] [[engine control unit]] (ECU). This engine management system features an [[air mass sensor]], dual [[engine knocking\|knock]] sensors for cylinder-selective ignition knock regulation, and Lambda regulation for the air/fuel mixture. Exhaust gases are channeled through a three-way [[catalytic converter]].		The original VR6 engine features a one-piece grey [[cast iron]] [[crankcase]] and [[cylinder block]], and one lightweight aluminium alloy [[crossflow cylinder head\|crossflow]] [[cylinder head]], with two [[poppet valve#Internal combustion engine\|valves]] per [[cylinder (engine)\|cylinder]], operated by chain-driven [[overhead camshaft]]s. All fuel and [[ignition system\|ignition]] requirements of the VR6 engine are controlled by Bosch [[Motronic]] [[engine control unit]] (ECU). This engine management system features an air mass sensor, dual [[engine knocking\|knock]] sensors for cylinder-selective ignition knock regulation, and Lambda regulation for the air/fuel mixture. Exhaust gases are channeled through a three-way [[catalytic converter]].

	Volkswagen Group identifies the original VR6 by the [[list of discontinued Volkswagen Group petrol engines#2.8 VR6 12v 128kW\|"AAA"]] engine ID code. It operates on the [[four-stroke engine\|four-stroke cycle]], has an [[engine displacement]] of 2.8 ~~[[litre]]s~~, although some ~~[[Europe]]an~~ engines had a displacement of 2.9 litres (this variant identified by the [[list of discontinued Volkswagen Group petrol engines#2.9 VR6 12v 140kW\|"ABV"]] engine ID code). The cylinder [[bore (engine)\|bore]] diameter is ~~{{convert\|~~81.0~~\|mm\|2\|lk=on}}~~, and the [[piston]] [[stroke (engine)\|stroke]] is ~~{{convert\|~~90.0~~\|mm\|2}}~~. The "Vee" [[angle]] is ~~15[[degree (angle)\|°]]~~, and the [[compression ratio]] (CR) is 10:1.		Volkswagen Group identifies the original VR6 by the [[list of discontinued Volkswagen Group petrol engines#2.8 VR6 12v 128kW\|"AAA"]] engine ID code. It operates on the [[four-stroke engine\|four-stroke cycle]], has an [[engine displacement]] of 2.8 litres, although some European engines had a displacement of 2.9 litres (this variant identified by the [[list of discontinued Volkswagen Group petrol engines#2.9 VR6 12v 140kW\|"ABV"]] engine ID code). The cylinder [[bore (engine)\|bore]] diameter is 81.0 millimetres (3.19 in), and the [[piston]] [[stroke (engine)\|stroke]] is 90.0 millimetres (3.54 in). The "Vee" angle is 15°, and the [[compression ratio]] (CR) is 10:1.

	The drop-~~[[forge]]d [[~~steel]], six-throw [[crankshaft]] runs in seven [[main bearing]]s. The [[connecting rod]] ~~[[bearing (mechanical)\|~~bearing]] journals are offset 22° to one another. Two [[overhead camshaft]]s (OHCs) operate the automatic [[hydraulics\|hydraulic]] [[hydraulic tappet\|valve lifters]] which, in turn, open and close the {{convert\|39.0\|mm\|2}} intake valves and {{convert\|34.3\|mm\|2}} exhaust valves. Since the two 'rows' of [[piston]]s and cylinders share a single cylinder head and [[head gasket]], the piston crown (or top surface) is tilted. Since the [[piston ring]]s are better not tilted, and will only work when perpendicular to the cylinder bore, the firewall{{clarify\|date=June 2009}} has a varying height, leading to unequal thermal stresses and a heavier piston.{{citation needed\|date=June 2009}} Intake and exhaust valves need different [[camshaft]]s to vary valve overlap (they may be coaxial like in some 90° V8). To minimise the number of camshafts, both rows share their camshafts (like some 90° V8). Then due to the geometry, half of the [[valve stem]]s are very long,{{clarify\|date=June 2009}} which may be a problem in high [[revolutions per minute\|revving]] race engine applications.{{citation needed\|date=June 2009}} The intake and exhaust ports pass closely within the cylinder head; this then heats the intake air/fuel mixture ''before'' it is ignited by the [[spark plug]], which limits the amount of timing advance that can be used due to an increased possibility of pre-detonation of the air/fuel mixture and has the effect of reducing the [[power (physics)\|power]]. This also cools the exhaust gasses, which hampers the operation of the catalytic converter. In the [[automobile\|road car]] production engine, a single plane [[manifold (automotive)#Exhaust manifold\|exhaust manifold]] gasket is used, and therefore half of the ports have to be very long,{{clarify\|date=June 2009}} leading to increased heat insertion into the manifold, requiring a heavier manifold, and an otherwise unnecessary turn in the [[manifold (automotive)#Intake manifold\|intake manifold]]. Since the cylinder pitch{{clarify\|date=June 2009}} is decreased a bit too much (as compared to an [[straight-six engine\|inline-six]]), the longer ports on the four-valve version are squeezed into a standing rectangular cross section, and do not have the typical and more ideal lying elliptical or half moon cross section. In road car applications, the intake and exhaust ports are typically bent, and the different port lengths can easily be compensated. An exception is the [[W engine]] derivative of the VR6, where every second intake port has a notable chicane.{{clarify\|date=June 2009}}		The drop-forged steel, six-throw [[crankshaft]] runs in seven [[main bearing]]s. The [[connecting rod]] bearing journals are offset 22° to one another. Two [[overhead camshaft]]s (OHCs) operate the automatic [[hydraulics\|hydraulic]] [[hydraulic tappet\|valve lifters]] which, in turn, open and close the {{convert\|39.0\|mm\|2}} intake valves and {{convert\|34.3\|mm\|2}} exhaust valves. Since the two 'rows' of [[piston]]s and cylinders share a single cylinder head and [[head gasket]], the piston crown (or top surface) is tilted. Since the [[piston ring]]s are better not tilted, and will only work when perpendicular to the cylinder bore, the firewall{{clarify\|date=June 2009}} has a varying height, leading to unequal thermal stresses and a heavier piston.{{citation needed\|date=June 2009}} Intake and exhaust valves need different [[camshaft]]s to vary valve overlap (they may be coaxial like in some 90° V8). To minimise the number of camshafts, both rows share their camshafts (like some 90° V8). Then due to the geometry, half of the [[valve stem]]s are very long,{{clarify\|date=June 2009}} which may be a problem in high [[revolutions per minute\|revving]] race engine applications.{{citation needed\|date=June 2009}} The intake and exhaust ports pass closely within the cylinder head; this then heats the intake air/fuel mixture ''before'' it is ignited by the [[spark plug]], which limits the amount of timing advance that can be used due to an increased possibility of pre-detonation of the air/fuel mixture and has the effect of reducing the [[power (physics)\|power]]. This also cools the exhaust gasses, which hampers the operation of the catalytic converter. In the [[automobile\|road car]] production engine, a single plane [[manifold (automotive)#Exhaust manifold\|exhaust manifold]] gasket is used, and therefore half of the ports have to be very long,{{clarify\|date=June 2009}} leading to increased heat insertion into the manifold, requiring a heavier manifold, and an otherwise unnecessary turn in the [[manifold (automotive)#Intake manifold\|intake manifold]]. Since the cylinder pitch{{clarify\|date=June 2009}} is decreased a bit too much (as compared to an [[straight-six engine\|inline-six]]), the longer ports on the four-valve version are squeezed into a standing rectangular cross section, and do not have the typical and more ideal lying elliptical or half moon cross section. In road car applications, the intake and exhaust ports are typically bent, and the different port lengths can easily be compensated. An exception is the [[W engine]] derivative of the VR6, where every second intake port has a notable chicane.{{clarify\|date=June 2009}}

	Because of the cylinder arrangement in the VR6 - with two rows of [[combustion chamber]]s within the same cylinder head, the intake ports between the two rows of cylinders are of varying lengths. Depending on the specific generation of VR6, the difference in intake port length is compensated in the [[manifold (automotive)#Intake manifold\|intake manifold]], the camshaft overlap and lift profile, or a combination thereof. In the original VR6, each port is {{convert\|420\|mm\|1}} long. Exhaust gases are channeled from two 3-branch [[cast iron]] [[manifold (automotive)#Exhaust manifold\|exhaust manifolds]] (one dedicated to three cylinders) into a sheathed Y-pipe. From there, they are channeled into a single flow pipe, before passing over the heated [[oxygen sensor]], and then to the [[catalytic converter]].		Because of the cylinder arrangement in the VR6 - with two rows of [[combustion chamber]]s within the same cylinder head, the intake ports between the two rows of cylinders are of varying lengths. Depending on the specific generation of VR6, the difference in intake port length is compensated in the [[manifold (automotive)#Intake manifold\|intake manifold]], the camshaft overlap and lift profile, or a combination thereof. In the original VR6, each port is {{convert\|420\|mm\|1}} long. Exhaust gases are channeled from two 3-branch [[cast iron]] [[manifold (automotive)#Exhaust manifold\|exhaust manifolds]] (one dedicated to three cylinders) into a sheathed Y-pipe. From there, they are channeled into a single flow pipe, before passing over the heated [[oxygen sensor]], and then to the [[catalytic converter]].

← Older revision		Revision as of 16:28, 24 May 2010
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	In 1999, an updated 12-valve VR6 model was released for the North American market [[Volkswagen Group A platform#A4\|A4-platform]] [[Volkswagen Golf Mk4\|Golf Mk4]]/[[Volkswagen Golf\|GTI]]/[[Volkswagen Jetta\|Jetta]] product line. This new VR6 improved performance via updated [[camshaft]]s, [[variable length intake manifold\|variable geometry intake manifold]], an increased [[compression ratio]] of 10.5:1, and updated emissions equipment. Motive power increased to 130 kilowatts (177 PS; 174 bhp) at 5,800 revolutions per minute (rpm), while torque increased to 245 newton metres (181 ft·lbf) at 3,200 rpm. This engine option was available from 1999.5—2002, when it was replaced by the 24-valve engine.		In 1999, an updated 12-valve VR6 model was released for the North American market [[Volkswagen Group A platform#A4\|A4-platform]] [[Volkswagen Golf Mk4\|Golf Mk4]]/[[Volkswagen Golf\|GTI]]/[[Volkswagen Jetta\|Jetta]] product line. This new VR6 improved performance via updated [[camshaft]]s, [[variable length intake manifold\|variable geometry intake manifold]], an increased [[compression ratio]] of 10.5:1, and updated emissions equipment. Motive power increased to 130 kilowatts (177 PS; 174 bhp) at 5,800 revolutions per minute (rpm), while torque increased to 245 newton metres (181 ft·lbf) at 3,200 rpm. This engine option was available from 1999.5—2002, when it was replaced by the 24-valve engine.

	In 2001, the VR6 was enlarged to 3.2 [[litre]]s, to create a limited-production, high performance, ~~{{convert\|~~168~~\|kW\|~~PS bhp~~\|0\|lk=on}}~~ version of the [[Volkswagen New Beetle\|New Beetle]] called Beetle RSi. The Beetle RSi was the first production vehicle to use the [[list of Volkswagen Group petrol engines#3.2 VR6 173-184kW\|3.2 litre VR6]].~~{{citation needed\|date=June 2009}}~~ This engine was later used in the [[Volkswagen Golf Mk4#R32\|Mk4 Golf R32]], and was also introduced in the original [[Audi TT]]. According to Volkswagen Group, this variant produced ~~{{convert\|~~184~~\|kW\|~~PS bhp~~\|0}}~~ and ~~{{convert\|~~320~~\|Nm\|0\|lk=on}}~~ of torque in TT trim, and ~~{{convert\|~~177~~\|kW\|~~PS bhp~~\|0}}~~ in R32 trim. Although it was rated at the same power as the European version, the North American R32 featured a larger Audi TT [[mass airflow sensor]] (3" in diameter, compared to 2.75"), and a different airbox which should have given the same ~~{{convert\|~~184~~\|kW\|~~PS bhp~~\|0}}~~ output of the Audi, without taking the harsher government decreed emissions restrictions into account.		In 2001, the VR6 was enlarged to 3.2 [[litre]]s, to create a limited-production, high performance, 168 kilowatts (228 PS; 225 bhp) version of the [[Volkswagen New Beetle\|New Beetle]] called Beetle RSi. The Beetle RSi was the first production vehicle to use the [[list of Volkswagen Group petrol engines#3.2 VR6 173-184kW\|3.2 litre VR6]]. This engine was later used in the [[Volkswagen Golf Mk4#R32\|Mk4 Golf R32]], and was also introduced in the original [[Audi TT]]. According to Volkswagen Group, this variant produced 184 kilowatts (250 PS; 247 bhp) and 320 newton metres (236 ft·lbf) of torque in TT trim, and 177 kilowatts (241 PS; 237 bhp) in R32 trim. Although it was rated at the same power as the European version, the North American R32 featured a larger Audi TT mass airflow sensor (3" in diameter, compared to 2.75"), and a different airbox which should have given the same 184 kilowatts (250 PS; 247 bhp) output of the Audi, without taking the harsher government decreed emissions restrictions into account.

	The 3.2 litre was then used as a range-topper in the original [[Audi A3]] and TT.		The 3.2 litre was then used as a range-topper in the original [[Audi A3]] and TT.
Line 54:		Line 54:
	The 3.2 VR6 continued being used to power the R32, in the all-new [[Volkswagen Golf Mk5#R32\|Mk5 Golf R32]].		The 3.2 VR6 continued being used to power the R32, in the all-new [[Volkswagen Golf Mk5#R32\|Mk5 Golf R32]].

	In 2005, the European market version of Volkswagen's sixth generation Passat, now with a [[transverse engine]] layout, went on sale with a revised version of the 3.2 litre VR6 as its top-spec engine. For North America, the Passat received a new [[list of Volkswagen Group petrol engines#3.6 VR6 FSI 206kW\|3.6 litre VR6]] with a narrower 10.6 ~~[[degree (angle)\|degree]]~~ cylinder angle, producing ~~{{convert\|~~206~~\|kW\|~~PS bhp~~\|0\|lk=on}}~~. These revised 3.2 and 3.6 feature [[gasoline direct injection\|Fuel Stratified Injection]] (FSI). This new [[list of Volkswagen Group petrol engines#3.2 VR6 FSI 184kW\|3.2 FSI VR6]] develops ~~{{convert\|~~184~~\|kW\|~~PS bhp~~\|0\|lk=on}}~~ at 6,250~~ ~~rpm, and ~~{{convert\|~~330~~\|Nm\|0\|lk=on}}~~at 3,000~~ ~~rpm.<ref>{{cite web\|title=The Passat (sales brochure) - 3.2 FSI VR6\|url=http://cdn.volkswagen.co.uk/assets/common/pdf/brochures/passat-saloon-brochure.pdf\|work=Volkswagen Group United Kingdom Limited\|publisher=Volkswagen.co.uk\|pages=14,18,24\|format=PDF\|date=1 December 2008\|accessdate=31 July 2009}}</ref> The introduction of the Passat VR6 also marked the first time a VR6 powered vehicle was made available in North America before Europe.		In 2005, the European market version of Volkswagen's sixth generation Passat, now with a [[transverse engine]] layout, went on sale with a revised version of the 3.2 litre VR6 as its top-spec engine. For North America, the Passat received a new [[list of Volkswagen Group petrol engines#3.6 VR6 FSI 206kW\|3.6 litre VR6]] with a narrower 10.6  cylinder angle, producing 206 kilowatts (280 PS; 276 bhp). These revised 3.2 and 3.6 feature [[gasoline direct injection\|Fuel Stratified Injection]] (FSI). This new [[list of Volkswagen Group petrol engines#3.2 VR6 FSI 184kW\|3.2 FSI VR6]] develops 184 kilowatts (250 PS; 247 bhp) at 6,250 rpm, and 330 newton metres (243 ft·lbf)at 3,000 rpm.<ref>{{cite web\|title=The Passat (sales brochure) - 3.2 FSI VR6\|url=http://cdn.volkswagen.co.uk/assets/common/pdf/brochures/passat-saloon-brochure.pdf\|work=Volkswagen Group United Kingdom Limited\|publisher=Volkswagen.co.uk\|pages=14,18,24\|format=PDF\|date=1 December 2008\|accessdate=31 July 2009}}</ref> The introduction of the Passat VR6 also marked the first time a VR6 powered vehicle was made available in North America before Europe.

	The new [[Volkswagen Passat#R36\|Passat R36]], available from early 2008, received an uprated version of the [[list of Volkswagen Group petrol engines#3.6 VR6 FSI 220kW\|3.6 FSI VR6]] engine, with 220 kilowatts (299 PS; 295 bhp) at 6,600 rpm and 350 newton metres (258 ft·lbf) at 2,400 rpm, standard [[4motion]] [[four-wheel drive]], and standard [[Direct-Shift Gearbox]] (DSG).<ref>{{cite web\|title=The Passat (sales brochure) - 3.6 FSI VR6\|url=http://cdn.volkswagen.co.uk/assets/common/pdf/brochures/passat-saloon-brochure.pdf\|work=Volkswagen Group United Kingdom Limited\|publisher=Volkswagen.co.uk\|pages=11,12,14,19,24\|format=PDF\|date=1 December 2008\|accessdate=31 July 2009}}</ref>		The new [[Volkswagen Passat#R36\|Passat R36]], available from early 2008, received an uprated version of the [[list of Volkswagen Group petrol engines#3.6 VR6 FSI 220kW\|3.6 FSI VR6]] engine, with 220 kilowatts (299 PS; 295 bhp) at 6,600 rpm and 350 newton metres (258 ft·lbf) at 2,400 rpm, standard [[4motion]] [[four-wheel drive]], and standard [[Direct-Shift Gearbox]] (DSG).<ref>{{cite web\|title=The Passat (sales brochure) - 3.6 FSI VR6\|url=http://cdn.volkswagen.co.uk/assets/common/pdf/brochures/passat-saloon-brochure.pdf\|work=Volkswagen Group United Kingdom Limited\|publisher=Volkswagen.co.uk\|pages=11,12,14,19,24\|format=PDF\|date=1 December 2008\|accessdate=31 July 2009}}</ref>

← Older revision		Revision as of 16:22, 24 May 2010
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	Further modifications were added to the design in 1999, with the introduction of the [[multi-valve\|24-valve]] 2.8 litre VR6. This engine produced 150 kilowatts (204 PS; 201 bhp), and 265 newton metres (195 ft·lbf) of torque. The new version was not available in the Passat (as it was incompatible with the then-current generation's [[longitudinal engine]] layout), but was introduced as the range-topper in the Golf and Bora for European markets. The VR6 name was dropped as a commercial designation, and the 4WD system (now renamed [[4motion]]) became standard on the V6 (VR6) in Europe. The corresponding multi-valve V5 was only released in 2001, with a 20 PS power increase, to 125 kilowatts (170 PS; 168 bhp). The multi-valve V6 (VR6) was introduced in North America in 2001 aboard the [[Volkswagen Transporter (T4)\|T4 Eurovan]], producing 150 kilowatts (204 PS; 201 bhp), and in the GTI in 2002 (where it retained the VR6 name).		Further modifications were added to the design in 1999, with the introduction of the [[multi-valve\|24-valve]] 2.8 litre VR6. This engine produced 150 kilowatts (204 PS; 201 bhp), and 265 newton metres (195 ft·lbf) of torque. The new version was not available in the Passat (as it was incompatible with the then-current generation's [[longitudinal engine]] layout), but was introduced as the range-topper in the Golf and Bora for European markets. The VR6 name was dropped as a commercial designation, and the 4WD system (now renamed [[4motion]]) became standard on the V6 (VR6) in Europe. The corresponding multi-valve V5 was only released in 2001, with a 20 PS power increase, to 125 kilowatts (170 PS; 168 bhp). The multi-valve V6 (VR6) was introduced in North America in 2001 aboard the [[Volkswagen Transporter (T4)\|T4 Eurovan]], producing 150 kilowatts (204 PS; 201 bhp), and in the GTI in 2002 (where it retained the VR6 name).

	In 1999, an updated 12-valve VR6 model was released for the North American market [[Volkswagen Group A platform#A4\|A4-platform]] [[Volkswagen Golf Mk4\|Golf Mk4]]/[[Volkswagen Golf\|GTI]]/[[Volkswagen Jetta\|Jetta]] product line. This new VR6 improved performance via updated [[camshaft]]s, [[variable length intake manifold\|variable geometry intake manifold]], an increased [[compression ratio]] of 10.5:1, and updated emissions equipment. ~~[[motive power\|~~Motive~~]] [[~~power ~~(physics)\|power]]~~ increased to ~~{{convert\|~~130~~\|kW\|~~PS bhp~~\|0}}~~ at 5,800 [[revolutions per minute]] (rpm), while torque increased to ~~{{convert\|~~245~~\|Nm\|0}}~~ at 3,200 rpm. This engine option was available from 1999.5—2002, when it was replaced by the 24-valve engine.		In 1999, an updated 12-valve VR6 model was released for the North American market [[Volkswagen Group A platform#A4\|A4-platform]] [[Volkswagen Golf Mk4\|Golf Mk4]]/[[Volkswagen Golf\|GTI]]/[[Volkswagen Jetta\|Jetta]] product line. This new VR6 improved performance via updated [[camshaft]]s, [[variable length intake manifold\|variable geometry intake manifold]], an increased [[compression ratio]] of 10.5:1, and updated emissions equipment. Motive power increased to 130 kilowatts (177 PS; 174 bhp) at 5,800 revolutions per minute (rpm), while torque increased to 245 newton metres (181 ft·lbf) at 3,200 rpm. This engine option was available from 1999.5—2002, when it was replaced by the 24-valve engine.

	In 2001, the VR6 was enlarged to 3.2 [[litre]]s, to create a limited-production, high performance, {{convert\|168\|kW\|PS bhp\|0\|lk=on}} version of the [[Volkswagen New Beetle\|New Beetle]] called Beetle RSi. The Beetle RSi was the first production vehicle to use the [[list of Volkswagen Group petrol engines#3.2 VR6 173-184kW\|3.2 litre VR6]].{{citation needed\|date=June 2009}} This engine was later used in the [[Volkswagen Golf Mk4#R32\|Mk4 Golf R32]], and was also introduced in the original [[Audi TT]]. According to Volkswagen Group, this variant produced {{convert\|184\|kW\|PS bhp\|0}} and {{convert\|320\|Nm\|0\|lk=on}} of torque in TT trim, and {{convert\|177\|kW\|PS bhp\|0}} in R32 trim. Although it was rated at the same power as the European version, the North American R32 featured a larger Audi TT [[mass airflow sensor]] (3" in diameter, compared to 2.75"), and a different airbox which should have given the same {{convert\|184\|kW\|PS bhp\|0}} output of the Audi, without taking the harsher government decreed emissions restrictions into account.		In 2001, the VR6 was enlarged to 3.2 [[litre]]s, to create a limited-production, high performance, {{convert\|168\|kW\|PS bhp\|0\|lk=on}} version of the [[Volkswagen New Beetle\|New Beetle]] called Beetle RSi. The Beetle RSi was the first production vehicle to use the [[list of Volkswagen Group petrol engines#3.2 VR6 173-184kW\|3.2 litre VR6]].{{citation needed\|date=June 2009}} This engine was later used in the [[Volkswagen Golf Mk4#R32\|Mk4 Golf R32]], and was also introduced in the original [[Audi TT]]. According to Volkswagen Group, this variant produced {{convert\|184\|kW\|PS bhp\|0}} and {{convert\|320\|Nm\|0\|lk=on}} of torque in TT trim, and {{convert\|177\|kW\|PS bhp\|0}} in R32 trim. Although it was rated at the same power as the European version, the North American R32 featured a larger Audi TT [[mass airflow sensor]] (3" in diameter, compared to 2.75"), and a different airbox which should have given the same {{convert\|184\|kW\|PS bhp\|0}} output of the Audi, without taking the harsher government decreed emissions restrictions into account.

← Older revision		Revision as of 16:17, 24 May 2010
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	The Volkswagen Group VR6 engine was introduced in Europe by [[Volkswagen\|Volkswagen Passenger Cars]] in 1991, in the [[Volkswagen Passat\|Passat]] and [[Volkswagen Corrado\|Corrado]]; and in North America the following year. The Passat, Passat Variant ([[station wagon\|estate/wagon]]), and US-specification Corrado used the original 2.8 litre design; the European-specification Corrado and the 4WD Passat [[4motion\|Syncro]] received a 2.9 litre version with 140 kilowatts (190 PS; 188 bhp). This version also had a free flowing 6 centimetres (2.4 in) (2.5 in) [[catalytic converter]], sharper [[camshaft]]s, 4 bars (58 psi) fuel pressure regulator, enlarged inlet manifold, and larger [[throttle body]].		The Volkswagen Group VR6 engine was introduced in Europe by [[Volkswagen\|Volkswagen Passenger Cars]] in 1991, in the [[Volkswagen Passat\|Passat]] and [[Volkswagen Corrado\|Corrado]]; and in North America the following year. The Passat, Passat Variant ([[station wagon\|estate/wagon]]), and US-specification Corrado used the original 2.8 litre design; the European-specification Corrado and the 4WD Passat [[4motion\|Syncro]] received a 2.9 litre version with 140 kilowatts (190 PS; 188 bhp). This version also had a free flowing 6 centimetres (2.4 in) (2.5 in) [[catalytic converter]], sharper [[camshaft]]s, 4 bars (58 psi) fuel pressure regulator, enlarged inlet manifold, and larger [[throttle body]].

	The 2.9 litre engine, as destined for the Corrado, was originally designed to benefit from a dual-tract [[variable length intake manifold\|variable-length inlet manifold]] - called the VSR (~~{{lang-de\|~~"Variables SaugRohr"}}), and made by [[Pieronberg]] for [[Volkswagen#Motorsport\|Volkswagen Motorsport]]. This gave extra low-down [[torque]], but was deleted before production on cost grounds, and was instead offered as an aftermarket option. This design was later sold to [[Schrick]], who redesigned it and offered it as the Schrick VGI ("Variable Geometry Intake").		The 2.9 litre engine, as destined for the Corrado, was originally designed to benefit from a dual-tract [[variable length intake manifold\|variable-length inlet manifold]] - called the VSR (German: ''"Variables SaugRohr"''), and made by [[Pieronberg]] for [[Volkswagen#Motorsport\|Volkswagen Motorsport]]. This gave extra low-down [[torque]], but was deleted before production on cost grounds, and was instead offered as an aftermarket option. This design was later sold to [[Schrick]], who redesigned it and offered it as the Schrick VGI ("Variable Geometry Intake").

	In 1992, with the introduction of the [[Volkswagen Golf Mk3]], a six-cylinder engine was available for the first time in a lower-midsize segment [[hatchback]] in Europe. North America waited until 1994 to received this engine; at the same time, the European model started to use the 2.9 litre in the VR6 Syncro model. The corresponding Vento/Jetta VR6 versions appeared in the same years.		In 1992, with the introduction of the [[Volkswagen Golf Mk3]], a six-cylinder engine was available for the first time in a lower-midsize segment [[hatchback]] in Europe. North America waited until 1994 to received this engine; at the same time, the European model started to use the 2.9 litre in the VR6 Syncro model. The corresponding Vento/Jetta VR6 versions appeared in the same years.


	Volkswagen Group removed a cylinder from the VR6 in 1997 to create the [[list of discontinued Volkswagen Group petrol engines#2.3 VR5 110-125kW\|VR5]] (aka 'V5'), the second block to use an uneven number of cylinders in a Vee design after the Honda V3 triples of [[MotoGP]] fame. This version, which had a 2.3 litre capacity, was capable of ~~{{convert\|~~110~~\|kW\|~~PS bhp~~\|0\|lk=on}}~~, and had a maximum [[torque]] of ~~{{convert\|~~210~~\|Nm\|0\|lk=on}}~~. It was introduced in the Passat in 1997, and the Golf and Bora in 1999.		Volkswagen Group removed a cylinder from the VR6 in 1997 to create the [[list of discontinued Volkswagen Group petrol engines#2.3 VR5 110-125kW\|VR5]] (aka 'V5'), the second block to use an uneven number of cylinders in a Vee design after the Honda V3 triples of MotoGP fame. This version, which had a 2.3 litre capacity, was capable of 110 kilowatts (150 PS; 148 bhp), and had a maximum [[torque]] of 210 newton metres (155 ft·lbf). It was introduced in the Passat in 1997, and the Golf and Bora in 1999.

	Further modifications were added to the design in 1999, with the introduction of the [[multi-valve\|24-valve]] 2.8 litre VR6. This engine produced ~~{{convert\|~~150~~\|kW\|~~PS bhp~~\|0\|lk=on}}~~, and ~~{{convert\|~~265~~\|Nm\|0\|lk=on}}~~ of torque. The new version was not available in the Passat (as it was incompatible with the then-current generation's [[longitudinal engine]] layout), but was introduced as the range-topper in the Golf and Bora for European markets. The VR6 name was dropped as a commercial designation,~~{{citation needed\|date=June 2009}}~~ and the 4WD system (now renamed [[4motion]]) became standard on the V6 (VR6) in Europe. The corresponding multi-valve V5 was only released in 2001, with a 20 PS power increase, to ~~{{convert\|~~125~~\|kW\|~~PS bhp~~\|0}}~~. The multi-valve V6 (VR6) was introduced in North America in 2001 aboard the [[Volkswagen Transporter (T4)\|T4 Eurovan]], producing ~~{{convert\|~~150~~\|kW\|~~PS bhp~~\|0}}~~, and in the GTI in 2002 (where it retained the VR6 name).		Further modifications were added to the design in 1999, with the introduction of the [[multi-valve\|24-valve]] 2.8 litre VR6. This engine produced 150 kilowatts (204 PS; 201 bhp), and 265 newton metres (195 ft·lbf) of torque. The new version was not available in the Passat (as it was incompatible with the then-current generation's [[longitudinal engine]] layout), but was introduced as the range-topper in the Golf and Bora for European markets. The VR6 name was dropped as a commercial designation, and the 4WD system (now renamed [[4motion]]) became standard on the V6 (VR6) in Europe. The corresponding multi-valve V5 was only released in 2001, with a 20 PS power increase, to 125 kilowatts (170 PS; 168 bhp). The multi-valve V6 (VR6) was introduced in North America in 2001 aboard the [[Volkswagen Transporter (T4)\|T4 Eurovan]], producing 150 kilowatts (204 PS; 201 bhp), and in the GTI in 2002 (where it retained the VR6 name).

	In 1999, an updated 12-valve VR6 model was released for the North American market [[Volkswagen Group A platform#A4\|A4-platform]] [[Volkswagen Golf Mk4\|Golf Mk4]]/[[Volkswagen Golf\|GTI]]/[[Volkswagen Jetta\|Jetta]] product line. This new VR6 improved performance via updated [[camshaft]]s, [[variable length intake manifold\|variable geometry intake manifold]], an increased [[compression ratio]] of 10.5:1, and updated emissions equipment. [[motive power\|Motive]] [[power (physics)\|power]] increased to {{convert\|130\|kW\|PS bhp\|0}} at 5,800 [[revolutions per minute]] (rpm), while torque increased to {{convert\|245\|Nm\|0}} at 3,200 rpm. This engine option was available from 1999.5—2002, when it was replaced by the 24-valve engine.		In 1999, an updated 12-valve VR6 model was released for the North American market [[Volkswagen Group A platform#A4\|A4-platform]] [[Volkswagen Golf Mk4\|Golf Mk4]]/[[Volkswagen Golf\|GTI]]/[[Volkswagen Jetta\|Jetta]] product line. This new VR6 improved performance via updated [[camshaft]]s, [[variable length intake manifold\|variable geometry intake manifold]], an increased [[compression ratio]] of 10.5:1, and updated emissions equipment. [[motive power\|Motive]] [[power (physics)\|power]] increased to {{convert\|130\|kW\|PS bhp\|0}} at 5,800 [[revolutions per minute]] (rpm), while torque increased to {{convert\|245\|Nm\|0}} at 3,200 rpm. This engine option was available from 1999.5—2002, when it was replaced by the 24-valve engine.

← Older revision		Revision as of 16:10, 24 May 2010
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	==Detailed specifications==		==Detailed specifications==

	The original VR6 engine features a one-piece grey [[cast iron]] [[crankcase]] and [[cylinder block]], and one lightweight aluminium alloy [[crossflow cylinder head\|crossflow]] [[cylinder head]], with two [[poppet valve#Internal combustion engine\|valves]] per [[cylinder (engine)\|cylinder]], operated by chain-driven [[overhead camshaft]]s. All fuel and [[ignition system\|ignition]] requirements of the VR6 engine are controlled by Bosch [[Motronic]] [[engine control unit]] (ECU). This engine management system features an air mass sensor, dual [[engine knocking\|knock]] sensors for cylinder-selective ignition knock regulation, and Lambda regulation for the air/fuel mixture. Exhaust gases are channeled through a three-way [[catalytic converter]].		The original VR6 engine features a one-piece grey cast iron [[crankcase]] and [[cylinder block]], and one lightweight aluminium alloy [[crossflow cylinder head\|crossflow]] [[cylinder head]], with two [[poppet valve#Internal combustion engine\|valves]] per [[cylinder (engine)\|cylinder]], operated by chain-driven [[overhead camshaft]]s. All fuel and [[ignition system\|ignition]] requirements of the VR6 engine are controlled by Bosch [[Motronic]] [[engine control unit]] (ECU). This engine management system features an air mass sensor, dual [[engine knocking\|knock]] sensors for cylinder-selective ignition knock regulation, and Lambda regulation for the air/fuel mixture. Exhaust gases are channeled through a three-way [[catalytic converter]].

	Volkswagen Group identifies the original VR6 by the [[list of discontinued Volkswagen Group petrol engines#2.8 VR6 12v 128kW\|"AAA"]] engine ID code. It operates on the [[four-stroke engine\|four-stroke cycle]], has an [[engine displacement]] of 2.8 litres, although some European engines had a displacement of 2.9 litres (this variant identified by the [[list of discontinued Volkswagen Group petrol engines#2.9 VR6 12v 140kW\|"ABV"]] engine ID code). The cylinder [[bore (engine)\|bore]] diameter is 81.0 millimetres (3.19 in), and the [[piston]] [[stroke (engine)\|stroke]] is 90.0 millimetres (3.54 in). The "Vee" angle is 15°, and the [[compression ratio]] (CR) is 10:1.		Volkswagen Group identifies the original VR6 by the [[list of discontinued Volkswagen Group petrol engines#2.8 VR6 12v 128kW\|"AAA"]] engine ID code. It operates on the [[four-stroke engine\|four-stroke cycle]], has an [[engine displacement]] of 2.8 litres, although some European engines had a displacement of 2.9 litres (this variant identified by the [[list of discontinued Volkswagen Group petrol engines#2.9 VR6 12v 140kW\|"ABV"]] engine ID code). The cylinder [[bore (engine)\|bore]] diameter is 81.0 millimetres (3.19 in), and the [[piston]] [[stroke (engine)\|stroke]] is 90.0 millimetres (3.54 in). The "Vee" angle is 15°, and the [[compression ratio]] (CR) is 10:1.

	The drop-forged steel, six-throw [[crankshaft]] runs in seven [[main bearing]]s. The [[connecting rod]] bearing journals are offset 22° to one another. Two [[overhead camshaft]]s (OHCs) operate the automatic [[hydraulics\|hydraulic]] [[hydraulic tappet\|valve lifters]] which, in turn, open and close the ~~{{convert\|~~39.0~~\|mm\|2}}~~ intake valves and ~~{{convert\|~~34.3~~\|mm\|2}}~~ exhaust valves. Since the two 'rows' of [[piston]]s and cylinders share a single cylinder head and [[head gasket]], the piston crown (or top surface) is tilted. Since the [[piston ring]]s are better not tilted, and will only work when perpendicular to the cylinder bore, the firewall~~{{clarify\|date=June 2009}}~~ has a varying height, leading to unequal thermal stresses and a heavier piston.~~{{citation needed\|date=June 2009}}~~ Intake and exhaust valves need different [[camshaft]]s to vary valve overlap (they may be coaxial like in some 90° V8). To minimise the number of camshafts, both rows share their camshafts (like some 90° V8). Then due to the geometry, half of the [[valve stem]]s are very long,~~{{clarify\|date=June 2009}}~~ which may be a problem in high ~~[[revolutions per minute\|~~revving]] race engine applications.~~{{citation needed\|date=June 2009}}~~ The intake and exhaust ports pass closely within the cylinder head; this then heats the intake air/fuel mixture ''before'' it is ignited by the [[spark plug]], which limits the amount of timing advance that can be used due to an increased possibility of pre-detonation of the air/fuel mixture and has the effect of reducing the [[power ~~(physics)\|power]]~~. This also cools the exhaust gasses, which hampers the operation of the catalytic converter. In the [[automobile\|road car]] production engine, a single plane [[manifold (automotive)#Exhaust manifold\|exhaust manifold]] gasket is used, and therefore half of the ports have to be very long,~~{{clarify\|date=June 2009}}~~ leading to increased heat insertion into the manifold, requiring a heavier manifold, and an otherwise unnecessary turn in the [[manifold (automotive)#Intake manifold\|intake manifold]]. Since the cylinder pitch~~{{clarify\|date=June 2009}}~~ is decreased a bit too much (as compared to an [[straight-six engine\|inline-six]]), the longer ports on the four-valve version are squeezed into a standing rectangular cross section, and do not have the typical and more ideal lying elliptical or half moon cross section. In road car applications, the intake and exhaust ports are typically bent, and the different port lengths can easily be compensated. An exception is the [[W engine]] derivative of the VR6, where every second intake port has a notable chicane.~~{{clarify\|date=June 2009}}~~		The drop-forged steel, six-throw [[crankshaft]] runs in seven [[main bearing]]s. The [[connecting rod]] bearing journals are offset 22° to one another. Two [[overhead camshaft]]s (OHCs) operate the automatic [[hydraulics\|hydraulic]] [[hydraulic tappet\|valve lifters]] which, in turn, open and close the 39.0 millimetres (1.54 in) intake valves and 34.3 millimetres (1.35 in) exhaust valves. Since the two 'rows' of [[piston]]s and cylinders share a single cylinder head and [[head gasket]], the piston crown (or top surface) is tilted. Since the [[piston ring]]s are better not tilted, and will only work when perpendicular to the cylinder bore, the firewall has a varying height, leading to unequal thermal stresses and a heavier piston. Intake and exhaust valves need different [[camshaft]]s to vary valve overlap (they may be coaxial like in some 90° V8). To minimise the number of camshafts, both rows share their camshafts (like some 90° V8). Then due to the geometry, half of the [[valve stem]]s are very long, which may be a problem in high revving race engine applications. The intake and exhaust ports pass closely within the cylinder head; this then heats the intake air/fuel mixture ''before'' it is ignited by the [[spark plug]], which limits the amount of timing advance that can be used due to an increased possibility of pre-detonation of the air/fuel mixture and has the effect of reducing the power. This also cools the exhaust gasses, which hampers the operation of the catalytic converter. In the [[automobile\|road car]] production engine, a single plane [[manifold (automotive)#Exhaust manifold\|exhaust manifold]] gasket is used, and therefore half of the ports have to be very long, leading to increased heat insertion into the manifold, requiring a heavier manifold, and an otherwise unnecessary turn in the [[manifold (automotive)#Intake manifold\|intake manifold]]. Since the cylinder pitch is decreased a bit too much (as compared to an [[straight-six engine\|inline-six]]), the longer ports on the four-valve version are squeezed into a standing rectangular cross section, and do not have the typical and more ideal lying elliptical or half moon cross section. In road car applications, the intake and exhaust ports are typically bent, and the different port lengths can easily be compensated. An exception is the [[W engine]] derivative of the VR6, where every second intake port has a notable chicane.

	Because of the cylinder arrangement in the VR6 - with two rows of [[combustion chamber]]s within the same cylinder head, the intake ports between the two rows of cylinders are of varying lengths. Depending on the specific generation of VR6, the difference in intake port length is compensated in the [[manifold (automotive)#Intake manifold\|intake manifold]], the camshaft overlap and lift profile, or a combination thereof. In the original VR6, each port is ~~{{convert\|~~420~~\|mm\|1}}~~ long. Exhaust gases are channeled from two 3-branch [[cast iron]] [[manifold (automotive)#Exhaust manifold\|exhaust manifolds]] (one dedicated to three cylinders) into a sheathed Y-pipe. From there, they are channeled into a single flow pipe, before passing over the heated [[oxygen sensor]], and then to the [[catalytic converter]].		Because of the cylinder arrangement in the VR6 - with two rows of [[combustion chamber]]s within the same cylinder head, the intake ports between the two rows of cylinders are of varying lengths. Depending on the specific generation of VR6, the difference in intake port length is compensated in the [[manifold (automotive)#Intake manifold\|intake manifold]], the camshaft overlap and lift profile, or a combination thereof. In the original VR6, each port is 420 millimetres (16.5 in) long. Exhaust gases are channeled from two 3-branch cast iron [[manifold (automotive)#Exhaust manifold\|exhaust manifolds]] (one dedicated to three cylinders) into a sheathed Y-pipe. From there, they are channeled into a single flow pipe, before passing over the heated oxygen sensor, and then to the [[catalytic converter]].

	The [[fuel injection\|fuel injectors]], operated by the ~~[[Robert~~ Bosch ~~GmbH\|Bosch]]~~ [[Motronic]] [[engine control unit]] (ECU) system, are mounted behind the bend of the intake manifolds. Besides being the optimum location for fuel injection, this location also helps shield the injectors during a frontal impact.~~{{citation needed\|date=June 2009}}<!-- I think if you crashed your car, the last thing on your mind would be weather your fuel injectors remained intact! -->~~ The water pump housing is cast integral with the cylinder block. VR6 engines also use an additional auxiliary electric pump to circulate the engine coolant whilst the engine is running, and also during the cooling fan 'after-run' cycle, in addition to the belt-driven main water pump.		The [[fuel injection\|fuel injectors]], operated by the Bosch [[Motronic]] [[engine control unit]] (ECU) system, are mounted behind the bend of the intake manifolds. Besides being the optimum location for fuel injection, this location also helps shield the injectors during a frontal impact. The water pump housing is cast integral with the cylinder block. VR6 engines also use an additional auxiliary electric pump to circulate the engine coolant whilst the engine is running, and also during the cooling fan 'after-run' cycle, in addition to the belt-driven main water pump.

	A replaceable oil filter cartridge element is used on the VR6 engine. The sump-mounted [[oil pump (internal combustion engine)\|oil pump]] is driven via an intermediate shaft. An oil pressure control valve is integrated in the pump.		A replaceable oil filter cartridge element is used on the VR6 engine. The sump-mounted [[oil pump (internal combustion engine)\|oil pump]] is driven via an intermediate shaft. An oil pressure control valve is integrated in the pump.

	The one-piece [[cylinder block]] and [[crankcase]] is made from [[pearlitic~~]] [[gray iron\|~~grey~~]] [[~~cast iron]] with [[microalloyed steel]] (microalloy). The two rows of three cylinders are arranged at a 15° axial angle from the [[crankshaft]]. The cylinder [[bore (engine)\|bores]] are ~~{{convert\|~~81.0~~\|mm\|2}}~~ in [[diameter]], with a spacing of ~~{{convert\|~~65~~\|mm\|1}}~~ between cylinders. They are staggered, but overlap along the length of the engine block - to allow the engine to be shorter and more compact than conventional V6 engines.		The one-piece [[cylinder block]] and [[crankcase]] is made from pearlitic grey cast iron with microalloyed steel (microalloy). The two rows of three cylinders are arranged at a 15° axial angle from the [[crankshaft]]. The cylinder [[bore (engine)\|bores]] are 81.0 millimetres (3.19 in) in diameter, with a spacing of 65 millimetres (2.6 in) between cylinders. They are staggered, but overlap along the length of the engine block - to allow the engine to be shorter and more compact than conventional V6 engines.

	The centerline of the cylinders are also offset from the centerline of the crankshaft by ~~{{convert\|~~12.5~~\|mm\|2}}~~. To accommodate the offset cylinder placement and narrow "Vee" design, the [[connecting rod]] bearing journals are offset 22° to each other. This also allows the use of a 120° firing interval between cylinders. The [[firing order]] is: 1, 5, 3, 6, 2, 4.		The centerline of the cylinders are also offset from the centerline of the crankshaft by 12.5 millimetres (0.49 in). To accommodate the offset cylinder placement and narrow "Vee" design, the [[connecting rod]] bearing journals are offset 22° to each other. This also allows the use of a 120° firing interval between cylinders. The [[firing order]] is: 1, 5, 3, 6, 2, 4.

	==History and evolution==		==History and evolution==

← Older revision		Revision as of 15:03, 24 May 2010
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	==Detailed specifications==		==Detailed specifications==

	The original VR6 engine features a one-piece ~~[[gray iron\|~~grey]] [[cast iron]] [[crankcase]] and [[cylinder block]], and one lightweight [[aluminium alloy]] [[crossflow cylinder head\|crossflow]] [[cylinder head]], with two [[poppet valve#Internal combustion engine\|valves]] per [[cylinder (engine)\|cylinder]], operated by [[chain]]-driven [[overhead camshaft]]s. All fuel and [[ignition system\|ignition]] requirements of the VR6 engine are controlled by ~~[[Robert Bosch GmbH\|~~Bosch]] [[Motronic]] [[engine control unit]] (ECU). This engine management system features an [[air mass sensor]], dual [[engine knocking\|knock]] sensors for cylinder-selective ignition knock regulation, and Lambda regulation for the air/fuel mixture. Exhaust gases are channeled through a three-way [[catalytic converter]].		The original VR6 engine features a one-piece grey [[cast iron]] [[crankcase]] and [[cylinder block]], and one lightweight aluminium alloy [[crossflow cylinder head\|crossflow]] [[cylinder head]], with two [[poppet valve#Internal combustion engine\|valves]] per [[cylinder (engine)\|cylinder]], operated by chain-driven [[overhead camshaft]]s. All fuel and [[ignition system\|ignition]] requirements of the VR6 engine are controlled by Bosch [[Motronic]] [[engine control unit]] (ECU). This engine management system features an air mass sensor, dual [[engine knocking\|knock]] sensors for cylinder-selective ignition knock regulation, and Lambda regulation for the air/fuel mixture. Exhaust gases are channeled through a three-way [[catalytic converter]].

	Volkswagen Group identifies the original VR6 by the [[list of discontinued Volkswagen Group petrol engines#2.8 VR6 12v 128kW\|"AAA"]] engine ID code. It operates on the [[four-stroke engine\|four-stroke cycle]], has an [[engine displacement]] of 2.8 ~~[[litre]]s~~, although some ~~[[Europe]]an~~ engines had a displacement of 2.9 litres (this variant identified by the [[list of discontinued Volkswagen Group petrol engines#2.9 VR6 12v 140kW\|"ABV"]] engine ID code). The cylinder [[bore (engine)\|bore]] diameter is ~~{{convert\|~~81.0~~\|mm\|2\|lk=on}}~~, and the [[piston]] [[stroke (engine)\|stroke]] is ~~{{convert\|~~90.0~~\|mm\|2}}~~. The "Vee" [[angle]] is ~~15[[degree (angle)\|°]]~~, and the [[compression ratio]] (CR) is 10:1.		Volkswagen Group identifies the original VR6 by the [[list of discontinued Volkswagen Group petrol engines#2.8 VR6 12v 128kW\|"AAA"]] engine ID code. It operates on the [[four-stroke engine\|four-stroke cycle]], has an [[engine displacement]] of 2.8 litres, although some European engines had a displacement of 2.9 litres (this variant identified by the [[list of discontinued Volkswagen Group petrol engines#2.9 VR6 12v 140kW\|"ABV"]] engine ID code). The cylinder [[bore (engine)\|bore]] diameter is 81.0 millimetres (3.19 in), and the [[piston]] [[stroke (engine)\|stroke]] is 90.0 millimetres (3.54 in). The "Vee" angle is 15°, and the [[compression ratio]] (CR) is 10:1.

	The drop-~~[[forge]]d [[~~steel]], six-throw [[crankshaft]] runs in seven [[main bearing]]s. The [[connecting rod]] ~~[[bearing (mechanical)\|~~bearing]] journals are offset 22° to one another. Two [[overhead camshaft]]s (OHCs) operate the automatic [[hydraulics\|hydraulic]] [[hydraulic tappet\|valve lifters]] which, in turn, open and close the {{convert\|39.0\|mm\|2}} intake valves and {{convert\|34.3\|mm\|2}} exhaust valves. Since the two 'rows' of [[piston]]s and cylinders share a single cylinder head and [[head gasket]], the piston crown (or top surface) is tilted. Since the [[piston ring]]s are better not tilted, and will only work when perpendicular to the cylinder bore, the firewall{{clarify\|date=June 2009}} has a varying height, leading to unequal thermal stresses and a heavier piston.{{citation needed\|date=June 2009}} Intake and exhaust valves need different [[camshaft]]s to vary valve overlap (they may be coaxial like in some 90° V8). To minimise the number of camshafts, both rows share their camshafts (like some 90° V8). Then due to the geometry, half of the [[valve stem]]s are very long,{{clarify\|date=June 2009}} which may be a problem in high [[revolutions per minute\|revving]] race engine applications.{{citation needed\|date=June 2009}} The intake and exhaust ports pass closely within the cylinder head; this then heats the intake air/fuel mixture ''before'' it is ignited by the [[spark plug]], which limits the amount of timing advance that can be used due to an increased possibility of pre-detonation of the air/fuel mixture and has the effect of reducing the [[power (physics)\|power]]. This also cools the exhaust gasses, which hampers the operation of the catalytic converter. In the [[automobile\|road car]] production engine, a single plane [[manifold (automotive)#Exhaust manifold\|exhaust manifold]] gasket is used, and therefore half of the ports have to be very long,{{clarify\|date=June 2009}} leading to increased heat insertion into the manifold, requiring a heavier manifold, and an otherwise unnecessary turn in the [[manifold (automotive)#Intake manifold\|intake manifold]]. Since the cylinder pitch{{clarify\|date=June 2009}} is decreased a bit too much (as compared to an [[straight-six engine\|inline-six]]), the longer ports on the four-valve version are squeezed into a standing rectangular cross section, and do not have the typical and more ideal lying elliptical or half moon cross section. In road car applications, the intake and exhaust ports are typically bent, and the different port lengths can easily be compensated. An exception is the [[W engine]] derivative of the VR6, where every second intake port has a notable chicane.{{clarify\|date=June 2009}}		The drop-forged steel, six-throw [[crankshaft]] runs in seven [[main bearing]]s. The [[connecting rod]] bearing journals are offset 22° to one another. Two [[overhead camshaft]]s (OHCs) operate the automatic [[hydraulics\|hydraulic]] [[hydraulic tappet\|valve lifters]] which, in turn, open and close the {{convert\|39.0\|mm\|2}} intake valves and {{convert\|34.3\|mm\|2}} exhaust valves. Since the two 'rows' of [[piston]]s and cylinders share a single cylinder head and [[head gasket]], the piston crown (or top surface) is tilted. Since the [[piston ring]]s are better not tilted, and will only work when perpendicular to the cylinder bore, the firewall{{clarify\|date=June 2009}} has a varying height, leading to unequal thermal stresses and a heavier piston.{{citation needed\|date=June 2009}} Intake and exhaust valves need different [[camshaft]]s to vary valve overlap (they may be coaxial like in some 90° V8). To minimise the number of camshafts, both rows share their camshafts (like some 90° V8). Then due to the geometry, half of the [[valve stem]]s are very long,{{clarify\|date=June 2009}} which may be a problem in high [[revolutions per minute\|revving]] race engine applications.{{citation needed\|date=June 2009}} The intake and exhaust ports pass closely within the cylinder head; this then heats the intake air/fuel mixture ''before'' it is ignited by the [[spark plug]], which limits the amount of timing advance that can be used due to an increased possibility of pre-detonation of the air/fuel mixture and has the effect of reducing the [[power (physics)\|power]]. This also cools the exhaust gasses, which hampers the operation of the catalytic converter. In the [[automobile\|road car]] production engine, a single plane [[manifold (automotive)#Exhaust manifold\|exhaust manifold]] gasket is used, and therefore half of the ports have to be very long,{{clarify\|date=June 2009}} leading to increased heat insertion into the manifold, requiring a heavier manifold, and an otherwise unnecessary turn in the [[manifold (automotive)#Intake manifold\|intake manifold]]. Since the cylinder pitch{{clarify\|date=June 2009}} is decreased a bit too much (as compared to an [[straight-six engine\|inline-six]]), the longer ports on the four-valve version are squeezed into a standing rectangular cross section, and do not have the typical and more ideal lying elliptical or half moon cross section. In road car applications, the intake and exhaust ports are typically bent, and the different port lengths can easily be compensated. An exception is the [[W engine]] derivative of the VR6, where every second intake port has a notable chicane.{{clarify\|date=June 2009}}

	Because of the cylinder arrangement in the VR6 - with two rows of [[combustion chamber]]s within the same cylinder head, the intake ports between the two rows of cylinders are of varying lengths. Depending on the specific generation of VR6, the difference in intake port length is compensated in the [[manifold (automotive)#Intake manifold\|intake manifold]], the camshaft overlap and lift profile, or a combination thereof. In the original VR6, each port is {{convert\|420\|mm\|1}} long. Exhaust gases are channeled from two 3-branch [[cast iron]] [[manifold (automotive)#Exhaust manifold\|exhaust manifolds]] (one dedicated to three cylinders) into a sheathed Y-pipe. From there, they are channeled into a single flow pipe, before passing over the heated [[oxygen sensor]], and then to the [[catalytic converter]].		Because of the cylinder arrangement in the VR6 - with two rows of [[combustion chamber]]s within the same cylinder head, the intake ports between the two rows of cylinders are of varying lengths. Depending on the specific generation of VR6, the difference in intake port length is compensated in the [[manifold (automotive)#Intake manifold\|intake manifold]], the camshaft overlap and lift profile, or a combination thereof. In the original VR6, each port is {{convert\|420\|mm\|1}} long. Exhaust gases are channeled from two 3-branch [[cast iron]] [[manifold (automotive)#Exhaust manifold\|exhaust manifolds]] (one dedicated to three cylinders) into a sheathed Y-pipe. From there, they are channeled into a single flow pipe, before passing over the heated [[oxygen sensor]], and then to the [[catalytic converter]].