The spark-ignition petrol (gasoline) engines listed below were formerly used in various marques of automobiles and commercial vehicles of the German automotive business Volkswagen Group and also in Volkswagen Industrial Motor applications, but are now discontinued. All listed engines operate on the four-stroke cycle, and, unless stated otherwise, use a wet sump lubrication system and are water-cooled. Since the Volkswagen Group is European, official internal combustion engine performance ratings are published using the International System of Units (commonly abbreviated SI), a modern form of the metric system of figures. Motor vehicle engines will have been tested by a testing facility accredited by the Deutsches Institut für Normung (DIN), to either the original 80/1269/ EEC, or the later 1999/99/EC standards. The standard unit of measure for expressing the rated motive power output is the kilowatt (kW); and in their official literature, the power rating may be published in either kilowatts or metric horsepower (abbreviated PS in Wikipedia, from the German Pferdestärke), or both, and may also include conversions to imperial units such as the horsepower (HP) or brake horsepower (BHP). (Conversions: one PS ≈ 735.5 watts (W), ≈ 0.98632 hp (SAE)). In case of conflict, the metric power figure of kilowatts (kW) will be stated as the primary figure of reference. For the turning force generated by the engine, the newton metre (N⋅m) will be the reference figure of torque. Furthermore, in accordance with European automotive traditions, engines shall be listed in the following ascending order of preference: The petrol engines which Volkswagen Group is currently manufacturing and installing in today's vehicles can be found in the list of Volkswagen Group petrol engines article.

Air-cooled

The Volkswagen air-cooled engine was introduced in 1935 in Germany, produced in factories all over the world, and the last complete engine was produced in December 2005, Its production was ceased by anti-pollution laws and the last engine was produced in São Bernardo do Campo. Its air-cooled, four-cylinder, boxer configuration was unusual in its day for a production automobile, but has gone on to power millions of vehicles around the world, being considered one of the most reliable automotive engines of all eras.

Water-cooled boxer

The Volkswagen wasserboxer was a horizontally opposed, or boxer, water-cooled four-cylinder petrol engine. It was introduced in 1982, and was produced for ten years, ending in 1992. The wasserboxer was only used in the Volkswagen Type 2 (T3) (T3 Transporter / Caravelle / Vanagon / T25).

Three-cylinder

1.2 R3 (EA111)

This all-aluminium alloy engine is manufactured at the Škoda Auto plant in Mladá Boleslav.

Four-cylinder EA111

The EA111 series of internal combustion engines was initially developed by Audi under Ludwig Kraus’s leadership and introduced in the mid-1970s in the Audi 50, and shortly after in the original Volkswagen Polo. It is a series of water-cooled inline three- and inline four-cylinder petrol and diesel engines, in a variety of displacement sizes. This overhead camshaft engine features a crossflow cylinder head design, and directly driven auxiliary units. The exhaust side is in driving direction, closest to the front of the vehicle.

0.8 R4: 25 kW

0.9 R4: 29 kW

1.0 R4: 37 kW (Škoda)

This engine was originally developed by Škoda Auto, before the company was acquired by Volkswagen Group, and is therefore NOT an EA111 engine. However, this engine was used in some VWs after the takeover.

1.0 R4: 16v 51 kW

This engine entered production in November 1996, after supplies of the Ford-built 1.0 had dried up. It was called the AT-1000 by Volkswagen do Brasil.

1.0 R4: 16v Turbo 82 kW

1.05 R4: 29–37 kW

Produced: 1981–1996

1.1 R4: 37–44 kW

This engine weighs in at only 84 kg including the clutch but not the gearbox.

1.3 I4: 40–50 kW (Škoda)

This engine was originally developed by Škoda Auto, before the company was acquired by Volkswagen Group, and is therefore NOT an EA111 engine. However, this engine was used in some Škodas after the takeover.

1.3 R4: 40–55 kW

Produced: 1977–1994 (Transverse), 1978–1983 (Longitudinal)

1.2 TSI/TFSI (EA111)

This engine is manufactured at the Škoda Auto plant in Mladá Boleslav

1.3 R4: 40 kW

1.3 R4: G40 85 kW

1.4 R4: 44 kW

1.4 R4: 40–44 kW

1.4 I4: 44–50 kW (Škoda)

This engine was originally developed by Škoda Auto, before the company was acquired by Volkswagen Group, and is therefore NOT an EA111 engine. However, this engine was used in some Škodas after the takeover.

1.4 R4: FSI 63–77 kW

1.4 R4

1.4 R4: 8v

1.6 R4: 48–55 kW

1.6 R4: FSI 81–85 kW

1.6 R4: 16v 88–92 kW (GTI)

1.8 R4: G60 118–154 kW

Four-cylinder EA827/EA113

1.0 R4: 37 kW

SEAT Ibiza Mk2 (AER: 09/96–06/99, ANV: 08/99–07/00, ALD: 08/99–05/02, AUC: 07/00–05/02), SEAT Cordoba (AER: 06/97–06/99, ANV: 08/99–07/00, ALD: 08/99–08/02, AUC: 07/00–08/02), Volkswagen Lupo (AER/ALL/ANV/ALD/AUC: 11/98–05/05) (?), Volkswagen Polo Mk3 (AER: 09/96–12/99, ANV/ALD/AUC: 01/00–12/01) (?)

1.3 R4: 40–44 kW

Produced 1972–1978, 1981–1988 (Longitudinal applications)

1.6 R4 51–75 kW

1.8 R4 50–74 kW

1.8 R4 16V 102 kW

1.8 R4 82 kW

1.8 R4 20v 92 kW

This is a naturally aspirated version of the 1.8 R4 20vT.

2.0 8V R4 (EA827)

2.0 R4 16v 100–110 kW

2.0 R4 20v 96 kW

2.0 R4 16v FSI (EA113)

Four-cylinder LT/MWM

2.0 R4 52–55 kW (EA831)

This engine was designed by NSU with assistance from Daimler-Benz as "Projekt Mexiko" (H-engine) and found its way to Audi for sole use in the Volkswagen LT. Other versions of this engine were installed in cars as diverse as the Porsche 924 and the AMC Gremlin. This engine has no connection or common parts with any EA827 derivative, including inline four, inline five, or inline six-cylinder designs.

2.3 R4 105 kW

Five-cylinder

1.9 R5 10v

2.0 R5 10v/20v

2.1 R5 10v

2.2/2.23 R5 10v

2.2/2.23 R5 10v turbo

2.2 R5 20v turbo

2.2 R5 20v turbo

2.3 R5 10v/20v

2.3 VR5 10v/20v

This engine was sometimes badged as a "V5".

2.5 R5 10v

2.5 R5 20v (EA855)

This engine was only used in the North American, South American, and is being used in Middle Eastern markets, as the replacement for the inline-four naturally aspirated 2.0-litre 8v. This engine was replaced by the GEN3 EA888 I4 in North America.

Six-cylinder

2.4 R6 66–70 kW

2.4 V6 30v 100–125 kW

2.4 V6 24v 130 kW

This 2.4 V6 is a smaller version of the all-alloy 3.2 V6 FSI – without the variable intake manifold and the FSI direct injection.

2.6 V6 102–110 kW

2.7 V6 30v T 169–195 kW

2.7 V6 30v T 280 kW (B5 RS4)

Based on the Audi B5 S4 2.7 V6 biturbo, this engine was tuned by Cosworth Technology (now MAHLE Powertrain), and featured enlarged intake and exhaust ports on the cylinder heads, two uprated parallel turbochargers, and two side-mounted intercoolers (SMICs), together with new induction and exhaust systems, and a re-calibrated engine management system. Due to the high performance nature of the vehicle, it was also fitted with a multi-baffled two-section oil sump to help prevent oil starvation during high g-force manoeuvres.

2.8 V6 128 kW

2.8 VR6 103–130 kW

Awards

2.8 V6 30v 137–142 kW

2.8 V6 24v FSI

The 2.8 V6 is a stroke-reduced version of the 3.2 V6 FSI introducing the Audi valvelift variable control of inlet valve lift.

2.8 VR6 24v 147–150 kW

2.9 VR6 140 kW

3.0 V6 30v

This engine unveiled in 2000 is an all-aluminium alloy, longer stroke version of the 2.8 V6.

3.0 V6 24v TFSI (EA837)

3.2 VR6 24v

This VR6 engine was often badged as a "V6" in Audi models

3.2 VR6 24v FSI (EA390)

3.2 (Technically – 3.1 L) V6 24v FSI

3.6 VR6 24v FSI (EA390)

Eight-cylinder

All Volkswagen Group V8 and W8 petrol engines are constructed from a lightweight, cast aluminium alloy cylinder block (crankcase) and cylinder heads. They all use multi-valve technology, with the valves being operated by two overhead camshafts per cylinder bank (sometimes referred to as quad cam). All functions of engine control are carried out by varying types of Robert Bosch GmbH Motronic electronic engine control units. They are all longitudinally front-mounted, and the V8 engines listed below were for a long time only used in cars bearing the Audi marque, but latterly being installed in Volkswagen Passenger Cars flagship Volkswagen Phaeton.

3.6 V8 32v 184 kW

3.7 V8 32v 169 kW

3.7 V8 40v 191–206 kW

4.0 WR8 32v 202 kW

The W8-badged engine is an eight-cylinder W engine of four banks of two cylinders, formed by joining two 15° VR4 engines, placed on a single crankshaft, with each cylinder double bank now at a 72° vee angle.

Awards

4.2 V8 32v 206–250 kW

4.2 V8 40v 220–265 kW

4.2 V8 40v T 331–353 kW (C5 RS6)

Based on the existing 4.2 V8 from the Audi C5 S6, this engine was tuned with the assistance of VW Group subsidiary Cosworth Technology (now MAHLE Powertrain), and featured two parallel turbochargers, known as biturbo, with two side-mounted intercoolers (SMICs). Enlarged and modified intake and exhaust ports on the new five valve cylinder heads, together with new induction and dual branch exhaust systems, a re-calibrated Motronic engine management system, revised cooling system, and decorative carbon fibre engine covers complete the upgrade. The initial 331 kW variant of this engine generates a specific power output of 79.3 kW per litre displacement, and the RS6 Plus 353 kW variant gives 84.6 kW per litre.

4.2 V8 FSI 32v

Based on the existing Audi 40 valve V8, this new engine is heavily revised over its predecessor, with all-new components including: crankshaft, connecting rods and pistons, cylinder heads and valvetrain, oil and cooling system, intake and exhaust system, and engine management system. It is available in two versions; a basic or comfort version, first used in the Audi Q7; and a sports-focussed high-revving version, with features borrowed from motorsport, for the B7 RS 4 quattro and the R8. This is the first eight-cylinder road car engine to use Fuel Stratified Injection (FSI), which was successfully developed by Audi in their Le Mans winning R8 racing car. The 5.2 V10 FSI was developed directly from this V8 engine.

Awards

4.2 V8 40v

Awards

6.75 V8 biturbo (Bentley)

This 6.75 litre V8 is a legacy engine, developed by Rolls-Royce Limited before the takeover of Bentley Motors Limited by the German Volkswagen Group but still used during their ownership.

Ten-cylinder

5.0 V10 40v (Lamborghini)

Only the third engine developed by Automobili Lamborghini S.p.A., and the first since Lamborghini was acquired by AUDI AG, this engine shares many technologies with other Audi-developed engines, although it is not directly based on any existing designs. It is constructed in two distinct stages: all components within the cylinder block and crankcase are built up at the Audi Hungaria Motor Kft. factory in Győr, with final assembly being completed at Sant'Agata Bolognese.

5.0 V10 40v TFSI (Audi C6 RS6)

This Audi V10 TFSI – a 5.0 litre V10 biturbo petrol engine is one of the most powerful engines fitted into any Volkswagen Group automobile. From its DIN-rated maximum power output of 426 kW, this engine generates a specific power output of 85.4 kW per litre displacement.

5.2 V10 40v FSI (C6 S6/D3 S8)

A first in Audi's history, this new generation high-performance V10 engine is based on Audi's V8 FSI engines, and retains the same fundamental design principals of the V8 FSI, including the crankcase, cylinder heads, valvetrain, fuel system and intake manifold. However, an all new crankshaft, balance shaft, double-chambered intake manifold with dual throttle valves, exhaust manifold, and ECU — are all unique to the V10. As part of the new V10 engine development, specific emphasis was placed on 'refinement', 'comfort' and 'sportiness' – as required for installation in Audi high-performance luxury cars. As well as gaining two additional cylinders compared to the V8, it has been bored by an extra two millimetres, and also shares the 90 degree (°) cylinder bank angle of the recent Audi V engines. Audi continue to use the Fuel Stratified Injection (FSI) technology, originally developed in the Audi R8 LMP endurance race cars. This engine is often, but incorrectly, referred to as a derivative of the Gallardo's original 5.0-litre Lamborghini V10, which was also developed under the Volkswagen Group ownership. However, the subsequent 5.2 V10 FSI installed in the Gallardo LP560 and Audi R8 V10 is fundamentally identical to this Audi unit, save for a stronger crankshaft with solid main pin design, forged pistons, dry sump oiling system, different intake and exhaust valves, and engine management systems.

Twelve-cylinder

6.2/6.5 V12 48v (Lamborghini)

This was a legacy engine, an original 3.5 litre version was developed nearly 50 years before the takeover of Automobili Lamborghini S.p.A. by the German Volkswagen Group subsidiary AUDI AG. The current 6.2 and 6.5 litre versions can trace their lineage to the original. The final model to use this was the Murciélago, which was released during the current VW Group ownership, developed with help from Audi.