The 252hp gen 3 does have dual injectors in at least Europe, to meet particulate emissions requirements, but the US didn't get them.

I'm pretty sure the gen 3B - the 190hp modified-Miller cycle engine (named the Ultra in the US) - has them worldwide.

 

2018 A4 GEN3B uses the CYMC engine
2019 A4 GEN3B uses the DBPA engine

The Gen3b (190HP) engines are different than the Gen3 MLB (252HP engine) in that, among other things, the former has a narrower drive chain, and smaller main bearing diameter, a crankshaft with less counterweights.

BOTH THE DBPA and CYMC are GEN3B engines, but with slight differences.
Among them, I found out the CYMC engine is using the more powerful GEN3 MLB's Crankshaft Main bearing diameter.

2019 Audi A4 DBPA Engine 48 mm Main bearing diameter part# 06K105561GLB
2018 Audi A4 CYMC Engine 52 mm Main bearing diameter part# 06H105561KGLB

Sucks for me and my 2019 A4 DBPA engine, because I would prefer the larger diameter Main Bearing in the CYMC, as it has a higher load capacity, and thus more suitable for getting more TQ/HP from ECU tuning.

 

No surprises there. Both the Gen3 b-cycle power class 1 (PC1) engine (US emissions DBPA) and the Gen3 evo power class 2 (PC2) engine (US emissions CYMC) are derived from the Gen3 engine (EU emissions CNCx), but they are designed for very different goals. The PC2 engine was an update of the Gen3 carrying on what it already started. The PC1 engine was heavily modified around one overarching goal, max efficiency. Smaller crankshaft bearings, higher compression ratio, smaller intake valves, etc, etc. All of these changes are exactly fitting of the purpose #1 for the PC1 engine. Including the movement of the variable valve lift from the exhaust cam to the intake cam to support the implemented B-cycle. The engines do not even use the same engine management software vendor (Simos for PC2, Bosch for PC1). And not surprising, the turbo is different too, though I don't know specifics.

As for dual injection, the return of MPI was specific to the EU6 emissions (or EU6+ or whatever they are on now). So US emissions engines (both PC1 and PC2) will not have them, EU emissions vehicles will. Generally. DI+MPI would be cool, but VAG is not about to add cost they don't have to. Specific answer requires a specific engine code.

No EA888 engine has a timing belt. The family is built around timing chain. If you are referring to the 1.4L engine, it has a belt. But it's also not a EA888 engine. That's a EA211 engine.

 

Are you sure? Do you know which years of the A4 B9 2.0 TFSI 252 BHP had MPI please? Also, does that include the Allroad and the Quattro versions?
Further, what about the "45 TFSI" that came later in 2019, does that also have MPI?
PS: Why does it have less power than its predecessor? DS.

I would be very keen to see the source for this as I have only been able to find contradicting information myself

 

Audi's 35/40/45 nomenclature is just marketing bs that slapped on at some point.
35 = the 110kW EA211 1.4T, but Audi apparently replaced this with a detuned 110kW EA888 2.0T, but the part catalog just shows a 125kW option
40 = the 140kW EA888 Gen3 b-cycle (aka Gen3B) 2.0T
45 = the 185kW EA888 Gen3 evo (what I would call Gen3E if it needed such a name) 2.0T

MPI has already been explained. Necessary for EU emissions, unnecessary for US emissions. Do you have a specific engine code you are asking about?

The Gen3E is always 185kW. That's 252PS or 248HP. https://www.carscoops.com/2018/11/au...g-2019my-cars/
Same as AoA marketing my CAEB as 211hp when in fact it's 211ps, only 208hp.

 

how has this been explained, are both the EU version of this engine (denoted 45 TFSI or 2.0 with 245 or 252 BHP always with MPI? I have not been a able to confirm this anywhere?
I would be happy to write an engine code but I can’t see these in any of the listings of cars, I’m basically searching the German Audi.de website for used cars.
if you can point me in the right direction as to year, geography and version (Allroad, Avant Quattro, S-Tronic etc) I can get back to you. Any other way to get the engine code?

 

Check eSelf Study Program 920163 which was mentioned already in this topic.
For example the 2.0 TFSI 252 hp engine for Europe has MPI, and the 2.0T 252hp for USA doesn't.

 

The US emissions variants ar very clean regarding the B9.0 engine codes, CYMC for 185kW Gen3 evo and DPBA for 140kW Gen3 b-cycle. Due to the fact that we only have two engines in our B9.0 A4 models.
But the EU/RoW emissions variants are numerous. If we stick to the B9.0 185kW Gen3 evo engine, we have the original CYRx (CYRB for 185kW) and then additional DDWx, DKNx, and DLHx. The CYRx has the MPI; the other three appear to be like the US market CYMx (CYMC for 185kW), no MPI. What emissions standard are those later engine codes made for, no idea. Maybe something changed and Audi was able to get away with no longer needing the MPI. How long was the CYRx used? Again, no idea. What engine codes were used in what vehicles in what markets in what years? No idea.

 

I have managed to get hold of engine codes for the three different version of cars I am considering, which of these would have MPI and where can I verify this please?

Audi A4 Avant 2.0 TFSI Quattro Eu6 252hk, model year 2017, engine code: CYRB
Audi A4 Allroad Quattro 2.0 TFSI 252hk, model year 2018, engine code: DDWA
Audi A4 allroad quattro TFSi 245hk, model year 2019, engine code: DKNA

Further, I have researched more and am pretty sure that when the engine output (in Europe) dropped from 252 BHP ti 245 BHP it was when Audi imtroduce petrol/gazoline particulate filter to abide the stricter emission standards.

 

On the US side, we didn't get any such change, so the engine output was unchanged at 185kW, which when converted correctly to bhp is 248 instead of 252. So that's the reason for the numerical change here.
As for there on that side of the Atlantic, you are probably right. As you are still using PS (hk) and your number changed from 252 to 245.

As I mentioned previously, it appears CYR has the MPI injectors while the DDW, DKN, and DLH do not. DKNA is a 180kW (245 PS) GPF equipped engine.
So what change enabled dropping the MPI from the CYR to the DDW, which appears to have carried on when the GPF was added to create the DKN? No idea.

Audi has PR codes for the different engines and output levels.
185kW 2.0T Gen3 evo is PR-DQ6 (CYMC US, CYRB EU, DDWA EU)
183kW 2.0T Gen3 evo is PR-DI5 (CYRC EU)
180kW 2.0T Gen3 evo is PR-DQ4 (DKNA EU)
...

Ok, so the 125kW CVLA engine (PR-D6G) is the g-tron natural gas engine.

Here is an image of a CYR engine: https://static-spinner.vivition.com/...2dad1bf3f7.jpg
If you look at the top of the intake manifold right where it connects to the head, you'll see a black "rod" running along, with a silver bolt head showing and a fuel rail pressure sensor further rearward on it. That's the fuel rail for the MPI injectors. You won't have that on the DDW.

Here is the rear image from that CYR engine: https://static-spinner.vivition.com/...5e709812ba.jpg
Notice the HPFP has the soft supply line coming into the middle and the high pressure hard line coming off the bottom. But then there's also a low pressure soft line coming off the rearward bottom; that goes to the MPI rail.

Here a DDW engine: https://www.ebay.co.uk/itm/2017-AUDI...-/362897765526
The HPFP has only the hard line output, because the DDW doesn't have the MPI rail or injectors.

Again, why did Audi drop the MPI, no clue. Is there a particular EU emission standard that requires the MPI; no idea. EU emissions is a cluster f of wtf.