O

R B
1 ,8 l T U

SP23-24

The range of engines for the OCTAVIA now also includes a turbochar-
ged four-cylinder petrol engine.
This is based on a group engine range and has been specifically de-
veloped for transverse mounting.

This new engine is the first time that a turbo engine featuring five val-
ves for each cylinder is available as a standard engine in the compact
class.

This Self Study Programme presents to you the engineering and ope-
ration of this 110 kW turbo engine.

Part II of the SSP informs you of modifications to the 1.8-ltr. 92 kW en-

gine in Model Year 98

2
 Contents

Part I - 1.8-ltr. 110 kW 5 V-turbo engine

The New Engineering 4

Technical Data/Technical Highlights 4
Overview of Systems 6
Location of Components 8
Mechanical Components of Engine 10

Turbocharging 12
Overview 12
Turbocharger 13
Boost pressure control 14
Fuel shut-off on overrun 15
Sensors 16
Actuators 20

Function Diagram 21
Cruise Control System 24
Emission Control System 26

Self-Diagnosis 27
Electric Accelerator Pedal 28
CAN BUS 30

Part II- 1.8-ltr. 92 kW 5 V-Engine

Modifications 31

Variable Intake Manifold 32

Sensors 35
Service Service Service Service Service Service
xxxxxxxxxxxxxxxx xxxxxxxxxxxxxxxx xxxxxxxxxxxxxxxx xxxxxxxxxxxxxxxx xxxxxxxxxxxxxxxx
OCTAVIA OCTAVIA OCTAVIA OCTAVIA OCTAVIA

XXXXXXXXXXXXX XXXXXXXXXXXXX XXXXXXXXXXXXX

XXXXXXXXXXXXXXX XXXXXXXXXXXXXXX XXXXXXXXXXXXXXX XXXXXXXXXXXXX XXXXXXXXXXXXX
XXXXXXXX XXXXXXXX XXXXXXXX XXXXXXXXXXXXXXX XXXXXXXXXXXXXXX
XXXXXXXX XXXXXXXX

You will find notes on inspection and mainte-

nance, setting and repair instructions in the
Workshop Manual.

3
The New Engineering

1.8-ltr. 110 kW 5 V-turbo engine

Technical data/
Technical highlights

SP23-5

Technical data Technical highlights

Engine code: AGU 5 valves for each cylinder

Type: 4-cylinder inline engine/ (3 inlet valves, 2 exhaust valves)
turbocharger
Displacement: 1781 cm3 Valve timing with 2 overhead camshafts
Bore: 81 mm
Stroke: 86.4 mm Exhaust camshaft driven with toothed belt by
Compression ratio: 9.5 the crankshaft
Rated output: 110 kW (150 HP) at
5700 rpm Inlet camshaft driven with chain by the
Max. torque: 210 Nm at 1750 up to exhaust camshaft
4600 rpm
Engine management: Motronic M3.8.2 Cast iron cylinder block
(M3.8.3 with cruise control
system), electronically Aluminium alloy cylinder head
controlled sequential fuel
injection and fully Two-mass flywheel
mapped ignition with cylin- (refer to SSP 22 for operating principle)
der-selective knock con-
trol Vibration damper at crankshaft

4
 120

110
105

90

75

60 240
P (kW)

45 210

M (Nm)
30 180

15 150
P = Power
M = Torque
0 n = Engine speed
1000 2000 3000 4000 5000 6000 7000
n (1/min) SP23-1

Oil pump driven by a chain by the crankshaft Reference mark and engine speed detection
by means of sensors at the crankshaft
Turbocharger bolted to exhaust manifold (60 - 2 gears)

Intercooler in boost air passage just ahead of
the throttle valve body at intake manifold
Rotorless high-voltage distribution with 4 sin-
gle ignition coils, an ignition coil allocated to
each spark plug
Pressure switch for power steering
Phase detection by means of 4-window Hall
sensor in separate housing at cylinder head in
front of the inlet camshaft
Exhaust cleaning with lambda control and tri-
metal catalytic converter (rhodium, palladium,
platinum); complies with EU Stage III emis-
sion regulations

Clutch pedal switch Ancillaries (alternator, power steering pump,

AC compressor) driven by ribbed V-belt

5
System Overview

1.8-ltr. turbo engine AGU

Engine control unit Motronic 3.8.2

Engine speed sender G28 and

inductive sensor

Hall sender G40

Cylinder 1

Hot film air mass meter G70

Lambda probe G39

Idling switch F60

Throttle valve positioner
potentiometer G88
Throttle valve potentiometer G69

Clutch pedal switch F36

Intake air temperature sender G42

Power steering pressure switch F88

CAN - BUS H

CAN - BUS L

Coolant temperature sender G62

Altitude sender F96

Knock sensor I G61

Knock sensor II G66

Cruise control system

AC compressor
Additional signals
Fan control
Electric throttle control*
6
 Note:
Sensors and actuators which are iden-
tical on the 1.8-ltr. engine are de-
scribed in SSP 19. New components
are highlighted in colour.

Fuel pump relay J17

Motronic control unit Fuel pump G6
J220

Injectors
N30 - N33

Power output stage N122

for ignition coils
N
N128
N158
N163

Activated charcoal filter solenoid

valve N80

Lambda probe heater Z19

Diagnosis connection

Throttle valve control unit J338

to control units for ABS with throttle valve positioner V60
and automatic gear- with throttle valve drive V186*
box

Boost pressure control solenoid

valve N75

Vehicle speed signal

Fuel consumption signal
AC compressor
SP23-12

* System in preparation 7
Location of Components

N
N122 J220
N128
N192

G40

N80

G42

F88 Power steering pressure switch J338

G40 Hall sender
G42 Intake air temperature sender
G61 Knock sensor 1
G66 Knock sensor 2
J220 Motronic control unit
G61
J338 Throttle valve control unit
N Ignition coil 1
G66 F88
N128 Ignition coil 2
N158 Ignition coil 3
N163 Ignition coil 4
N80 Activated charcoal filter solenoid valve

8
F96

N75

N122

G70

G62
SP23-40

RTP
F96 Altitude sender
G28 Engine speed sender
G62 Coolant temperature sender
G28 G70 Air mass meter
N75 Boost pressure control solenoid valve
N122 Power output stage
RTP Fuel pressure regulator

9
 Engine Mechanical Components

The cylinder head

Ignition coil

Injector

Exhaust port Intake port

Spark plug
SP23-31

Cross-section through the cylinder head of the 1.8-ltr. 5 V-turbo engine

The cylinder head is a typical cross-flow head
with the intake and exhaust ports opposite each
other.
It features an additional connection for the combi-
ned head-block ventilation.
Five valves - three inlet valves and two exhaust
valves - offer a large flow cross-section.
The spark plug is centre-mounted which ensures
short travel for the ignition spark and thus achie-
ves optimum combustion.

The intake manifold and the exhaust pipe have
been specifically developed for transverse moun-
ting.
The "hot" side of the engine with the exhaust port
and the turbocharger is located between the cran-
kcase and the bulkhead.
The ignition coil is located directly on each spark
plug, without the need for an ignition cable. It is
attached to the cylinder head with two bolts.
A seal between the parts keeps the spark plug
free of moisture.

The "cold" side with the intake manifold faces

toward the radiator.

10
Two-mass flywheel

The engine features a two-mass flywheel to mini-

mise stresses on the crankshaft.

You can find further information on the two-mass

flywheel in Self Study Programme 22.

194/024

Vibration damper

In view of its reduced primary mass, the two-

Flywheel
mass flywheel produces an increased rotational
irregularity of the crankshaft.
Rubber track
Rotational vibration
This rotational irregularity is compensated for by
damper
a vibration damper located at the belt pulley side.
Hub
The vibration damper - which at the same time
accommodates the belt pulley for the ribbed
V-belt - reduces the rotational vibrations at the
crankshaft end.

It ensures at the same time that the ribbed V-belt

runs smoothly by decoupling the belt pulley.
Rubber track
The combustion noises radiated through the
Belt pulley
crankshaft end are additionally reduced as the
rotary vibration damper also ensures axial damp-
Friction bearing
ing by reason of its design.
Belt pulley

SP23-6

11
Turbocharging

General view

The new 1.8-ltr. 5 V-turbo engine features the fol-

lowing components in the turbocharging system:

Turbocharger
Intercooler
Boost pressure control
Fuel shut-off on overrun

Compressor side

Vacuum unit

Turbocharger Boost pressure control

solenoid valve N75

Direction of travel
Air filter

Intake side

Intercooler

Fuel shut-off valve

SP23-47

General view of turbocharging system with the components of the boost pressure
control and fuel shut-off in the vehicle

The turbocharger is driven by the exhaust gas in
order to compress the air required for combus-
tion. The quantity of air is increased for each
power stroke. Result is a boost in engine power
output for an engine of identical displacement
operating at the same speed.
On the 1.8-ltr. 5 V-turbo engine, turbocharging is
used not only for achieving a peak power output
but also to provide a high torque at low revs and
over a wide engine speed range.

12
The turbocharger
Exhaust flow from engine
Turbocharger type: KKK-K03
Turbocharger pressure: 68 kPa
Max. boost pressure: 168 kPa
Maximum speed: 128 000 tr/min

The turbocharger contains a turbine wheel

and compressor wheel mounted on a com-
mon shaft.
This enables the energy contained in the
exhaust gas to be transmitted to the compres-
sor side.

The turbocharger is lubricated in the oil circuit

of the engine.

The turbocharger used is a relatively small Boost pressure control

type which is able to provide adequate boost valve (vacuum unit) SP23-2
pressure even at low engine speeds and res- Bypass flap
Turbine wheel
ponds rapidly.

Consequently, a high input torque is always

Note:
available in the driving and engine speed
The turbocharger is connected to the
range which are primarily used. This enables
exhaust manifold with three bolts.
the driver to shift up quickly through the gears
These bolts are made of a heat-resis-
even at low revs.
tant steel in order to permanently main-
The result is that the engine operates with a
tain the prestress of the bolts.
good fuel consumption level.
These bolts should always be replaced
when carrying out repairs.
The housing has an integrated bypass flap
which is operated pneumatically by the boost
pressure control valve (vacuum unit). The
flow of exhaust gases through the turbochar-
ger is controlled in this way.

The boost pressure also increases as the

speed of the turbocharger rises.
The boost pressure is limited in order not to
have any negative effect on engine service
life.
This is done by the boost pressure control.
Note:
An important point after an oil change!
Starting the engine for the first time af-
ter an oil change is important for the tur-
bocharger. The engine must only run at
idling speed so long as the oil pressure
warning light is still on.
Do not depress the accelerator until full
oil pressure is available - warning light
has gone out.

13
 Turbocharging

The boost pressure control

Throttle valve control
unit signal

Intercooler
Engine control unit

Boost pressure
control solenoid
Boost pressure control valve N75
valve (vacuum unit)

Bypass
Exhaust flow Fuel shut-off valve

Air mass meter signal Turbocharger Intake side

SP23-3

The boost pressure is controlled electronically in
accordance with the boost pressure map.
As a result of this, it is possible to control the
boost pressure to a programmed setting over the
entire engine speed range.
The boost pressure is controlled by means of
signals transmitted by the engine control unit to
the boost pressure control solenoid valve N75.
This valve is located in the line from the compres-
sor of the turbocharger to the lower chamber of
the boost pressure control valve. The boost pres-
sure control valve operates pneumatically and
opens or closes the bypass flap.
The boost pressure set value which is stored in
the map depends on the opening angle of the
throttle valve and the engine speed.
The maximum boost pressure is 168 kPa.
In the lower engine speed range, it is important to
achieve a rapid increase in the boost pressure.
The bypass flap remains closed. The turbochar-
ger supplies to the engine the boost pressure
which is required for a high torque.
At higher engine speeds, an appropriate quantity
of exhaust gas bypasses the turbine.
The turbocharger speed drops.

The control pressure required for the boost pres-

sure control valve is drawn off at the turbocharger
at the pressure side.

14
Fuel shutoff on overrun
Turbine wheel
Compressor wheel
Suction side
During fuel shutoff on overrun the charge pres-
sure which continues to exist upstream of the clo-
sed throttle valve produces a dynamic pressure.
This dynamic pressure would sharply decelerate
the compressor wheel of the turbocharger.
When the car is once again accelerated by ope-
ning the throttle valve, the turbocharger would
have to regain its previous speed (turbo lag).
To avoid this, the fuel shutoff valve therefore
bypasses the compressor circuit as soon as the
throttle valve is closed.
The fuel shutoff valve is a pneumatically control-
led spring diaphragm valve. It is located in a hose
connection between the compressor side and the
intake side of the turbocharger and is controlled
by the intake manifold vacuum downstream of the
throttle valve.
Throttle valve
closed
Intake manifold
vacuum
Fuel shutoff
valve
Compressor circuit by-
passed
Compressor side
SP23-4
The intake manifold vacuum overcomes the force
of the spring in the valve and, as a result, the
compressor side is linked to the suction side.
Consequently, the compressor is not operated at
the pump limit and deceleration of the compres-
sor wheel is avoided. Its speed is maintained.
When the car is again accelerated, the intake
manifold vacuum drops. The fuel shutoff valve
closes and full charge pressure is available
immediately. The is reflected in the good
response characteristics of the engine.
15
Sensors

Hall sender G40 New!

The Hall sender is located on the side of the cylin-
der head in front of the inlet camshaft.
The orifice plate for the Hall sender is bolted tight
to the inlet camshaft.
The previous engine generation had an orifice
plate with a window which the engine control unit
used to detect the ignition position for cylinder 1.
The Hall sender of the new engine generation
features an orifice plate with four recesses of
varying length.
By comparing the signal sequence of the Hall
sender to the crankshaft signal, it is possible to
rapidly detect the ignition position of cylinder 1 -
and thus also of the other cylinders.
This has a particularly positive effect during start-
ing.

Sensor rotor with 58 teeth with a gap of 2 teeth

2nd revolution of crankshaft 1st revolution of crankshaft

78o KW
Crankshaft signal from
sender G28

36o KW n. ZOT1
180 o KW 180 o KW

Rising slope

1 revolution of orifice plate = 360

Camshaft signal from Camshaft orifice plate with 4 different windows

Hall sender G40
SP23-23

Note: Legend
There are two crankshaft revolutions
oKW = Degrees crankshaft revolution
for each camshaft revolution.
ZOT 1 = Ignition top dead centre cylinder 1
n.ZOT 1 = After ignition top dead centre
cylinder 1

16
Altitude sender F96

The altitude sender is attached to the bulkhead in

the engine compartment.
It signals to the engine control unit the atmos-
pheric pressure as a function of geographical alti- Altitude sender
tude.

Function

The altitude correction is performed by a sensor -

the barometric unit.
The barometric unit moves a floating contact
along a resistance path if there is a change in
atmospheric pressure.
This signal is detected by the engine control unit.
SP23-25
Use of signal

The signal is required for the boost pressure con- Barometric unit Resistance path
trol.

At altitudes of above about 1000 metres the spe-

cified boost pressure is continuously lowered as
the altitude increases in order to avoid any over-
load of the turbocharger.

Substitute function

In the event of a failure of the altitude sender, a

fixed value is supplied for a reduced boost pres-
sure as a safety limit for the turbocharger speed.

Self-diagnosis
SP23-22
The altitude sensor is detected in function
02 - Interrogating fault memory.
Electric circuit

9
J220

61 62

1 2
+

F96
-
3
SP23-28

17
Sensors

The power steering pressure

switch F88

The hydraulic pump of the power steering is dri-

ven by the engine by means of a ribbed
V.A.G-belt.
When the steering is turned to full lock, the pump
has to produce a high pressure.
Consequently, there is also a greater load on the
engine and idle speed may drop sharply.
As a result of the signal from the pressure switch,
the engine control unit detects this additional
engine load early on and controls the idling
speed.

Operating principle
SP23-17
The power steering pressure switch is located at
the hydraulic pump. Hydraulic pump for Power steering pressure
If a high pressure exists in the hydraulic pump, power steering switch F88
the switch sends a signal to the engine control
unit.

The engine control unit actuates the throttle valve

positioner which opens the throttle valve by a par-
ticular angle.
The idling speed of the engine is maintained.

Self-diagnosis

Self-diagnosis is performed in the functions

Power steering
pressure switch
02 - Interrogating fault memory
08 - Reading measured value block

Engine control unit

Electric circuit

F88 Throttle valve

control unit
1 2

49 14 SP23-16

J220 Function diagram

SP23-18

18
The clutch pedal switch F36
is already familiar from the TDI and SDI engines.
It is now also fitted to models with petrol engines
of 74 kW or more.

It is located at the pedal assembly and supplies

the "clutch operated" signal to the engine control
unit.

Use of signal when clutch operated:

The closing damping function of the throttle

valve is switched off.
On models with cruise control system, the
function of the cruise control system is
switched off. SP23-32

Operating principle

The clutch pedal switch operates as an NC con-

tact to terminal 30.
If the clutch is operated, a signal is supplied to the
engine control unit which switches off the closing
damping function.
The throttle valve closes more rapidly and this
prevents any brief increase in engine speed as a
result of an air excess.

Substitute function

If no signal is supplied, the function is not activa-

ted.

Self-diagnosis

The clutch pedal switch is detected in self-diagno-

sis in function 08 - Reading measured value
block.

Electric circuit

+30

F36

SP23-26
2
Function diagram

9
J220
SP23-27
19
Actuators

Boost pressure control solenoid

valve N75

The boost pressure control solenoid valve is loca-

ted in the line from the compressor of the turbo-
charger to the lower chamber of the
pneumatically operated boost pressure control
valve.
low-pressure side
of turbocharger
The control pressure which is drawn off at the
compressor, can only be reduced by the solenoid
valve, but not increased.

Task

Controlling the boost pressure in line with the to lower chamber of

boost pressure map to a programmed, absolute boost pressure control SP23-10
value. valve
The opening cross-section to the low-pressure
side (suction side) of the turbocharger in the Boost pressure from
intake manifold is altered in accordance with the compressor
actuated on/off ratio (more or fewer pulses within
a certain time unit).

Substitute function

The solenoid valve is closed de-energised. The

boost pressure acts directly on the boost pres-
sure control valve. Electric circuit

The boost pressure is controlled only in accor- +

dance with the spring design and the atmospheric
pressure in the boost pressure control valve.
S234
10A
Self-diagnosis

Self-diagnosis detects electrical and mechanical 1

faults. The solenoid valve is included in the N75
functions
2
02 - Interrogating fault memory
03 - Final control diagnosis
08 - Reading measured value block
64
The solenoid valve is contained in the functions. J220

SP23-46
In addition, a fault is detected if the boost pres-
sure rises above the maximum level. 64 = GND control of boost
pressure control (out)
The boost pressure control is then switched off.

20
 Function Diagram

Motronic M3.8.2

Components Additional signals

A Battery CAN-BUS H =
F36 Clutch pedal switch CAN-BUS L = } Databus drive
F60 Idling switch
F88 Power steering pressure switch A Engine speed signal (out)
F96 Altitude sender B Fuel consumption signal (out)
G6 Fuel pump C Vehicle speed signal (in)
G28 Engine speed sender D AC compressor signal (in-out)
G39 Lambda probe E AC standby (in)
G40 Hall sender
G42 Intake air temperature sender
G61 Knock sensor I
G62 Coolant temperature sender
G66 Knock sensor II
G69 Throttle valve potentiometer
G70 Air mass meter
G88 Throttle valve positioner
potentiometer
J17 Fuel pump relay
J220 Motronic control unit
J338 Throttle valve control unit
N Ignition coil
N30...33 Injectors
N75 Boost pressure control solenoid valve
N80 Activated charcoal filter solenoid
valve
N122 Power output stage
N128 Ignition coil 2
N158 Ignition coil 3
N163 Ignition coil 4
P Spark plug connector
Q Spark plugs
S Fuse
V60 Throttle valve positioner
Z19 Lambda probe heater
Note:
See page 22 for Function Diagram.

21
Function Diagram

Motronic M3.8.2

30
15
86 30

J17
4
85 87

S132 S228 S232 S243 S234

50A 15A 10A 10A 10A

Z19 G39 G70 N80 N75

N30 N31 N32 N33

4 73 80 58 65 27 25 26 12 13 15
15 55
64 4

A J220

66 59 69 74 62 75 61 76 53

M + +

V60
G88
F60 G69 - -
F96 G40 G62
J338

M G6

31

Colour coding/Legend
= Input signal = Battery positive

= Output signal = Earth

22
 30
15

+30

Q Q Q Q
P P P P
S10 S229
10A 15A
N N128 N158 N163

F88 F36
A B C

N122

49 14
49 14 9 9 3 1 71 77 78 70 19 6 18 20

56 63 68 67 60 54 2 41 29 8 10

D E
CAN - BUS H

CAN - BUS L

G28 G61 G66 G42

31

SP23-49
in out
See page 21 for designation of
components
23
Cruise Control System
New!

The cruise control system is a selectable supple-
mentary system.
It can also be fitted to other engines.
The software of the engine control unit is matched
to the system (Motronic M3.8.3).
It is possible to set and maintain any desired vehi-
cle speed with the cruise control system once the
car has reached a speed of 45 km/h and without
the driver having to operate the accelerator pedal.
If the car is braked, the speed of the car is conse-
quently reduced and the system then resumes
the set speed once the brakes are released.
The set speed can also be changed when the
system is on by means of the pushbutton without
having to operate the accelerator.
Signals to engine
control unit

Operating principle Engine speed signal

Air mass signal
Cruise control system
When the cruise control system is switched on, Road speed
the engine control unit is supplied with the infor- Brakes operated
Pushbutton Switch Clutch operated
mation that the momentary road speed should be
maintained.
The engine control unit thereupon actuates the
throttle valve control unit.
Depending on the road speed selected, the
throttle valve positioner opens the throttle valve.
Additional signals to the engine control unit
assure the corresponding engine speed.
On and Off signal
The road speed is maintained irrespective of the
aerodynamic drag.
The system is controlled through the engine con-
trol unit without the need for additional control
units. The throttle valve control unit operates the Engine control unit
throttle valve.

New!
Throttle valve
control unit

Note:
A new throttle valve control unit opera-
tes in conjunction with the cruise con-
trol system.
This is identical with previous ver-
sions with the exception of some mi-
nor differences.
The principal difference consists in
the larger gear segment. SP23-45
Consequently, the servo motor is able
to operate the throttle valve over the Gear segment for idle speed
entire adjustment range, and not only control and cruise control
in the idling speed range. system

24
Function diagram of Note:
cruise control system The function diagram contains the ac-
tuators and sensors required for the
cruise control system with Motronic
M3.8.3.
See page 22 for function diagram of
entire Motronic system.

+15 +30 +30

E45 E227
S213 S234 S243
10A 10A 10A

01 2 3

F F36

46 36 35 34 47 48 9

Motronic M3.8.3 J220

66 59 69 74 62 75 56 63 67 20 2 12 13

G70

M V
V60
G88
F60 G69
G28
J338

31 31 SP23-50

OFF
ON
Legend RES

E45 = Cruise control system switch (ON/OFF) SET

E227 = Cruise control system pushbutton (SET)

F = Brake light switch SP23-51
F36 = Clutch pedal switch
G28 = Engine speed sender Positions of cruise control switch E45:
G70 = Air mass meter
J220 = Motronic control unit OFF locked = 0
J338 = Throttle valve control unit OFF touch contact = 1
V = Road speed signal ON = 2
RES = 3

25
Emission control system

The engine design and the emission control sys-

tem complement each other to comply with eco-
logical objectives:

low fuel consumption

reliable compliance with present and future Turbocharger
exhaust emission regulations. (turbine output)

The exhaust gases are cleaned by means of a Expansion joint

closed-loop emission control system comprising
Front exhaust pipe
3-way catalytic converter with catalytic con-
heated lambda probe. verter

Catalytic converter

The catalytic converter is a trimetal version and is Lambda probe

located in the front exhaust pipe. The short
exhaust passage from the turbocharger to the
SP23-52
catalytic converter ensures that the catalyst heats
up rapidly and thus has a rapid response, in other
words using the hot exhaust gases to heat up the
catalyst ensures rapid conversion, which is parti-
cularly important when starting the engine from
cold.

A catalytic coating using rhodium, palladium and

platinum is used for reducing the 3 pollutant com-
ponents of HC, CO and NOx. These rare metals
offer extremely good results in respect of res-
ponse characteristics and long-term stability.

Lambda probe

The lambda probe is located in the exhaust flow

downstream of the turbine output of the turbo-
charger.
The lambda probe is heated to ensure that it rapi-
dly reaches its operating temperature.
The probe compares the residual oxygen content
in the exhaust with the oxygen content in the
ambient air. It supplies a matching voltage signal
to the engine control unit on the basis of which
the composition of the mixture is adjusted so that
it corresponds to the value of lambda = 1 and
ensures optimal efficiency of the catalytic con-
verter.
Note:
The lambda control is included in the
self-diagnosis.
It adopts a very wide range and provi-
des information on possible influen-
cing factors such as fuel injection
system, ignition system, fuel tank ven-
tilation.
For this reason, always use the self-di-
agnosis function 08 - Reading meas-
ured value block.

26
 Self-Diagnosis

The Motronic M3.8.2 or M3.8.3 engine control

unit for the fuel injection and ignition system is
equipped with a fault memory.

Faults at the monitored sensors/actuators are sto-

red in the fault memory with an indication of the
type of fault.
The engine control unit distinguishes 64 different 4
1
5
2
6
3

7 8 9
fault codes. C O Q HELP
V.A.G. 1552

Self-diagnosis can be carried out using the vehi-

cle system tester V.A.G 1552 or the fault reader
V.A.G 1551.

Data transfer is effected in the "Vehicle system

test" operating mode.

Self-diagnosis is started by entering the address

word 01 - Engine electronics. SP23-53

V.A.G. SELF-DIAGNOSIS HELP

01 - Engine electronics

Available functions when using V.A.G 1552 or Note:

V.A.G 1551 Please refer to the Workshop Manual
Motronic Fuel Injection and Ignition
01 - Interrogating control unit version System (4-Cylinder Engine), Engine
02 - Interrogating fault memory Code AGU for the exact procedure for
03 - Final control diagnosis self-diagnosis.
04 - Basic setting
05 - Erasing fault memory
06 - Ending output
07 - Coding control unit
08 - Reading measured value block
09 - Reading individual measured value
10 - Adaptation
11 - Login procedure

27
Electric Accelerator Pedal Operation

The electric throttle control is being developed for

the 1.8-ltr. 5 V-turbo engine. New!
The 1.8-ltr. 5 V-engine will also be equipped with
this system.

Load adjustment of engine - previously

Engine load was adjusted in the previous system

by means of the accelerator pedal and the acce-
lerator cable.

The accelerator cable moves into the cable plate

at the throttle valve control unit. The throttle valve
is operated in line with the driver's request.

The driver's foot, accelerator lever, cable plate act

as a mechanical "actuator" when adjusting engine SP23-55
load.

Load adjustment of engine - new

Engine load is adjusted as before through the

accelerator pedal lever in line with the driver's
request.

The position of the accelerator pedal lever is

passed as a signal from the pedal value sensor to
the engine control unit.

The position of the throttle valve is altered electri-

cally by the engine control unit through the throttle
valve drive.

There is no mechanical link between accelerator

pedal lever and throttle valve and also no direct
electrical link when adjusting the load of the
engine.
SP23-54

28
Accelerator pedal lever with pedal value
sensor

The accelerator pedal lever contains the pedal

value sensor which has 2 potentiometers.

The pedal value sensor operates as a sliding con- Pedal value sensor
tact potentiometer.
A stabilised voltage of 5 V, supplied by the engine
control unit, is present at the sliding contact
potentiometer for detecting the position of the
accelerator pedal lever.
The signal regarding the position of the accelera-
tor pedal lever passes as a voltage signal to the
engine control unit.

When the pressure on the accelerator pedal is

eased off, a spring moves the lever back into the
idle speed position. SP23-56
+ - + -
The entire module is preset. It is replaced com-
plete when carrying out repairs.

SP23-58
Circuit diagram of pedal value sensor

Throttle valve control unit

The throttle valve control unit no longer features a

cable plate.

The throttle valve is moved by the throttle valve

drive (D.C. motor) which is actuated by the
engine control unit in all the positions from idle
speed up to full throttle.

The throttle valve control unit in turn supplies the

engine control unit with the current actual value of SP23-57
the throttle valve angle by means of two angle
sensors. The limits for maximum engine speed
and road speed are derived from this. - + + -
Note:
The electric throttle control is installed
with a new generation of engine con- M
trol units. This generation has the des-
ignation ME7.5. SP23-59
Circuit diagram of throttle valve control unit

29
CAN BUS

Body databus New!

You will already be familiar from the automatic

gearbox with the fact that, for example, communi-
cation takes place with other vehicle systems
such as the engine management and chassis
systems and that information is exchanged.

Until now, this information exchange took place

along separate wiring.

On the 1.8-ltr. turbo engine the information trans-

fer makes use of a CAN BUS (CAN BUS is
already familiar from the convenience electronics
on the OCTAVIA).

The engine control unit has 2 terminals for this

41 29
purpose for the CAN BUS H and CAN BUS L.

The following electronic systems

J 220
SP23-30
Motronic control unit
ABS control unit J220 = Motronic control unit
Automatic gearbox control unit

are linked to each other through the CAN BUS H Motronic control unit
and CAN BUS L.

The connection consists of a twisted 2-wire cable

and is known as the databus drive.

On models with a manual gearbox, in other words

120

without the automatic gearbox control unit, two

control units for Motronic and ABS are linked 41 29
through the CAN BUS.
CAN H
11 3
120

10 25
CAN L

SP23-29
Note:
ABS control unit
More detailed information on the con-
troller area network = CAN and the Databus drive
special CAN BUS for linking the con-
trol units is provided in Self Study Pro- Automatic gearbox
gramme 24. control unit

30
 Modifications

1.8-ltr. 92 kW 5 V-engine
New!
Engine code AGN

The 1.8-ltr. 4-cylinder inline engine with five val-

ves for each cylinder has already been described
in SSP 19.

The version for model year 1998 has the following

design modifications:

Bosch Motronic M3.8.5

Variable intake manifold made of plastic
(two-section)
Hot film air mass meter with return-flow
detector
Power steering pressure switch
Clutch pedal switch
Hall sender with 4-window orifice plate
CAN BUS for communication between engine
SP23-19 control unit and ABS

Displacement: 1781 cm3

Compression ratio: 10.3
Output: 92 kW (125 HP) at
6000 rpm
Torque: 170 Nm at 4200 rpm
Fuel: 95 RON premium
unleaded

The engine can also be operated with 91 RON

regular unleaded carburettor fuel. In this case, full
power output is not available, however.

The variable intake manifold makes it possible to

achieve a gain in torque compared to the fixed
intake manifold of about 2 % in the lower engine
speed range and 8 % in the upper engine speed
range.

The torque curve reveals a uniform torque over a

wide spectrum of the engine speed range. In
combination with the variable camshaft timing,
90 % of the torque is provided in the engine
speed range from 2000 up to 5700 rpm.

SP23-48

31
Variable Intake Manifold
The variable intake manifold
Top part of intake manifold
with operating unit
Bottom part of intake
manifold
The operating principle of the variable intake
manifold is already familiar from the 1.6-ltr./74 kW
engine:
long intake tract = torque position
short intake tract = power position.
On the 1.8-ltr. engine the different intake passa-
ges are formed by employing a different principle
- intake manifold with resonance manifold char-
ging and control flaps in the lengthwise direction.
Four control flaps are arranged in parallel.
Depending on the particular position of the flaps,
long or short intake passages are formed.
32
New!
Throttle valve control
unit
Non-return valve
(at vacuum accumulator)
Vacuum unit
Variable intake manifold changeover
valve N156
Connection for fuel rail with
injectors
SP23-41
The entire intake module is a plastic design. It
houses the components for the mixture formation
and cylinder charge control:
Throttle valve control unit
Top part of intake manifold with operating unit
Bottom part of intake manifold to which are
attached the fuel unit with injectors and rail
Injectors with an improved spray pattern are used
in combination with the variable intake manifold to
achieve optimum mixture formation.
Operation of the flaps

Control line from engine control unit

Vacuum reservoir Variable intake mani-

fold changeover valve
N156
Non-return valve

Vacuum line
Vacuum from engine

Intermediate collector

Shift rod

Vacuum unit

Flap Intake manifold with

operating unit

SP23-43

Diagram of operation of flaps - flaps open (power position)

The flaps are operated pneumatically by means Flaps closed

of a vacuum.
The shafts of the four flaps arranged in parallel
are angled by 90 and project into the shift rod
which is connected to the vacuum unit.
The movement of the flaps is map-controlled by
the engine control unit in line with the prevailing
engine load and speed conditions.
The variable intake manifold changeover valve
shuts off the atmospheric pressure.
The vacuum which exists in the vacuum reservoir
(up to 15 changeover operations are possible
from the vacuum reserve) acts on the vacuum
unit.
The flaps in the intake manifold are closed
mechanically by the vacuum unit.

The variable intake manifold changeover valve Flaps open

N156 is supplied with signals for this purpose.
If no signal is received, the flaps are open as no
vacuum control can exist in this case.
The vacuum line to the vacuum unit is shut off by
the variable intake manifold changeover valve.
The atmospheric pressure prevails in the vacuum
unit and the flaps in the intake manifold are
opened mechanically.

33
Variable Intake Manifold

Effect of the flap position

Torque position In the torque position at low engine speeds, the

(flaps closed/vertical position) closed flaps are part of the walls of the intake
pipes which are merged at this position - the tor-
que pipes.

They separate the air flow and guide it along

separate pipes to the combustion chambers for
each cylinder.

The flaps are sealed off with permanently elastic

sealing lips in order to achieve the torque boost at
low engine speeds.

A long intake passage exists.

SP23-42

The intake manifold flow runs parallel to the flap

In the power position, all four flaps are moved into

Power position horizontal position as from an engine speed
(flaps open/horizontal position) which is defined by the map.

The intake pipes which were initially separated

are now linked to each other, which reduces a
collector area, the so-called power collector and
the intake passages are thus shortened.

The "power collector" is formed from the merging

of the air masses from the individual intake pipes
which contain the intermediate collector in the
middle. The four cylinders draw the air from this
now common chamber along a shorter intake
tract.
SP23-44
The engine also achieves its maximum power
cross flow exists in the power collector output in this position.

34
 Sensors

Hot film air mass meter with return-

New!
flow detector G70

Task

An optimal mixture composition is required for Air mass meter

achieving low pollutant emissions in the exhaust
and good engine output. The mixture composition
depends to a great extent on precisely measuring
the inducted air mass.
Inducted air
When the valves are opened and closed, howe-
ver, return flows are produced in the inducted air
mass in the intake manifold, which in turn affect
the measurement. Return flow

The hot film air mass meter with return-flow

detector recognizes this returning flow air mass
and takes it into account in the signal which is SP23-14
Intake manifold
supplied to the engine control unit. This ensures
that the measurement is extremely accurate.

Design and operation

The electric circuit and the sensor element of the

air mass meter are combined in a compact plastic Housing
housing.

A measuring passage is located at the bottom

Housing cover
end of the housing. The sensor element projects
into this passage. The measuring passage draws
off a partial air flow from the inducted air flowing
back and guides it past the sensor element. The
signal of the sensor element is processed by the
electric circuit and passed to the engine control
unit.

Effects in the event of failure

In the event of the air mass meter G70 failing, a

substitute value is formed.
Measuring
No perceptible effects can be detected when dri-
passage
ving.
Electric circuit
Self-diagnosis Sensor element
Partial air flow SP23-15

Self-diagnosis is available in the functions

02 - Interrogating fault memory

08 - Reading measured value block

35