!"#$%&'()*+(,%&%-)-".&(/01*%)$"%&2(#2$&3456 This can be found in the camshaft housing and is included in the oil circuit of the engine.

Actuation of the inlet camshaft timing adjustment valve results in oil being fed to one or both oil channels. Depending on which oil channel is accessible, the inner rotor is adjusted in the direction of "advanced" or "retarded", or held in its position. As the inner rotor is bolted to the inlet camshaft, the camshaft is adjusted in the same way. 7,,$'%*&8,&,(-#19$ If the inlet camshaft timing adjustment valve N205 fails in its function, there is no variable timing adjustment.
Retarded adjustment Advanced adjustment

Inlet camshaft timing adjustment valve N205

Oil supply

Oil return

S296_067

:-#&'88#$9 Due to the higher rev range of the 1.6 ltr./85 kW FSI engine, the engine oil is subjected to greater heat. To guarantee precise adjustment of the inlet camshaft across the entire rev range, an oil cooler is installed.

Oil cooler

S296_057

17

7".-"$&)("(.$)$"%
;<*%$)&82$92-$=
Inlet manifold pressure sender >AB Intake air temperature sender >C4 Intake air temperature sender 2 &>4@@ Engine speed sender >4?

Hall sender >C5 Throttle valve control unit DEE? Throttle valve drive angle sender 1+2 >B?A and >B?? Accelerator pedal position sender >A@ and >B?6 Clutch pedal switch FEG

Diagnosis connection

Brake light switch F and brake pedal switch FCA

Fuel pressure sender, high pressure >4CA

Fuel pressure sender, vacuum pressure >CB5 Knock sensor &>GB

Coolant temperature sender >G4 Coolant temperature sender - radiator outlet >?E

Communications line

Potentiometer for intake manifold flap >EEG Potentiometer for exhaust gas recirculation >4B4

Lambda probe >E@ Onboard power supply Exhaust gas temperature sender >4E6 NOx* sender >4@6H& NOx sensor* control unit&D6?E Brake servo pressure sensor >4@C control unit&D6B@ Diagnosis interface for databus D6EE

Temperature selection potentiometer >4GA

Additional input signals

18

CAN drive

Fuel pump control unit D6E? Fuel pump >G Motronic control unit D445 with ambient air pressure sender Injectors, cylinders 1-4 3E5IEE

Ignition coils 1 - 4 with output stages 3A5H&3B4AH&

34@BH&34@4

Throttle valve control unit DEE? Throttle valve drive >B?G

Motronic current supply relay D4AB

ABS/EDL control unit DB5C Airbag control unit D4EC Power steering control unit D655 Steering angle sender >?6

Fuel pressure control valve 34AG

Solenoid valve for activated charcoal filter system 3?5

Intake manifold flap air flow control valve 3EBG

Exhaust gas recirculation valve 3B?

EPC

Lambda probe heating &JB@

Control unit with display unit in dash panel insert D4?6 NOx sender heaterK&JCC

Inlet camshaft timing adjustment valve 3456

Additional output signals

S296_022

*(One component on 1.6 ltr./85 kW FSI engine)

19

7".-"$&)("(.$)$"%
7".-"$&'8"%98#&1"-%&D445&RBPC&#%9PSGE&TU&F;!&$".-"$V
The engine control unit on the Polo can be found on the bulkhead in the engine compartment and has 121 pins. The installation location was carefully selected to allow easy access but also to protect against dampness. The torque-based engine management system is Bosch Motronic MED 7.5.11. In the housing of the control unit there is also an ambient air pressure sender. The engine control unit calculates and controls the optimum fuel and air mixture for the following modes of operation. L L L L Stratified injection Homogeneous-lean Homogeneous Double injection, catalyst warm-up

Engine control unit with ambient air pressure sender J220

S296_025

M+$&/$*-."(%-8"&N7O&AP6PBB&*%("/*&,89Q N 7 O AP =Motronic =Electric throttle operation =Direct injection =Version

6PBB =Development stage

20

7".-"$&'8"%98#&1"-%&D445&RBPG&#%9PS?6&TU&F;!&$".-"$V
The engine control unit on the Touran can be found in the plenum chamber and has 154 pins. The torque-based engine management system is Bosch Motronic MED 9.5.10. The engine control unit calculates and controls the optimum fuel and air mixture for the following modes of operation. L L L L L Stratified injection Homogeneous-lean Homogeneous Double injection, catalyst warm-up Double injection, full throttle

Engine control unit with ambient air pressure sender J220

S296_056

M+$&/$*-."(%-8"&N7O&@P6PB5&*%("/*&,89Q N 7 O @P =Motronic =Electric throttle operation =Direct injection =Version

6PB5 =Development stage

21

7".-"$&)("(.$)$"%
:W$9(%-".&%<W$*
In addition to the operating types stratified injection, homogeneous-lean and homogeneous, there are two further operating modes. These are 'double injection, catalyst warm-up' and 'double injection, full throttle'. Thanks to these two modes, firstly, the catalyst is warmed up faster and, secondly, torque is increased in the lower rev range.

O81X#$&-"0$'%-8"H&'(%(#<*%&=(9)I1W In homogeneous catalyst warm-up mode, the catalyst is warmed up faster and it therefore reaches its optimal operating temperature earlier. Furthermore, quieter running is the result and there are fewer HC emissions. All in all, there is a reduction in exhaust emissions and fuel consumption.

F-9*%&-"0$'%-8" The first injection is when the crankshaft angle is at approx. 300 before TDC during the intake stroke. This helps to achieve a balanced distribution of the air and fuel mixture.

1st injection
S296_059

;$'8"/&-"0$'%-8" During the second injection, a small amount of fuel is injected when the crankshaft angle is at approx. 60 before TDC. This mixture burns very late and exhaust gas temperature increases.

2nd injection
S296_060

The warmer exhaust gas heats up the catalyst, which allows it to reach its optimal operating temperature.

To catalyst

S296_061

22

O81X#$&-"0$'%-8"H&,1##%+98%%#$ (1.6 ltr./85 kW FSI engine) On petrol direct injection systems, there are times when the fuel and air mixture is unfavourable at engine speeds up to 3000 rpm and at full throttle. Thanks to double injection, this is avoided and torque is increased by 1-3 Nm.

M+$&,-9*%&-"0$'%-8" The first injection happens when the crankshaft angle is at approx. 300 before TDC during the intake stroke. Here, approx. two thirds of the total amount is injected.
1st injection

S296_062

M+$&*$'8"/&-"0$'%-8" The remaining amount of fuel, approx. one third, is injected at about the start of the compression stroke. In this way, less fuel is built up on the cylinder wall. The fuel evaporates almost completely and mixture distribution is improved. Furthermore, there is also a richer mixture in the area of the spark plug compared to the rest of the combustion chamber. This improves combustion and reduces the risk of knocking.

2nd injection

S296_065

23

7".-"$&)("(.$)$"%
!"%(T$&*<*%$)
The intake system has been changed, compared to the Bosch Motronic MED 7.5.10 system, as far as engine load detection is concerned. The hot film air mass meter G70 has been discontinued. For calculation of the engine load, use is made of intake air temperature sender 2 G299 in the engine cover and the ambient air pressure sender in the engine control unit.

Activated charcoal filter

Solenoid valve for activated charcoal filter system N80

Engine cover and air cleaner

Throttle valve control unit J338 Intake air temperature sender 2 G299

EGR valve with potentiometer for exhaust gas recirculation G212 - Exhaust gas recirculation valve N18 Engine control unit with ambient air pressure sender J220

24

Intake manifold flap air flow control valve N316

Intake manifold flap vacuum unit

Intake manifold flap potentiometer G336

Brake servo pressure sensor G294 Intake manifold pressure sender G71 with intake air temperature sender G42

S296_029

25

7".-"$&)("(.$)$"%
7".-"$&#8(/&/$%$'%-8"
On FSI engines, engine load was previously measured using a hot film air mass meter. It is now calculated by the engine control unit as the hot film air mass meter has been discontinued. In place of this component, there is now an air intake temperature sender and an ambient air pressure sender. 7".-"$&#8(/&-*&'(#'1#(%$/&,98)&%+$&,8##8=-".&*-."(#*Q Intake air temperature sender 2 G299 Ambient air pressure sender (in engine control unit) J220 Intake manifold pressure sender G71 Intake air temperature sender G42 Engine speed sender G28 Throttle valve drive angle sender 1+2 G187 and G188 Intake manifold flap air flow control potentiometer G336 Hall sender G40 (for position of inlet camshaft on 1.6 ltr./85 kW FSI engine)

!"%(T$&(-9&%$)W$9(%19$&*$"/$9&4&>4@@
The sender is installed in the engine cover in front of the throttle valve control unit. ;-."(#&(WW#-'(%-8" It detects the temperature of the fresh air drawn in and passes on this information to the engine control unit. This then calculates the density of the fresh air.
S296_010

Y)X-$"%&(-9&W9$**19$&*$"/$9
The sender is part of the engine control unit. ;-."(#&(WW#-'(%-8" It measures ambient air pressure and passes on a relevant signal to the engine control unit. This then detects the pressure at the throttle valve control unit. Effects of signal failure If one or both of the senders fail in their function, emergency running mode is selected, engine load is calculated by the engine control unit using stored values.
Intake air temperature sender 2 G299 Air outlet to throttle valve control unit

S296_026

Ambient pressure sender

26

Y)81"%&8,&$Z+(1*%&.(*&9$'-9'1#(%-8"
On FSI engines, a high amount of exhaust gas recirculation is necessary to reduce nitrogen oxide emissions. In order that the amount of exhaust gas can be pushed up to its limit, it has to be calculated precisely. M+$&,8##8=-".&-",89)(%-8"&-*&9$[1-9$/&,89&'(#'1#(%-8"&8,&%+$&()81"%&8,&9$'-9'1#(%$/&$Z+(1*%&.(*Q Intake manifold pressure sender G71 Intake air temperature sender G42 Ambient air pressure sender (in engine control unit) J220 (to calculate counter pressure of exhaust gas) Exhaust gas temperature sender 1 G235 The calculated engine load

M+-*&-*&+8=&-%&=89T*Q If exhaust gas is recirculated, intake manifold volume is increased by the recirculated exhaust gas and intake manifold pressure increases. The intake manifold pressure sender detects this pressure increase and sends a relevant voltage signal to the engine control unit. From this signal, the total amount is calculated (fresh air + exhaust gas). It deducts this total amount from the mass of fresh air from the calculated engine load and is thus left with the amount of exhaust gas.

!"%(T$&)("-,8#/&W9$**19$&*$"/$9&>ABH&-"%(T$&(-9&%$)W$9(%19$&*$"/$9&>C4
This combined sender is attached on the right (from seated driver's perspective) of the plastic intake manifold. ;-."(#&(WW#-'(%-8" It calculates the pressure and the temperature in the intake manifold and passes on a relevant signal to the engine control unit that, in turn, calculates the intake manifold volume. 7,,$'%*&8,&*-."(#&,(-#19$ If one of the senders should fail in its function, the amount of exhaust gas is calculated by the engine control unit and the amount of recirculated exhaust gas is reduced based on the map.
Intake manifold pressure sender G71 Intake air temperature sender G42
S296_021

27

7".-"$&)("(.$)$"%
;1WW#<&8"&/$)("/&,1$#&*<*%$)
The supply on demand fuel system is a further development of the 1.4 ltr./77 kW FSI engine. The electric fuel pump supplies only the correct amount of fuel required by the high pressure fuel pump. In this way, power drawn by the pump is reduced and fuel consumption is reduced.

\8=&W9$**19$&,1$#&*<*%$) In the low pressure fuel system, fuel pressure is at 4 bar during normal operation. For hot and cold starting, the pressure is increased to 5 bar.

Door contact switch

!%&'8"*-*%*&8,&%+$Q Fuel pump control unit J538 Fuel tank Electric fuel pump G6 Fuel filter Fuel pressure sender, low pressure G410

Battery

Fuel pump control unit J538

If the engine control unit or the electric fuel pump are renewed, adaption of the new parts must be carried out. To do this, refer to the notes displayed during "Guided fault finding" on VAS 5051.
Electric fuel pump G6

Fuel filter

]8#819&'8/$*ST$<
No pressure 4 to 5 bar 50 to 100 bar

Fuel tank

28

^-.+&W9$**19$&,1$#&*<*%$) In the high pressure fuel system, fuel pressure is between 50 and 100 bar.

!%&'8"*-*%*&8,&%+$Q Motronic control unit J220 Fuel pressure sender, high pressure G247 Fuel return line In the fuel return line to the fuel tank, only a small amount of fuel flows from the high pressure pump and only when the pressure limiter valve is open.

Onboard electrical supply control unit J519

High pressure fuel pump Fuel pressure control valve N276 High pressure fuel line Fuel rail Pressure limiter valve Fuel pressure sender, high pressure G247 High pressure injectors N30- N33

High pressure fuel line

To protect components, the pressure limiter valve opens at a fuel pressure of 120 bar. High pressure fuel pump Fuel rail

Fuel pressure sender, vacuum pressure G410

Fuel pressure control valve N276

High pressure injectors N30- N33

29

7".-"$&)("(.$)$"%
F1$#&W1)W&'8"%98#&2(#2$&D6E?
The control unit can be found under the rear bench seat in the cover of the electric fuel pump.

M(*T The control unit J538 actuates the electric fuel pump and regulates the pressure in the low pressure fuel system at a constant 4 bar. For hot and cold starting, the pressure is increased to 5 bar.

S296_031

Fuel pump control valve J538

7,,$'%*&8,&*-."(#&,(-#19$ If the fuel pump control unit should fail in its function, the engine will not run.

M$9)-"(#&/-(.9() G G1 G6 Fuel gauge sender Fuel gauge sender Fuel pump

J519

J220 Engine control unit J285 Control unit with display unit in dash panel insert J538 Control unit for fuel pump J519 Onboard electrical system control unit
G6

The fuel gauge sender is supplied with earth from the control unit with display unit in dash panel insert J285.
31 J285

J538 G1

S296_034

J220

30

F1$#&W9$**19$&*$"/$9H&2('11)&W9$**19$&>CB5
The sender is installed in the presupply line to the high pressure pump. It measures fuel pressure in the low pressure fuel system and sends a signal to the engine control unit. ;-."(#&(WW#-'(%-8" Use is made of this signal to regulate pressure in the low pressure fuel system. In normal operation to 4 bar and during cold and hot starting to 5 bar
S296_004

Fuel pressure sender, vacuum pressure G410

7,,$'%*&8,&*-."(#&,(-#19$ If the fuel pressure sender should fail in its function, the electric fuel pump will be actuated with a fixed PWM signal and the pressure in the low pressure fuel system is increased.

F1$#&W9$**19$&*$"/$9H&+-.+&W9$**19$&>4CA
The sender can be found on the intake manifold lower part and is screwed on the fuel rail. It measures fuel pressure in the high pressure fuel system and sends the signal to the engine control unit. ;-."(#&(WW#-'(%-8" The engine control unit evaluates the signals and, via the fuel pressure control valve, regulates the pressure in the fuel rail.

S296_027

Fuel pressure sender, high pressure G247

7,,$'%*&8,&*-."(#&,(-#19$ If the fuel pressure sender should fail in its function, the control valve is actuated from the engine control unit with a fixed value.

31

7".-"$&)("(.$)$"%
^-.+&W9$**19$&,1$#&W1)W
It is screwed into the camshaft housing and is operated by a double cam on the inlet camshaft. It has the task of building up fuel pressure in the high pressure fuel system by up to 100 bar. The component consists of a quantity-controlled single cylinder high pressure pump. It pumps just the required amount of fuel to the fuel rail depending on a map, and just the required amount of fuel for injection. In this way, the output of the high pressure pump is reduced, which contributes to a saving in fuel.
Single cylinder high pressure fuel pump

S296_030

Double cams on the inlet camshaft

;1'%-8"&*%98T$&,1"'%-8"Q The pump plunger is moved down by means of the plunger spring. In this way, volume is increased in the pump chamber and pressure is decreased. As soon as the pressure in the low pressure fuel system is greater than the pressure in the pump chamber, the inlet valve will open and fuel will begin to flow. The outlet valve is closed because fuel pressure is greater in the fuel rail than in the pump chamber.

Inlet valve Fuel supply

From low pressure fuel system

Pump chamber

Outlet valve Pump plunger

Plunger spring

32

O$#-2$9<&*%98T$&,1"'%-8"Q Once the pump plunger begins to rise, pressure increases in the pump chamber and the inlet valve closes. If pressure in the pump chamber is greater than pressure in the fuel rail, the outlet valve will open and fuel will be pumped to the fuel rail.
Inlet valve

Pump chamber

To fuel rail

Outlet valve

Pump plunger
S296_064

F1$#&W9$**19$&9$.1#(%-8"Q Once the required fuel pressure has built up, the fuel pressure control valve is charged and the valve needle is actuated electro-magnetically. This frees the way for fuel supply, high fuel pressure in the pump chamber is reduced and the outlet valve closes. The pressure damper serves as a means of rapidly breaking down peaks in pressure when the control valve is opened and it prevents surges in pressure in the low pressure fuel system.
Pressure damper Fuel supply Membrane Outlet valve Fuel pressure control valve Fuel return line When the valve needle opens, a small amount of fuel flows to the pump plunger for the purposes of lubrication and back to the fuel tank via the fuel return line.
S296_066

Spring and spring plate

Valve needle

33

7".-"$&)("(.$)$"%
F1"'%-8"(#&/-(.9()&RBPC&#%9PSGE&TU&F;!&$".-"$V
J519

87 30 15

G6

N30

N31

N32

N33

31 J285

G1

J220

N70

N127

N291

N292

G79

G185

G28

G40

P Q 31

P Q

P Q

P Q

S296_006

F FEG FCA > >B >G >4? >E@ >C5 >C4 >GB >G4 >AB >A@ >?E

Brake light switch Clutch pedal switch Brake pedal switch for CCS Fuel gauge sender Fuel gauge Fuel pump Engine speed sender Lambda probe Hall sender Air intake temperature sender Knock sensor 1 Coolant temperature sender Intake manifold pressure sender Accelerator pedal position sender Coolant temperature sender - radiator outlet

>B?6 >B?G >B?A >B?? >4B4 >4E6 >EEG >4CA >4@C >4@6 >4@@ >CB5 D445 D4?6 DEE?

Accelerator position sender 2 Throttle valve drive Throttle valve drive angle sender 1 Throttle valve drive angle sender 2 Potentiometer for exhaust gas recirculation Exhaust gas temperature sender 1 Intake manifold flap potentiometer Fuel pressure sender, high pressure Brake servo pressure sensor NOx sender Air intake temperature sender 2 Fuel pressure sender, vacuum pressure Motronic control unit Control unit with display unit in dash panel insert Throttle valve control unit

34

G83
G336

F36

F47

J538

G294

G235

J533

87 30 15

G295 Z44

"
N276 N316 J583 G39 Z19
N80 J271

!
M

!
G188 J338 G187 G186

G62

G42

G71

N18

G212

G247

G410

G299

Positive Earth Input signal Output signal Bi-directional line CAN drive train databus
31

G61

D4AB D6B@ D6EE D6E? D6?E 3B? 3E5I 3EE

Motronic current supply relay Onboard electrical supply control unit Diagnosis interface for databus Fuel pump control unit NOx sensor control unit Exhaust gas recirculation valve Injectors 1 - 4 Ignition coil 1 with final output stages Solenoid valve 1 for activated charcoal filter system

_ ` JB@ JCC B 4 E C 6 G

Spark plug connector Spark plugs Lambda probe heating NOx sender heater K/W lead Heater actuation CCS switch Alternator terminal DFM Radiator control 1 Radiator control 2

3B4A& Ignition coil 2 with final output stages 34AG Fuel pressure control valve 34@B Ignition coil 3 with final output stages 34@4 Ignition coil 4 with final output stages 3EBG Intake manifold flap air flow control valve

35

;$92-'$
;$#,I/-(."8*-*
O-(."8*-* On vehicle diagnosis, testing and information system VAS 5051 or vehicle diagnosis and service information system VAS 5052, the following modes of operation are available to you: Guided fault finding (VAS 5051 only) Vehicle self-diagnosis
S296_042

"Guided fault finding" checks, specific to the vehicle, all installed control units for fault entries and automatically creates an individual test chart. This guides you to the cause of the fault with the help of ELSA information, such as current flow diagrams or workshop manuals. As an alternative, you also have the opportunity of creating your own test chart. Via the function and component selection, the tests chosen by you will be included in the test chart and can be run through the diagnosis in any order. "Vehicle self-diagnosis" can still be used in the normal way, but more detailed information via ELSA is not available.

S296_043

Further information regarding "Guided fault finding" can be found in the VAS 5051 instruction manual.

36

;W$'-(#&%88#*&
O$*-."(%-8" T 10133/1 Puller M88# YWW#-'(%-8"

S296_044

T 10133/3 Slide hammer

Together with the slide hammer, the puller serves as a means of removing the injectors.

S296_046

T 10133/4 Nylon cylinder brush

For cleaning cylinder head drilling.

S296_048

T 10133/5 Taper tool

For fitting new seals on injectors.

T 10133/6 Assembly sleeve

The assembly sleeve is used to fit the seal over the taper tool onto the injector.

T 10133/7 Calibration sleeve

For adapting the seal to the injector.

T 10133/8 Calibration sleeve

For adapting the seal to the injector.

37

M$*%&<819*$#,

1.

Which components are integrated in the engine cover? A. B. C. D. Hot film air mass meter G70 Intake air temperature sender 2 G299 Ambient air pressure sender in engine control unit J220 Intake manifold pressure sender G71

2.

Name the advantages of a dual circuit cooling system? ________________________________________________________________________________ ________________________________________________________________________________ ________________________________________________________________________________

3.

How many thermostats are installed in the coolant distribution housing and what are their function? A. B. C. One. Once the operating temperature has been reached, coolant flows through the radiator. Two. For separated flow of coolant, two thermostats are required, one for the cylinder block and one for the cylinder head. Three. In addition to the thermostats for the cylinder block and cylinder head, another thermostat is required for cooling of the electric exhaust gas recirculation valve.

4.

What are the advantages of the regulated Duocentric oil pump? A. B. C. The output of the oil pump is reduced by up to 30 %. Wear in the oil is reduced as less oil is circulated. Build up of oil foam in the oil pump is minimised as oil pressure remains constant across the entire engine speed range.

38

5.

Which additional operating mode is there when the 1.6 ltr./85 kW FSI engine is compared with the 1.4 ltr./63 kW FSI engine? A. B. C. D. E. Stratified injection Homogeneous-lean Homogeneous Double injection, catalyst warm-up Double injection, full throttle

6.

Which component is not part of the high fuel pressure system? A. B. C. D. E. F. G. H. High pressure fuel pump Fuel pressure control valve N276 High pressure fuel line Fuel pump control unit J538 Fuel rail Pressure limiter valve Fuel pressure sender, high pressure G247 High pressure injectors N30- N33

7.

Which components belong to the low fuel pressure system? A. B. C. D. E. F. Fuel pump control unit J538 Fuel tank Pressure limiter valve Electric fuel pump G6 Fuel filter Fuel pressure sender, low pressure G410

8.

Which statement is true? A. B. C. The fuel pressure control valve N276 is screwed into the plastic fuel rail and regulates fuel pressure in the high fuel pressure system. The fuel pressure control valve N276 is screwed into the plastic fuel rail and regulates fuel pressure in the low fuel pressure system. The fuel pressure control valve N276 is screwed into the single cylinder high pressure fuel pump and regulates fuel pressure in the high pressure fuel system.

1. B.; 3. B.; 4. A., B., C.; 5. E.; 6. D.; 7. A., B., D., E., F.; 8. C. Answers 39

The cylinder block is warmed up faster. There is less friction in the crankshaft drive. Cooling in the combustion chambers is better. Answers to question 2:

4@G

For internal use only VOLKSWAGEN AG, Wolfsburg All rights and the right to make technical alterations reserved 000.2811.16.20 Technical status 02/03

This paper was manufactured from pulp that