Training Service

Self-Study Programme 522

The 2.0 TSI engine from the 162/169 kW

Design and function

 We would like, in this self-study program, introduced the 2.0 TSI engine the 162 kW / 169 kilowatts range EA888. This is the 3 e generation of this
engine. The 2.0 TSI engine the 162 kW / 169 kilowatts, which already meets the requirements of the future EU6 emissions standard and is
manufactured at the plant in Gyr, Hungary. This engine is designed to be integrated in the modular transverse engine platform (MQB) and can
therefore be used universally within the Volkswagen Group.

s522_777

For more information on the petrol engines of 1.8 l and 2.0 l, 337 self-study programs see "The FSI engine of 2.0 liter
turbocharging in" and
401 "Engine 1.8L TFSI V 16 118 kilowatts."

This Self-Study Programme presents the
design and operation of innovations
Recent techniques!
Its content is not updated.
For current instructions control, adjustment and repair, please
refer to the documentation of Customer Service.
Warning
Note

2
At a glance

Introduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Overview of technical data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

motor mechanics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
The cylinder block. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 The moving
equipment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 The chain drive. . . . . .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The cylinder head 8 with switching of the valve
stroke. . . . . . . . . . . . . . . . . 11 Recycling of crankcase gas and degassing the crankcase. . . 19

Circuit oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

Overview of the oil supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The oil pump 22 to
outer gear to two levels of regulation. . . . 23 engageable piston cooling injectors. . . . . . . . . . .
. . . . 25

Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29

cooling system overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Innovative thermogestion. .
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . thirty

Air Supply and overeating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40

Overview of the supercharging system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The turbocharger 40.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

feeding system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44

Overview of the power system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 The packaging of
the mixture. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

engine management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48

Overview of the system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

Service. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Special tools. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 New
component blocks. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

Check your knowledge! . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53

3
 Introduction

Key development targets for the development of the recent range of EA888 engines were fundamentally respect the EU6 emissions standard and the
possibility of use of motors in modular transverse engine platform (MQB). Other development objectives were:

- Reduction of CO 2 - Optimization of power and torque with respect to fuel

- Loss of engine weight consumption
- Decreasing friction inside the engine - Improved driving stability

Overview of technical data

s522_123

engine mechanics
The development of the engine range 2.0 TSI is expressed in the following characteristics of the engine mechanical:

- total weight gain of 7.8 kg

- Cylinder head with integrated exhaust manifold
- balancer shafts mounted on bearings
- Journals smaller more with just four counterweights
- Turbocharger with electrical actuation of the discharge valve flaps
- reduced oil pressure level
- separate oil sump portions (Aluminium top and bottom plastic)
- Oil filter and oil cooler integrated in the support of auxiliary bodies

4
engine management

The characteristics of the engine management engine range the 2.0 TSI are:
- A timing variator shaft intake cam and exhaust
- electronic switching of the valve stroke
- double injection system with injectors TSI (Turbo Stratified Injection) and SRE (Saugrohreinspritzung) (combination of direct injection and
multi-point injection)
- Thermogestion with innovative regulation by rotary distributors
(Engine temperature control actuator N493)
- engageable piston cooling nozzles
- adaptive lambda control
- Mapping controlled ignition high voltage distribution
- Intake manifold flaps
- Regulating the oil pressure at two levels by oil pump external gear
- Full electronic management engine with electric throttle SIMOS 18.1
- Power versions of 162 and 169 kilowatts are produced via engine management

Technical characteristics Diagram of torque and power

motor letters benchmark CHHB CHHA [Nm] [KW]

Type Engine 4 cylinders in line 220

Displacement 1984 cm 3
200

bore 82.5 mm
180
Race 92.8 mm

380420460500
Qty valves per cylinder 4

340
160
Compression ratio 9.6: 1

Maximum power 162 kilowatts to 4 169 kilowatts to 4

140
500-6 200 rev / 700-6 200 rev /
min min
120
max torque 350 Nm 350 Nm
1500 - 4400 r / 1500 - 4600 rev
100
min / min 180220260300 60

engine management SIMOS 18.1

140 40 80

Fuel Super unleaded 98 RON

[Tr / min]
100
Aftertreatment of exhaust Trifunctional catalyst, oxygen 1000 3000 5000 7000
gases sensor upstream wide band lambda s522_076
probe
CHHB - 162 kilowatts
voltage jumps
downstream of the catalyst CHHA - 169 kilowatts

emissions standard Euro 6

5
 engine mechanics

The cylinder block

It was possible only at the level of the cylinder block to achieve a systematic overhaul of the architecture of the cylinder block, a weight gain of 2.4 kg
over the previous model. The cylinder wall thickness was reduced by approx. 3.5 mm to approx. 3 mm. The crankcase oil coarse particle separation
crankcase vent has been integrated into the cylinder block.

Cylinder Block Cast Separation of coarse particles of oil

gray

thickness
wall of the
sealing flange
cylinder
3 mm

Part sump baffle with higher oil

gear oil pump outside and to control the volumetric flow rate

Insert Bee sump nest

Gasket

Bottom plastic oil pan

s522_063

6
The moving equipment

Measures taken on the moving described below have improved internal friction while reducing weight.

the crankshaft pistons

The diameter of the pins was reduced from 52 mm to 48 mm. The The piston running clearance was enlarged to reduce friction during the

number of counterweights from eight to four. engine warm-up phase. An additional carbon coating serves to reduce
wear.

The upper and lower half shells are bilayer execution and lead free.
The top piston ring is designed as segment of rectangular cross

Weight gain at the crankshaft amounts to section, the central piston ring is a conical portion supported and the

1.6 kg. third piston ring a scraper ring spiral spring in two parts for scraping oil.

rods
The connecting rods are fractured. The connecting rod head is
provided, such as pins, bilayer unleaded half shells. The bronze
bushing in the connecting rod has been removed. Instead, the piston Bearing crankshaft

axes are equipped with a special surface coating of carbon. bearing caps are screwed to the top of the oil sump. This results in an
improvement of the motor mechanical properties in terms of acoustics
and vibration resistance.

piston pin with carbon

coating
Coated piston
carbon
s522_108
connecting rod without
spiral spring scraper ring in two parts
bronze bushing

fractured connecting rod

s522_005
crankshaft
4 counterweights

Half shell unleaded in the composition

s522_052 of the alloy

Screwing the bearing caps

the upper oil pan

7
 engine mechanics

The chain drive

The fundamental design of the chain drive was taken from the previous model and perfected. As the engine oil needs are less important, the driving
power of the chain drive could be reduced. The chain adjusters have been adapted to the reduced oil pressure.

Exhaust camshaft with switching of the

valve stroke Fuel pump

high pressure

Tree timing variator

exhaust camshaft

Tree timing
variator
Order
intake cams by
silent chain

Coolant pump drive by

coolant pump belt
Chain tensioner

drive chain
oil pump
balancer shaft
with bearings

oil pump external gear and to s522_007

control the
volumetric flow rate

8
One of the novelties of this engine is a control program for the diagnosis of chain elongation.
The diagnosis elongation of the chain is used to detect an elongate command string in the engine. The chain elongation is detected using the
camshaft sensors based on the relative displacement of the camshaft relative to the crankshaft.

A check of the lengthening of the chain following a record in the log is done by visual inspection at the chain tensioner.

If the offsets exceed many times a specific threshold camshaft, an entry in the log is generated.

For the diagnostic functions properly once repaired, it must be updated after the following work on the engine:

- Replacing the engine computer

- Replacement of engine components neighbors command chain
- Replacing the chain of command or the complete engine

s522_109

2 rings visible = chain tensioner with

in fair condition chain regard to
diagnostic
chain length

s522_110

7 rings visible =
replace the string

s522_124

Remember that the work steps for the assembly of the chain differ from the previous model. After working on the chain drive,
proceed with the diagnostic drive to an adaptation of the elongation of the chain.

To work on the chain drive, refer to the detailed instructions and notes provided in ELSA.

9
 engine mechanics

The balance shafts

On balance shafts also, it was possible to gain weight over the previous model.
The guiding in rotation of the balancer shafts is ensured in part by the bearings. This measure reduces the friction power of the balance shafts,
particularly in the low operating temperature range and therefore of low oil temperature.

Rolling
silent chain

balancer shaft

Slide

tensioner pad with

threaded tensioner
balancer shaft

plain bearing

intermediate gear

Sprocket chain Slide

crank shaft
s522_006

There is a repair kit for repairing balance shafts. It consists of two balancer shafts and their bearings. Only the large central
bearing may be replaced together with the balance shafts. Small rear bearings are mounted in the cylinder head and can not be
replaced individually.

10
The cylinder head with switching of the valve stroke
The cylinder head of the 2.0 TSI engine is a wholly new. The exhaust manifold is now integrated in the cylinder head, so that the cooling of the exhaust
gas and guiding the exhaust gas is also carried out inside the cylinder head. Camshafts of intake and exhaust have a shaft of variable valve timing
cam. The exhaust camshaft has an additional switching of the valve stroke, to open and / or close the valves in two different cam profiles.

The coolant temperature sender G62 is screwed side box in the cylinder head. Positioned at the hottest point of the head, there can accurately record
the thermal behavior and so avoids boiling coolant.

Intake camshaft

Tree timing variator

cam continuous intake up
to 60 crank angle

stroke valve stroke switching Actuators

fluid temperature
transmitter

G62 cooling

Camshaft with exhaust switching valve the

s522_008
Exhaust manifold

breech casing
Tree timing variator
continuously exhaust cams of 33 to 34 crank angle

valve stroke switching actuators are in the workshop documentation of the following designations:

exhaust cam actuator A cylinder 1 N580, exhaust cam actuator cylinder 1 B N581, exhaust cam actuator cylinder A 2 N588, exhaust
cam actuator cylinder 2 B N589, actuator A exhaust cam cylinder 3 N596, exhaust cam actuator cylinder B 3 N597, exhaust cam
actuator A 4 cylinder N604, exhaust cam actuator B 4 cylinder N605.

11
 engine mechanics

The integrated exhaust manifold

The temperature of the exhaust upstream of the compressor of the gas

turbine is significantly reduced by the use of a turbocharger. Through
the combination with a turbocharger high temperature resistant, it is
possible, in particular at high speeds, to give a large part in a full-load
enrichment to protect the turbine. This reduces fuel consumption and
CO 2.

The exhaust channel are positioned such that the flow of exhaust gas

Exhaust from the cylinder occurs where the exhaust does not disturb the
manifold scanning of another cylinder. The full energy of the flow of exhaust gas
s522_009
is thus available for driving the turbocharger turbine.

Another advantage of the integrated exhaust manifold lies in the more

rapid warming of the coolant during engine warm-up phase. It is thus
possible to switch to controlled cooling mode of the innovative
thermogestion after a very short phase of rise in temperature.

As the lambda probe is mounted directly downstream of the integrated

cooling exhaust manifold, it also quickly reaches the optimum operating

channels temperature.

s522_080

12
The electrical switching of the valve stroke

The electrical switching of the valve stroke on the camshaft exhaust ensures, in interaction with the variation of the timing camshaft intake and
exhaust, an optimum control of the load change for each cylinder. The small cam profile is used only low speeds.

The use of cam profiles is defined in a mapping.

These measures:
- Optimize the load change
- To avoid rebreathing exhaust gas at the cylinder earlier in the exhaust phase (180 )

- Allow a higher fill rate with a time earlier admission opening

- Reduce residual gas by a difference of positive pressure in the combustion chamber
- Improve response
- To achieve a higher torque at low revs and a higher boost pressure

Grand cam
Exhaust camshaft

Small cam

Roller rocker arm

Exhaust valve

Small valve stroke

Piston

Large valve stroke

s522_118

13
 engine mechanics

Design

To allow the passage from one to the other of the two different valve lift races, this camshaft has four sliding blocks multicames internal gear. Multicame
Each block has two pairs of cams whose exercise is different. Switching between the two lifts is provided by electric actuators which engage in a sliding
groove on each block and move multicame multicame block on the camshaft. Multicame each block and has two actuators for the passage of a lift to
another.

A ball calibrated spring in the camshaft helps stop multicames blocks in the limit position considered. Moving multicames blocks is limited by the sliding
grooves and the axial bearings of the camshaft. Due to the double execution of the pairs of cams on a multicame block, the bearing surface of the roller
rocker arms had to be reduced.

multicames sliding blocks

Exhaust camshaft
external teeth

s522_111

Attaching multicames blocks using a s522_082

ball and a spring

The design and operation of the electrical switching of the valve stroke are similar to those of the active cylinder
management (ACT).
Consult about this Self-Study Programme 510 "Active management of the ACT cylinder TSI engine 1.4 l 103 kW".

The balls and springs are available as spare parts.

14
The switching actuators of the valve stroke

Multicame each block is moved in both directions between its two

actuators
switching positions on the exhaust camshaft with two electrical
actuators (actuator shaft exhaust camshaft A / B cylinder 1-4 ). An
actuator cylinder switches on the large valve lift, the second on the
small valve stroke.

The steering of each actuator is provided by the J623 engine

computer via a ground signal. The power supply is provided by the
main relay J271.

The power consumption of the actuators is of the order of 3 A.

Camshaft Rod sliding block s522_084

exhaust
multicame

Repositioning ramp

Design
Each actuator (actuator shaft cam A / B cylinder 1 to 4) consists of an
electromagnet to repel down a metal rod housed in a guide tube.

In the retracted position and the extended position, the metal rod is held
housing
in place by a permanent magnet located in the actuator housing.

permanent magnet

electromagnet

guide tube Rod

s522_079

15
 engine mechanics

Operation
When the solenoid actuator is energized, the metal rod extends in the
space of 18 to 22 milliseconds.

The metal rod coming out then engages in the corresponding groove of
the sliding block multicame on the exhaust cam shaft and the leads due
to the rotation of the camshaft in the corresponding switching position.
The withdrawal of the rod mechanically effected by the slide groove
permanent
playing repositioning ramp role.
magnet

The actuation of the two actuators of a multicame block is always

performed so that the output of the metal rod takes place only on one of s522_128
the two actuators.
rod rod
return exit

With repositioning of signals, the engine ECU can detect the

instantaneous position of the metal rod. A reset signal is generated
when the metal rod of an actuator is pushed into the guide tube to the
actuator by the repositioning ramp. Next actuator delivering
repositioning signals, engine management can draw conclusions about
the current position of the slide unit considered.

s522_129
reset signal

Accordingly in case of failure

The failure of an actuator enough for the valve stroke switching function can no longer be enforced. In this case, the engine management tries to switch
all cylinders on the last valve stroke switching leading. If this is not feasible, all cylinders are switched to the small valve lift.

The engine speed is then limited to 4 000 r / min and recording takes place in the event memory. The EPC warning lamp lights up.

A record in the event memory occurs even if the switch on the large valve lift can be performed.

However, the scheme is not limited and the EPC warning light does not come on.

16
 actuator rod Cam position in the lower rev range
To improve the load change in the load range, the engine management
moves the intake camshaft in the direction of advance and the exhaust
cam shaft and towards the delay through the timing variator 'camshaft.

The switching of the valve stroke comes on the exhaust cam.

For this, the right actuator controls the output of the metal rod. It
engages in the sliding groove and moves the multicame block toward

multicame the small lift cam.

Gorge
rocker slide
pebble

Valve Block
s522_085

The valves are rising and are now lower with the lower valve lift. The
position slightly offset relative to the other of two small cams causes a
slight shift of the opening times of the two exhaust valves of a cylinder.
Both measures result, on the expulsion of exhaust gas turbocharger
piston, by a lower pulsation of the exhaust stream, so that a higher
boost pressure is reached at the lower rev range .

The roller rocker

arm moves on the
small cam.

s522_086

Small valve stroke

17
 engine mechanics

Cam position in the range of partial load and full load actuator rod

The driver accelerates and passes in the partial load range and the full
load range. The cylinders of load change must then be adapted to the
higher power requirement.

The engine management moves the intake camshaft in the direction of

advance and the exhaust camshaft in the direction of delay through the
shaft of variable valve timing cam. For optimum filling of the cylinders,
exhaust valves require the maximum stroke. The actuator is then driven block multicame
sliding groove
left and takes out his metal rod.
Roller rocker
arm

Valve
s522_087

The metal rod moves multicame block through the sliding groove
toward the high cam. The exhaust valves open and now closed with
the maximum stroke.

In this position also, the multicames blocks are held in position by the
balls tared spring in the camshaft.

The roller rocker

arm moves over a
high cam.

It is not intended for diagnosis of these actuators.

s522_088

Large valve stroke

18
The Crankcase gas and degassing the crankcase

Recycling crankcase gases and degassing of the new TSI engines of 2.0 l were set for a higher pressure difference. This has a positive impact on the
engine's oil consumption. To reduce the number of components required, designers have ensured that the guiding of the crankcase gases is effected as
far as possible inside the engine. These engines require only one rigid pipe to convey the cleaned crankcase gases upstream of the turbocharger
turbine.

Recycling crankcase gas and degassing is constituted by:

- The separation of coarse particles of oil in the cylinder block
- A separator oil fine particles screwed into the cylinder head cover
- The piping to ensure proper flow of purified crankcase gases only to the turbocharger
- The return of oil in the cylinder block with check valve in the insert honeycomb oil pan
- The pressure regulating valve designed for a pressure difference of -100 mbar compared with the outside air

- The coupling of the carbon canister on the separator of fine oil particles

Introduction of the crankcase gases into the intake manifold

separation of fine oil particles

Oil return

Separation of crude oil particles

s522_016

check valve in the pipe oil return

19
 engine mechanics

particle separation from crude oil

The separation of coarse oil particles is an integral part of the cylinder block. crankcase gases through the separator of crude oil particles by changing
direction several times. The relatively large size of the oil droplets are separated at the deflectors of the coarse particles of oil separator and returned to
the oil sump via a return channel. The coarsely cleaned crankcase gases are guided through channels in the cylinder block and cylinder head in the
direction of fine oil particle separator.

Separation of coarse particles of oil

in the crankcase

Oil return s522_071

s522_125

20
The separation of fine oil particles

The gases are routed through a channel in the crankcase to the separator of fine oil particles on the cylinder head cover. They cross at first a
bypass valve before arriving in a cyclone separator. The bypass valve opens mechanically in case of excessive flow of crankcase gases at very high
engine speeds to prevent damage to the joints.

In the cyclone separator, the crankcase gases are rotated up to 16 000 r / min. The finer oil droplets are then separated. They are redirected to the oil
sump by a return channel in the cylinder block. At the end of the return channel, a check valve is located in the oil sump. It prevents oil from being
sucked through the return channel in the oil separation in the case of unfavorable pressure conditions and high lateral accelerations.

cleaned crankcase gases are guided downstream of the cyclone separator through a pressure control valve at one level. The pressure regulating valve
is designed for a -100 bar pressure difference with the outside air. Depending on the pressure conditions prevailing in the charge air system, the
introduction of cleaned crankcase gases takes place in the intake manifold (air mode) or in the turbocharger (boost mode).

connector

regulating
valve
pressure

Bypass
Valve

s522_017
Input gas
Routing purified crankcase gases
housing in the
towards the turbocharger charcoal canister
separation of fine oil
particles

cyclone
Oil return

21
 Oil System

Overview of the oil supply

The following points were imperative in the development of the oil supply:

- Regulation of the two levels to oil pressure low pressure

- Reduction gear oil pump regulated - Reduction in oil pressure at low pressure

- higher speed range at - Use of piston cooling nozzles with electrical engagement

- Filter screwed oil and oil cooler on the auxiliary support

members
The support of ancillary units

It is found on the support of attachments, in addition to the oil cooler and oil filter:
- The pressure switch of F22 oil
- The oil pressure switch to control the reduced pressure F378
- The control valve for N522 piston cooling nozzles
- The automatic tensioner for multitrack belt drive ancillaries

Oil pressure switch to control the F378

reduced pressure (0.5-0.8 bar)

F22 Oil pressure switch

(2.3-3.0 bar)

N522 control valve for piston cooling nozzles

Support of secondary units

Oil pressure regulating valve N428

Oil pressure switch, level 3 F447 gear oil pump outside and to control the
volumetric flow rate
s522_018

The oil pressure switches F22, F378 and F447 must be replaced after loosening.

22
The oil pump external gear to two stages of regulation
The gear pump was reduced compared to that of the oil pump of
the previous engine, so that the pump runs slowly.
The training continues to be insured through a separate chain from the
crankshaft.
The sliding unit within the pump is
characteristic of the oil pump external gear to two levels of regulation.
It allows a reciprocal sliding of the two pump gears in the longitudinal
direction and therefore the control of the pump power at two levels.
When the two gears are the same
height, the pump delivers the maximum power; when the two gears are
offset relative to each other, the pump is handling with a reduced
power.
Piston
Sliding control unit
s522_020
The oil pump is essentially identical to the regulated oil pump range of EA211 engines. A detailed description of the design and
operation of the oil pump external gear with two levels of regulation in the Self-Study Programme 511 "The new range of petrol
engines EA211."
The displacement of the sliding unit is carried out via a control piston
and control channels within the oil pump.
The control piston directs the oil flow from the left or right side of the
sliding unit, which then moves longitudinally along the oil pressure.
The regulating piston is driven by the N428 oil pressure control
valve.
Switching the low discharge level up discharge level applicable
depending on the load and / or speed. Below this threshold, the pump is
at a pressure of 1.5 bar. When the regime 4 500 r / min is reached, the
pump is at a pressure of 3.75 bar. Up to a mileage of 1000 km, the
motor operates only at high pressure level.
control channels
Training
pump housing
Gear pump
Nozzle inlet
23
 Oil System

Electrical components for regulating the oil pressure

The pressure switch of F22 oil

F22 Oil pressure switch is screwed to the support of ancillary units,

below the oil filter.

Using the signal and function

The engine management checks, among others, with this sensor if
the oil pump delivers the high level of oil pressure. s522_045

F22 Oil pressure switch

Support of secondary
Accordingly in case of failure units
If the oil pressure switch fails, a default is recorded in the event
memory of the engine ECU and the oil warning light comes on.

Oil pressure regulating valve N428

The switching valve is screwed beneath the support of secondary units

to the front face of the cylinder block.

Function and operation

The switching valve is controlled by the engine computer for switching
the gear oil pump outside a level of regulation to another. There is for
this, depending on the switching state, applying an oil pressure on the
regulating piston housed in the oil pump.

The position of the regulating piston then carries out the switching
pressure.
s522_048 pressure regulating valve
N428 of oil
Accordingly in case of failure
When the valve fails, it is closed.
The oil pump delivers the higher pressure level.

24
piston cooling injectors engageable
A cooling plunger heads is not necessary in all situations of
engine operation. This is why the TSI engines of 2.0 l of this range are
equipped with engageable piston cooling nozzles.
The control valve for N522 piston cooling nozzles is controlled based
on a mapping. A mechanical switching valve opens at a higher than 0.9
bar oil pressure. The control valve and the switching valve are mounted
in the support and auxiliary bodies connected by a control channel.
The engagement of piston cooling nozzles can take place at higher
pressure level as the lower level of pressure of the oil circuit. A
contactor of additional oil pressure, oil pressure switch, level 3 F447,
registers the oil pressure in the additional oil gallery and to monitor the
operation of cooling the piston.
The oil pressure switch closes to an oil pressure between 0.3 and
0.6 bar.

Oil pressure switch for

control
reduced pressure F378

Feeding the oil gallery

and the piston cooling
nozzles

control valve for cooling injectors

of N522 piston

control channel
s522_021

switching valve
mechanical

25
 Oil System

The activation of piston cooling nozzles

control strategy

The steering control valve is performed by the engine computer using a

mapping. To calculate the mapping, engine calculator uses engine
torque, engine speed and temperature of the oil. At a temperature of
the oil below 50 C, the piston cooling nozzles remain inactivated in a
mapping range between 1000 and 6600 rev / min and a load of approx.
30 Nm. At a temperature of oil of greater than 50 C, the piston cooling
nozzles remain inactivated in a engine speed range between 1000 and
3000 rev / min and a load range between 30 and 100 Nm . the injectors
s522_113
are disabled in all the other beaches in the mapping.
piston cooling off
(Oil temperature <50 C) off piston cooling

(Oil temperature> 50 C)

Monitoring the operation of piston cooling

nozzles

The oil pressure switch, level 3 F447 and the ability to diagnose control
valve N522 for piston cooling nozzles, to monitor the correct operation
of piston cooling nozzles and ensure adequate cooling of the pistons .
Defects can be recognized:

Impact without piston cooling:

- No pressure oil in the piston cooling nozzles despite the request - Couple and limited diet
- Absence of low oil pressure range
- Oil pressure switch, level 3 defective F447 - Witness EPC lit in the instrument cluster
- Message that the regime is limited to 4 000 r / min
- oil pressure despite the presence of the cut-off piston cooling
nozzles
- cable cut = piston cooling nozzles permanently activated

- Short circuit to ground = piston cooling nozzles

disabled
- Short circuit to positive = piston cooling nozzles
activated

26
 activated piston cooling nozzles

In the absence of current, the control valve for N522 piston cooling
nozzles is closed. Therefore, the control channel between the control
F447 oil gallery with injectors
valve and the switching valve is also closed. There then applying an oil

piston cooling pressure to one side of the switching valve, which is moved by
overcoming the force exerted by a return spring until the channel in the
direction of the piston cooling nozzles is released. The oil reaches the
switching valve in the additional oil gallery and from there to the piston
cooling nozzles. The injectors are then engaged. The engine computer
recognizes from the oil pressure switch signal, level 3 F447, the piston
cooling nozzles are activated.
s522_090
N522 closed
mechanical switching valve
Spring

disabled piston cooling nozzles

To disable the piston cooling nozzles, the pilot motor of the calculator
control valve for cooling injectors N522 piston.
F447 oil gallery with injectors

piston cooling
In the switched state, the control valve for piston cooling N522 injectors
releases the control channel direction of the switching valve. An oil
pressure is now applied to both sides of the switching valve. The force
exerted by the return spring when the wins and the switching valve is
pushed.

open N522 control channel

mechanical switching valve
The connecting channel with the oil gallery is interrupted and the piston
Spring
cooling injectors are disabled. The engine computer recognizes from
s522_089 the oil pressure switch signal, level 3 F447, the piston cooling nozzles
are disabled.

27
 Oil System

The electrical components of the piston cooling

The oil pressure switch, level 3 F447

The oil pressure switch, level 3 F447 is screwed to the crankcase,

below the intake manifold.

Using the signal and function

The oil pressure switch monitors oil pressure in the oil gallery which
feeds the piston cooling nozzles.

The signal from the oil pressure switch, level 3 F447 allows the engine
s522_046
management to determine the presence of a malfunction of the piston oil pressure switch,
cooling nozzles, such as lack of oil pressure in spite of an activated Level 3 F447

piston cooling or for oil pressure despite a disabled piston cooling.

Accordingly in case of failure
The oil pressure switch is suitable for diagnosis.

In case of failure of the sensor signal, the piston cooling

remains activated.

The oil pressure switch to control the

reduced pressure F378

The oil pressure switch is also screwed to the support of ancillary units,
below the oil filter.

Using the signal and function

Via the oil pressure switch for control of the F378 reduced pressure, the
engine management system monitors the pump pressure regulating oil
external gear at two levels.
s522_127

Accordingly in case of failure

Without the signal of the oil pressure switch for monitoring the reduced Support of secondary Oil pressure switch for pressure
pressure F378, regulation at two levels of the oil pressure is not units control
reduced F378
possible. When the oil pressure switch fails, a default is recorded in the
event memory and the oil warning light comes on. The oil pump stops
working at higher pressure level.

28
 Cooling system

Cooling System Overview

Cooling systems depend on the operator and the equipment of a vehicle. We have therefore shown here an example of a simplified cooling circuit
corresponding to an equipment without dual-clutch gearbox, to illustrate the cooling system of the basic structure. Main characteristics of the cooling
circuit, in particular as regards the innovative thermogestion are integrated exhaust manifold into the cylinder head and a new rotary distributors module.

V51
N422

G62
2

N493

4 6
N82

V7 V177

7 G83 1

s522_022
Legend

G62 coolant temperature sender G83 V51 recirculation pump V177 coolant

coolant temperature transmitter N82 radiator outlet 2 fan radiator 1

heat exchanger heating 2
liquid cutoff valve transmission oil cooler (optional) 3
N422 cooling
Expansion tank 4
liquid cutoff valve
rotary distributors module with coolant pump 5
Climatronic cooling N493
V7 engine temperature control actuator
gas turbocharger exhaust 6
Oil radiator 7
Radiator fan
Radiator water main

29
 Cooling system

The innovative thermogestion

The innovative thermogestion (ITM - Innovative thermal management) is a smart program cold start and engine warm-up and the gearbox. It allows
variable control of the engine temperature by targeted control of the coolant flow. The centerpiece is the engine temperature control actuator N493
(rotary distributors module). It is screwed to the motor housing inlet side below the cylinder head.

temperature control of the actuator motor N493

with coolant pump

Pinion for driving the coolant pump

toothed belt

fixing screw left hand thread

Pinion drive on the balancer

shaft

s522_025

Cache of the toothed belt drive

When replacing the rotary distributors module or the water pump, please consider the repair manual.

thirty
The engine temperature control actuator
(Rotary distributor module).
It contains:
- The coolant pump
- Two rotary distributors
- a thermostat
- The N493 engine temperature regulating actuator for regulating coolant flow

- A gear with angle of rotation sensor

The drive of the coolant pump is provided from the balance shaft by a toothed belt.

Design

The main characteristic of rotary distributors module consists of two The rotary distributor 2 is moved via an intermediate gear (time in
rotary distributors elements housed within the module, electrically teeth) by a toothed slides on the rotating distributor 1.
actuated by the control actuator

N493 engine temperature. Rotary distributors 1 and 2 are thus mechanically coupled and move in
The rotary valve 1 is directly driven via a shaft by N493 engine relation to each other. An additional thermostat wax plug serves as a
temperature control actuator. safety device (thermostat for degraded mode) and opens in case of
failure at 113 C.

rotary distributors module

rotary distributor 2
housing

Drive the coolant pump

control actuator
engine temperature
N493

coolant pump

Gear with sensor

rotation angle

drive shaft

rotary distributor 1
Thermostat degraded mode

s522_024

31
 Cooling system

Operation of rotary distributors module

The electric motor of the actuator causes the rotary valve 1 via
a gear.
It controls the coolant flow between the oil cooler, engine and main
water radiator. More heat from the engine increases, the rotary feeder 1
is rotated by the electric motor of the actuator.
The rotary valve 2 is driven via an intermediate gear via a toothed
slides on the rotating distributor 1.
A rotation angle sensor (Hall sender) mounted on the control board
communicates the positions of the rotary distributor to the engine
computer. After stopping the engine and the end of the recirculation
phase, the rotary distributor is set on an angular position of 40 . In
case of failure in the system, it is possible, in this angular range,
performing an engine start via the thermostat for degraded mode. If the
engine is started in the presence of a defect, the rotary distributor is set
to the angular position of 160 .

connecting pipe for supply to the

radiator

Manifold for Engine radiator connection

Electric motor
Drive shaft

Distributor
rotary 2

Control board with angle gearing intermediate gear

sensor
rotation toothed slides

Housing

rotary distributor 1

Thermostat degraded mode

s522_091

connecting tubing
the return of the radiator

32
The actuator control is performed by the motor computer using maps. Targeted control of rotary distributors can achieve different switching positions
for quick heat-up phase and to keep the engine at a variable temperature between 86 C and 107 C. It is possible to distinguish between three basic
control ranges:

- A temperature rise range

- A temperature control range
- A recirculation beach

The toothed slides over the rotary valve 1 is designed so that the rotary distributor 2 mates with the angular position of 145 . The coolant flows to
the cylinder head is open and increases with the rotation of the rotary distributor 2. At an angle of 85 on the rotary feeder 1, the rotary valve 2 is
disengaged after reaching its maximum angle of rotation and to have fully open the coolant flows to the cylinder block.

The temperature rise range is in turn divided into three control phases.

adjustment angle

Rise in temperature regulation and 160 total Recirculation of 95 total

temperature control range rise beach Beach recirculation

partial load and full temperature
charge
Activation of the oil minimum Liquid
cooler flow rate of
engine stagnant
cooling

s522_107

The course of the control starting with the temperature rise range, continuing with the temperature control range and ending with the recirculation phase
is described by way of example the following pages. A very simplified representation of rotary distributors module and the engine cooling circuit is used
for this purpose.

The electric drive of the two rotary distributors Rotary distributors module and toothed belt drive of the coolant pump are not considered in this form of
representation.

33
 Cooling system

Flow regulation

During the temperature rise, the engine passes through the three phases:
- stagnant coolant
- minimum flow rate
- Enabling the engine oil cooler

The different phases differ in the positions of the two rotary distributors and succeed each other continuously. The objective is optimal exploitation of the
heat generated by the combustion of fuel in the cylinders for the engine warm. Then it is already possible, from the "stagnant coolant" phase, to provide
thermal energy to the passenger compartment in a biasing of the heating by the vehicle occupants.

Turbocharger exhaust gas

check valves

exhaust manifold

Heat exchanger
heating and air conditioning

Cylinder Block

recirculating pump V51

Coolant
gradient to integrated

Coolant shutoff valve N422 of

the Climatronic
Oil Cooler

rotary distributor 2
rotary distributor 1
coolant pump
Thermostat for fashion
Cylinder rotary distributors module

Radiator water main

s522_092

34
 Rise in temperature with liquid
stagnant cooling
To keep the heat generated by the combustion in the engine, the rotary
valve 2 is closed. The flow outlet of the coolant pump is thus
interrupted. The rotary distributor 1 blocks the return of the engine oil
cooler and the return of the main water radiator.

The cut-off valve of the N422 Climatronic coolant stops the coolant flow

V51 to the heater and air conditioner. The electric recirculation pump V51
Engine block
coolant is cut.

N422

rotary distributor
2 1 rotary distributor

s522_092 Radiator water main

Turbocharger exhaust gas Temperature rise with volume flow

minimal
This allows regulation phase in the temperature rise range, to protect
the head and the turbocharger overheating due to the exhaust manifold
in the case of stagnant coolant. When the angular position of the rotary
valve 1 is 145 , the rotary distributor 2 mates and begins to slightly
open the coolant flow to the cylinder block. A small amount of coolant
through the cylinder head and now the turbocharger and is then
redirected to the rotary distributor module to the coolant pump. This
avoids heat accumulation and overheating of the cylinder head and
turbocharger.

rotary distributor
2 1 rotary distributor

s522_093

35
 Cooling system

Temperature rise with volume flow

exchanger
minimum and biasing the heating Heat from the
If a request from the heating takes place in this phase, the N422 heater
Climatronic coolant shut-off valve V51 is opened and the coolant
recirculation pump begins to convey. The rotary distributor 2 pauses the
coolant flows to the cylinder block.

The coolant then passes through the cylinder head, the

turbocompressor and heat exchanger of the heating. Engine V51
Engine block
temperature up phase is prolonged.

Even in the following control ranges, solicitation heating is always N422

accompanied by a steering the coolant shut-off valve of the Climatronic
N422 and pump for recirculating the coolant V51.

rotary
The coolant flows to the engine block was then, as required, reduced distributor 2

or blocked by the rotary distributor 2.

s522_094

Rise in temperature radiator with engine switched

During the further course of the temperature rise phase, the engine oil
cooler is activated in turn. For this, the rotary distributor is brought to an
angular position of 120 , releasing the coolant connection from the oil
cooler. As the rotary valve 2 is always coupled, it also continues to
rotate and increases the coolant flow through the cylinder block. There
is thus a strong heat distribution in the engine block and the excess
heat is removed via the oil cooler.

Engine block

Oil
radiator
tor
rotary distributor 2 1

rotary distributor

s522_095

36
 the temperature control range
The temperature rise range, the innovative thermogestion passes
without transition to the temperature control range. Again, regulation
of rotary distributors module is performed dynamically as a function
of the engine load.

To vent excess heat, driving towards the main water heater is released
by the rotary distributors module. N493 The engine temperature control
actuator then causes the rotary valve 1 to an angular position between
0 and 85 according to the importance of heat to be removed. At an
angular position of the rotary distributor 1 of 0 , the line to the main
water heater is fully open.

rotary distributor 2

rotary distributor 1

s522_096 Radiator water main

If the engine runs with low stress load and speed (partial load range),
the rule thermogestion the coolant temperature to 107 C. The total
power of the radiator is not required, the rotary valve 1 closes
temporarily driving towards the main water radiator. If the temperature
exceeds this threshold, driving with the main water heater is reopened.
It follows a succession of opening and closing to maintain the
temperature of 107 C as constant as possible.

When the load and speed increase, coolant temperature is lowered to

85 C (full load range) for complete opening of the pipe with the main
water radiator.

rotary distributor 2 1

rotary distributor

s522_102 Radiator water main

37
 Cooling system

recirculation beach after engine shutdown

To prevent boiling of coolant in the cylinder head and the turbocharger
after the engine is stopped, the engine ECU starts a cartographic
recirculation function. This function can be activated for up to 15
minutes after switching off the engine.

For the recirculation function, the rotary valve 1 is supplied by the

engine temperature control actuator N493 at an angular position V51
between 160 and 255 .

More recirculation load, the higher the angular position is high. At 255 N422
, the connection of the return of the main water heater is fully open
and a maximum heat is evacuated.

rotary distributor 2
Position in recirculation, the rotary distributor 2 is not coupled to the
rotary distributor 1
rotary distributor 1.
Delivered by the pump recirculation V51 coolant, the coolant then s522_106 Radiator water main

flows into two partial flows in the cooling circuit.

A partial flow is rerouted via the cylinder head towards the

recirculation pump of the V51 engine coolant.

A second partial flow flows through the turbocharger by the rotary valve
1 toward the main water heater and also returns to the recirculation
pump of the V51 engine coolant.

Position in recirculation, the cylinder block is not crossed by the cooling

fluid.

38
 Strategy in degraded mode
If the temperature in the rotary distributors module exceeds 113 C, the
thermostat for degraded mode opens a bypass towards the main water
radiator. Due to this measure in the construction, continued operation of
the vehicle in case of default of the rotary distributors module is only
possible with restrictions. If the engine computer receives no feedback
signal of position of the temperature control actuator N493 motor, it
controls the rotary distributor to ensure maximum cooling of the engine,
independently of the load and temperature of the momentary engine.

V51

N422
Other measures in the event of malfunction of rotary distributors
module, for example in case of failure of the electric motor or gear
jammed rotary distributor are:

rotary distributor 2
- Display an error message in the porteinstruments, accompanied
rotary distributor 1
by a limitation of the regime to 4 000 r / min. An acoustic alarm
Thermostat degraded mode and ignition of the EPC witness also attract the driver's attention
s522_097 on the situation.

In case of failure of the position signal of the rotational angle sensor,

- Digital display of the actual temperature of the coolant C in the
the motor driver calculator, as a precaution, the rotary distributors to
porteinstruments
select the maximum cooling function.

- Opening of the coolant shutoff valve N422

- Activation of the recirculation pump of the V51 cooling liquid for the
maintenance of the cylinder head cooling

- Registering an event in the event memory of the engine ECU

TSI engines of 2.0 l 162/169 kW

DSG dual clutch
If the engine is associated with a dual-clutch shift gearbox, the cooling
circuit is expanded by the radiator transmission oil, the cutoff valve N82
coolant and an additional heater. The various steps of the regulation of
thermogestion are identical to those motors without DSG dual clutch.

s522_101 additional
radiator Radiator
valve
transmission oil
cut the N82 coolant

39
 air and boost supply

Overview of the supercharging system

B C

AT D
E

V465
N249

G31

N316

G GX3
G336

s522_034
GX9

legend GX9
Intake manifold with transmitter: N249 air recirculation valve N316 Turbocharger
G31 Boost pressure transmitter G42 V465 with intake manifold flap valve
Air temperature transmitter Boost pressure actuator A
admission of exhaust flow B
G71 tubing pressure transmitter Turbocharger exhaust gas C.
inlet
Air filter D
fresh air flow E
GX3 throttle control unit with:
wastegate flap F
G186 throttle drive
Charge Air Cooler G
(Electric throttle control) G187
Intake manifold flaps
angle transmitter 1 of the throttle drive (electric throttle
control) G188
Angle transmitter 2 of the throttle drive (electric throttle exhaust Air intake (depression)

control) G336 Air Boost

Potentiometer of J338 Intake manifold flap
throttle control unit (Boost pressure) Recirculation
deceleration
(Boost pressure)

40
the turbocharger
A recent design turbocharger with electric actuator pressure turbocharging, team new TSI engines of 2.0 l. It is screwed directly to the exhaust manifold
integrated in the cylinder head.

Other features of the new turbocharger are:

- Electric adjustment of the relief valve with boost pressure actuator - compressor housing with integrated resonator and muffler air

V465 and the position transmitter of the boost pressure actuator recirculation valve N249 Turbocharger

G581
- steel turbine wheel special alloy resistant to temperatures up to
- lambda probe GX10 (with lambda probe G39 and lambda probe 980 C

heater Z19) upstream of the turbocharger - Housing bearing with standardized connections for the oil and
the coolant

- Cast steel turbine housing compact dual stream execution

s522_037

41
 air and boost supply

Design

Housing and turbine wheel compressor housing and wheel

turbine compressor

To achieve resistance to high temperature of 980 C, the turbine
housing is made of cast steel of a new type. The guide by dual
channel flow of the exhaust outlet of the exhaust manifold gas is
retained in the turbocharger until shortly before the turbine.
The compressor housing is made of cast aluminum. It was
strengthened due to high actuating forces exerted by the boost
pressure actuator. A muffler resonator is located directly on the
compressor casing. The air recirculation valve N249 of the
turbocharger controls the air flow towards the resonator silencer.

This results in optimum separation of the ignition sequence. The power

boost of the turbine has been improved in the range of high speeds in
particular. The connecting flange for introduction of crankcase venting gas is
integrated in the compressor casing.

Lambda probe GX10

Lambda probe GX10 is a broadband probe. It is directly screwed to the connecting flange of the turbocharger to the cylinder head. With this close
arrangement of the engine, the sensor acquires the exhaust gas of each cylinder individually. This allows a much earlier end of the dew point and thus
rapid validation of the lambda control, approx. 6 seconds after the engine starts.

lambda probe GX10

Compressor housing

V465 boost pressure actuator

turbine housing

air recirculation valve N249

Linkage Turbocharger

discharge valve flap

wheel

Turbine

resonator quiet compressor

s522_036

42
The boost pressure actuator V465

The supercharge pressure actuator V465, actuating the turbocharger wastegate flap is assured by an electric motor and a gear which moves the push
rod towards the discharge valve flap.

The electric motor drive enables rapid and precise regulation of the boost pressure and in addition provides the following benefits:
- The opening of the discharge valve flap during the heating of the
- Piloting the discharge valve is made possible regardless of the catalyst results in a temperature of the exhaust gas of 10 C
applied boost pressure. higher upstream of the catalyst.

- The high holding force of the discharge valve component helps This helps lower emissions during the cold start.
achieve a maximum torque of 350 Nm at an engine speed of 1500
rev / min. - The high setting speed of the boost pressure actuator results in
immediate removal of the boost pressure during changes in load
- The opening of the discharge valve flap in the partial load and deceleration.
range lowers the basic boost pressure. It follows a reduction in
emissions

CO 2 of the order of 1.2 g / km.

Drive with electric motor and reducer

Position
transmitter of the
pressure actuator
suralimenta- G581
Linkage to discharge
tion
valve flap

housing cover with control

board and position transmitter
s522_126

The position transmitter of the supercharging pressure actuator G581

The boost pressure actuator G581 position sensor is a Hall sensor, which is integrated into the housing of the supercharging pressure actuator. A
magnet support with two permanent magnets is connected to the mechanical box. They perform the same longitudinal displacement of the push rod.
The displacement of the magnets is recorded by the Hall sensor and transmitted to the engine ECU.

The engine computer thus records the position of the discharge valve flap.

The boost pressure actuator V465 can not be replaced individually. For more information on the resonator silencer, see Self-Study
Programme 401 "Engine 1.8L TFSI V 16 118 kilowatts."

43
 Fuel System

Overview of the power system

G410

N532-N535

N276

C
G247

N30-N33

AT

G6 J538

s522_040

Legend
G6 fuel pump (frontloading pump) G247 AT Fuel filter B
G410 Fuel Pressure Transmitter fuel tank C
Fuel pressure transmitter, low pressure J538 high pressure fuel pump D
low-pressure fuel rail E
fuel pump calculator N276 Rail high-pressure fuel
fuel pressure control valve N30- N33

Injectors for cylinders 1-4 N535 high pressure fuel system / low pressure
system actuator / sensor output / input
N532-
Injectors 2 Cylinder 1-4 signal

44
The conditioning of the mixture
The new TSI engines of 2.0 l have a double injection system. This means that the conditioning of the mixture can be done in two different ways. One of
them is injected directly into the cylinder with the IST high-pressure injection system and the other to use as injection system multipoint injection (SRE).

(SRE = Saugrohreinspritzung - multipoint injection). The use of multipoint injection has greatly reduced emissions of fine soot particles.

Other objectives of the development of dual injection system are:

- Increasing the pressure in the high pressure system of 150 to 200 bar
- Achievement of limit values for particulate emissions from the new EU6 standard for particulate mass and particle number

- Reduction of CO 2
- Reduced consumption in the partial load range
- Intervention with a multipoint injection system
- Improved engine acoustics

multipoint injection SRE

in the intake manifold

fuel pressure transmitter, low pressure

G410

s522_041

control shaft

high pressure injection system intake manifold flap snap

directly in the cylinder head

The intake manifold

intake of the control shaft tubing flaps are made trough-shaped. This form reduces the vibrational excitation of the shutters by the airflow. Flap position is
detected by the G336 intake manifold flap potentiometer.

Actuation of the drive shaft is assured by the N316 intake manifold flap valve.
The switching points are stored in a map, depending on the torque and speed.

45
 Fuel System

The SRE multipoint injection system

The feeding of SRE injection system is provided by flushing of

connection on the high pressure fuel pump. The scan connection is

part of the low pressure feed system.

Scanning fitting, fuel flows to the low pressure fuel rail, and thence to
the SRE injectors which inject fuel into the intake manifold. With the low
pressure transmitter G410 fuel, SRE injection system has its own
pressure sensor to the fuel supply monitoring.

The discharge of the fuel takes place only via the fuel pump
SRE injector
s522_043
(frontloading pump) G6 in the fuel tank, not via the high pressure fuel
pump.
The multipoint injection is mainly used in the partial load range. Fuel

droplets can sufficient time to be gasified and mixed with air. fuel

The use of scanning coupling of the high pressure fuel pump for packaging long before the inflammation leads:

supplying the fuel provides the scanning and therefore the cooling of
the high pressure fuel pump even SRE mode. In SRE mode, the
discharge of the high pressure pump can be reduced via the pressure
regulating valve N276 Fuel. - A reduction in the mass of particles and soot formation

- A reduction in CO 2
- A decrease in fuel consumption

The high injection system

pressure

The higher fuel pressure up to 200 bar required adaptation of the design
of the high-pressure supply system.

High pressure injectors were acoustically decoupled from the cylinder

head through the use of sealing washers. The position of the injectors
has been slightly postponed. This improved the packaging of the
mixture and reduce the thermal stress of the injectors.

The high-pressure fuel rail was decoupled acoustically from the intake s522_042

manifold.

46
Operating Modes

The control concept for executing the operation modes has been standardized using a mapping. The mapping determines if and when the engine
can be operated SRE mode and when it can operate in high pressure mode. It distinguishes between the following operating modes:

- Single injection SRE

- single high-pressure injection
- Double high-pressure injection
- Triple high-pressure injection

The engine switches between different operating modes depending on the temperature, the load and the engine speed.

Starting the engine Motor operating in full load range

In cold engine and a temperature of the coolant below 45 C and at

each engine start, a triple direct injection takes place during the Because of the high power requirement, the system returns to high
compression stroke through the high pressure injection system. pressure mode. A double direct injection takes place during the intake
and compression time.

temperature and catalyst heating climb degraded mode operation

In case of failure of one of the two injection systems, the engine is

During this phase, a double direct injection takes place during the driven only with the remaining system by the engine computer. The
intake and compression time. The ignition point is shifted slightly vehicle thus remains operational.
towards the "delay". intake manifold flaps are closed.
The red light engine in the instrument cluster lights up.

Motor operating in partial load range

When the motor temperature exceeds 45 C and the engine

operates in the partial load range, there SRE switching mode.

Intake manifold flaps remain largely closed.

To eliminate the pressure in the injection system, the engine must be running and the connector on the N276 Fuel pressure regulating
valve must be disconnected. A residual pressure of the fuel pump (frontloading pump) G6 remains. Information given indications in
ELSA!

47
 engine management

Overview of the system

sensors
throttle control unit J338
angle transmitter 1 & 2 of the drive
butterfly
(Electric throttle control) G187,
Fault Indicator Power
G188
accelerator
Brake light F

clutch position transmitter K132

G476

Contactor clutch pedal F36

Clutch pedal switch for

Witness
engine start F194
cleanup K83
Position transmitter throttle
G79
Transmitter 2 of throttle position
G185

Knock sensor 1 G61

Fuel pressure transmitter, low

pressure G410

Transmitter Hall G40, transmitter

Hall 3 G300 Calculator in the instrument
cluster
fluid temperature transmitter
J285
cooling G62

coolant temperature transmitter radiator outlet G83

Engine speed sender G28

Level transmitter and temperature

oil G266
Potentiometer manifold flap
inlet G336
tubing pressure transmitter
inlet G71
Air temperature transmitter
inlet G42

Fuel Pressure Transmitter G247

Boost pressure transmitter

G31
engine calculator J623
Lambda probe G39

lambda sensor downstream of the catalyst G130

Oil pressure switch F22

Oil pressure switch for control

of the reduced pressure F378

Oil pressure switch, level 3 F447

indicator of level transmitter

fuel G
Transmitter 2 level indicator Position transmitter of the pressure
fuel G614 actuator
driving program button E598 overeating G581
device button start / stop setting
Eve E693 Input signals
additional

Transmitter neutral box

speeds G701

48
 actuators

control valve for piston cooling nozzles N522

Ignition Coils 1-4 with power output stage N70, N127, N291,
DSG dual clutch mechatronic N292

J743

butterfly drive (throttle control

electric) G186

2 cylinder injector 1-4 N532-535

Computer board
network
J519 cylinder injectors 1-4 N30-33

Coolant cutoff valve

N82

air recirculation valve Turbocharger

Diagnostic interface N249
the data bus Valve of the intake manifold flap N316
J533

cut-off valve of the Climatronic coolant N422

coolant recirculation pump

V51

Variable valve solenoid 1 N205

1 solenoid valve variable valve in the exhaust N318

cooling pump of the supercharging air V188 fuel metering valve N290

oil pressure regulating valve N428

exhaust cam actuator A / B for cylinders 1-4 N580, N581, N588, N589,
N596, N597, N604, N605
fuel pressure control valve N276

engine temperature control actuator

fuel pump calculator J538 N493
fuel pump (pump frontloading) G6
lambda probe heater Z19

Heating of the lambda probe 1, downstream of the catalyst Z29

Boost pressure actuator V465

Calculator radiator fan J293

Radiator fan V7 Additional output signals Solenoid 1 carbon canister N80

2 radiator fan V177
s522_077

49
 Service

special tools
Designation Tool use

T10133 / 16A Dismantling of high pressure injectors. This tool replaces the
Removal tool old removal tool T10133 / 16

s522_112

T10133 / 18 Dismantling of high-pressure injectors

socket

s522_056

T401243 Installation tool crankshaft tensioner

The sink

s522_057

T40267 crankshaft tensioner blocking

wedging tool command string

s522_058

T40274 Removing the ring seal crankshaft

Hook extraction

s522_059

T40270 Removing and installing the supports of the motor-box

Socket XZN 12

s522_060

50
Designation Tool use

T40191 / 1 Installation of the ball on the exhaust camshaft with

spacers scenes
Illustration: W00-10704

s522_117

T40266 To rotate the camshafts

Adapter

s522_073

T40271 Blocking sprockets on the camshafts

Restraint system

s522_061

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 Service

New blocks of components

The development of electronic components used to group various sensors and actuators block components. The following table provides information
on the new designations of the blocks and the sensors and actuators that make them.

Block components Sensors and actuators in part

Module GX2 accelerator position transmitter of the G79 and accelerator

transmitter 2 of throttle position G185

throttle control unit GX3 throttle control unit J338, driving the throttle valve electrically controlled
G186, angle transmitter 1 of the drive of the throttle valve (electric
throttle control) G187 and angle transmitter 2 of the drive of the butterfly
( electric throttle control) G188

Lambda probe 1 downstream of the catalyst GX7 lambda sensor downstream of the catalyst and G130

Heating Lambda probe 1 downstream of the catalyst Z29

Intake manifold transmitter GX9 Intake manifold pressure sender G71 and intake air temperature
sender G42

lambda probe 1 upstream of the catalyst GX10 lambda probe G39 and
lambda probe heater Z19

Instrument cluster KX2 Calculator in the J285-door instruments

Radiator fan VX57 radiator fan J293 calculator,

radiator fan V7 and V177 Radiator fan 2

Command module in the console EX23 driving program button E598 and
device button start / stop standby E693

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 Check your knowledge!

What are the correct answers?

Among answers indicated, there may be one or more correct answers.

1. The valve of electric discharge allows ...

a) higher clamping forces.

b) temperatures higher exhaust gas upon heating of the catalyst.

c) removing the supercharging pressure in case of load changes.

2. What are the important points about the rotary distributors module?

a) It regulates the coolant flows to the heat exchanger heating.

b) temperature control actuator also includes a thermostat which opens when

emergency.

c) screwing the drive gear on the balancer shaft has a left-hand thread.

3. piston cooling injectors are ...

a) mechanically controlled in the case of high oil pressure level.

b) controlled by the oil pressure switch, level 3 F447.

c) controlled via a control valve on the support of auxiliary bodies.

4. In air mode of the engine, the crankcase gases are ...

a) moved upstream of the turbocharger.

b) fed into the intake manifold.

c) re-routed to the engine housing via the separator of fine oil particles.

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 Check your knowledge!

5. What is the advantage of switching the valve stroke?

a) The load change is optimized for high speeds.

b) The re-suction of the exhaust gas cylinder on the previously exhaust stroke is avoided.

c) Residual gases are reduced by a positive pressure difference in the combustion chamber.

6. Which statements concerning dual injection system is accurate?

a) In the case of multipoint injection and direct injection, a higher power is available.

b) During multipoint injection, the fuel droplets have more time to gasify.

c) mode of multipoint injection, double injection is also possible to reduce the mass of
particles.

7. What are the important points about the command chain?

a) There is a diagnosis of elongation of the chain.

b) The extension of the chain is recognized by the rings on the chain tensioner.

c) A diagnostic chain extender should be performed after the removal and installation of the cylinder head.

1 . at), b ) c ); 2 . b ), c ); 3 . c ); 4 . b ); 5 . b ), c ); 6 . b ); 7 . at), b ), c )
se s :
R p o not

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 522

VOLKSWAGEN AG, Wolfsburg

All rights and technical changes reserved.
000.2812.79.40 Last updated 08/2013

Volkswagen AG
Qualification After-sales Service Training
VSQ-2 Brieffach 1995 D-38436 Wolfsburg

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