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    1 .9 -Lit e r TD I Engine

    w it h P u m p In je c t io n(P u m p e D ü s e )De sign a nd Funct ion

    Se lf -S tudy Program

    C o ur se N u m b e r 8 4 1 3 0 3

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    Volksw agen of A m erica, Inc.

    Service Training

    Printed in U .S.A .

    Printed 10/2003

    C ourse N um ber 841303

    © 2003 Volksw agen of A m erica, Inc.

    A ll rights reserved. A ll inform ation contained

    in this m an ual is b ase d on the latestinform ation available at the tim e of printing

    and is subject to the copyright and other

    intellectual property rights of Volksw agen of

    A m erica, Inc., its affiliated com panies and its

    licensors. A ll rights are reserved to m ake

    changes at any tim e w ithout notice. N o part

    of this docu m en t m ay be rep rod uce d,

    stored in a retrieval system , or transm itted

    in any form or by any m eans, electronic,

    m echanical, photocopying, recording or

    othe rw ise, nor m ay these m aterials bem odified or reposted to other sites w ithout

    the prior expressed w ritten perm ission of

    the publisher.

    A ll requests for perm ission to copy an d

    redistribute inform ation should be referred

    to Volksw agen of A m erica, Inc.

    A lw ays check Technical B ulletins and the

    Volksw agen W orldw ide R epair Inform ation

    System for inform ation that m ay supersedeany inform ation included in this booklet.

    Tradem arks: A ll brand nam es and product

    nam es used in this m anual are trade nam es,

    service m arks, tradem arks, or registered

    tradem arks; and are the property of their

    respective ow ners.

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    Table of Contents

    The Self-Study Program provides you w ith inform ation

    regarding designs and functions.

    The Self-Study Program is not a Repair Manual.

    For m aintenance and repair w ork, alw ays refer to the

    current technical literature.

    Important/Note!

    New!

    Introduction...............................................................................11.9-Liter TD I Engine w ith Pum p Injection System

    Engine – Mechanics ..................................................................2D evelopm ent of the 1.9-Liter TD I Engine w ith Pum p

    Injection System , Technical D ata –1.9-Liter TD I Engine

    w ith Pum p Injection System , Trapezoidal Piston andC onnecting R od, Toothed B elt D rive

    Fuel Supply................................................................................8Fuel Supply System O verview , Fuel Pum p,D istributor Pipe, Fuel C ooling System

    Pump Injection System ..........................................................15Pum p/Injectors, D esign, Injection C ycle

    Engine Management...............................................................281.9-Liter TD I Engine ED C 16 System O verview ,

    Sensors, A ctuators

    Glow Plug System ..................................................................53G low Plug System

    Functional Diagram.................................................................54ED C 16 Functional D iagram for 1.9-Liter TD I Engine

    Service......................................................................................56Self-D iagnosis, Pum p/Injector A djustm ent, Special Tools

    Knowledge Assessment.........................................................61

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    Introduction

    1

    1.9-Liter TDI Engine withPump Injection System

    The dem ands on the m odern diesel engine

    for increased perform ance and fuel

    econom y, and reduced exhaust em issions

    and noise levels are grow ing constantly.

    G ood fuel and air m ixture preparation is a

    key factor in m eeting these requirem ents.

    This calls for efficient injection system s that

    produce high injection pressures to ensure

    that the fuel is w ell atom ized. It is also

    necessary to precisely control the start of

    fuel injection and the injection quantity.

    The pum p injection system m eets

    these requirem ents.

    In 1905, R udolf D iesel cam e up w ith the

    idea of a pum p/injector, com bining the

    injection pum p and injector in one unit

    in order to dispense w ith high-pressure

    lines and achieve high injection pressures.

    A t the tim e, how ever, he did not have

    the technical m eans to put his idea

    into practice.

    D iesel engines w ith m echanically controlled

    pum p injection system s have been in use

    in ships and trucks since the 1950s.

    In association w ith B osch, Volksw agen hassucceeded in developing a diesel engine

    w ith a solenoid valve controlled pum p

    injection system suitable for use in

    passenger cars.

    The 1.9-liter TD I engine w ith the new pum p

    injection system m eets the stringentdem ands for im proved perform ance and

    cleaner em issions.

    W ith continuing advances like this one,R udolf D iesel’s vision of “sm oke- and

    odor-free exhaust gases”m ay one day

    becom e a reality.

    SS P304/032

    SS P209/027

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    Engine – Mechanics

    2

    Development of the1.9-Liter TDI Engine withPump Injection System

    The new 100 bhp (74 kW ) 1.9-liter TD I

    engine w ith pum p injection system w asdeveloped from the existing 109 bhp (81

    kW ) 1.9-liter TD I engine w ith a distributor

    injection pum p and no interm ediate shaft.

    The pum p injection system com prises the

    only significant difference betw een the

    tw o engines.

    This Self-Study Program concerns

    the design and function of the new pum p

    injection system , and the m odificationsto the fuel system , engine m anagem ent

    system , and engine m echanical

    com ponents to accom m odate the system .

    A diesel engine w ith the pum p injection

    system has the follow ing advantages over

    an engine w ith a distributor injection pum p:

    •Low com bustion noise.

    •Low fuel consum ption.

    •Clean em issions.

    •H igh efficiency.

    These advantages are attributable to:

    •The high injection pressures of up to

    27,846 psi (192,000 kPa / 1,920 bar).

    •Precise control of the injection cycle.

    •The pre-injection phase.

    SS P209/005

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    Speed (rpm)

    3

    Engine – Mechanics

    Technical Data –1.9-Liter TDI Engine withPump Injection System

    • Engine codeB EW

    • TypeFour-cylinder in-line engine w ith tw o

    valves per cylinder

    • Displacement115.7 cu in (1,896 cm 3)

    • Bore3.13 in (79.5 m m )

    • Stroke3.76 in (95.5 m m )

    • Compression ratio19.0 : 1

    • Maximum power output100 bhp (74 kW ) @ 4000 rpm

    • Maximum torque177 lbs-ft (240 N m ) @ 1800 to 2400 rpm

    • Engine management

    EDC 16

    • Firing sequence1-3-4-2

    • Emission ControlB in 10 EPA Federal Em issions C oncept,

    O B D II, catalytic converter, w ater-cooled

    EG R system

    SS P209/006

         T    o     r    q      u     e 

         O     u 

         t    p      u 

         t

    1000 2000 3000 4000 5000

    lbs-ft N m

    221 300

    184 250

    148 200

    111 150

    74 100

    37 50

    0

    hp kW

    121 90

    101 75

    80 60

    60 45

    40 30

    20 15

    0

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    Engine – Mechanics

    Trapezoidal Pistonand Connecting Rod

    To accom m odate the higher com bustion

    pressures in the 1.9-liter TD I engine w ith

    pum p injection system than are

    encountered in the base engine, the piston

    hub and the connecting rod eye are

    trapezoidal in shape.

    SS P209/007

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    Engine – Mechanics

    This distributes the com bustion forces over

    a larger area and relieves the load on thepiston pin and connecting rod.

    In com parison w ith the conventional

    parallelogram -shaped link betw een thepiston and connecting rod, the trapezoidal

    connecting rod eye and piston hub have a

    larger contact surface area at the piston pin

    ow ing to their shape.

    SS P209/008

    C om bustion Force

    C ontact Surface

    Force Distribution in a Parallelogram-ShapedPiston and Connecting Rod

    Force Distribution in a Trapezoidal Pistonand Connecting Rod

    C om bustion ForceC ontact Surface

    SS P209/009

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    Toothed Belt Drive

    H igh pum p forces are required to generate

    high injection pressures of up to 27,846 psi

    (192,000 kPa / 1,920 bar).

    These forces subject the com ponents of

    the toothed belt drive to high loads.

    To relieve the load on the toothed belt,several m odifications have been m ade.

    •A vibration absorber integrated in the

    cam shaft gear reduces vibration inthe toothed belt drive.

    •The toothed belt is about 0.20 inch

    (5 m m ) w ider than the toothed belt usedin the base engine. H igher forces can be

    transm itted by the larger surface area.

    •A hydraulic tensioner keeps the

    toothed belt evenly tensioned in

    different load states.

    •Som e of the teeth on the crankshafttim ing belt gear have a larger gap

    clearance to reduce toothed belt w ear.

    SS P209/089

    SS P209/88

    G ap

    C learance To relieve the load on the toothed belt

    during the injection cycle, the crankshafttim ing belt gear has tw o pairs of teeth w ith

    a larger gap clearance than the other teeth.

    6

    Engine – Mechanics

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    Function

    D uring the injection cycle, the highpum ping forces exert a heavy load on the

    toothed belt.

    The cam shaft tim ing belt gear is slow ed

    dow n by the pum ping forces. A t the sam etim e, the com bustion process speeds up

    the crankshaft tim ing belt gear. The toothed

    belt is stretched and the pitch is tem porarily

    increased as a result.

    B ecause of the engine firing order, this

    stretching process occurs at regularintervals and the sam e teeth on the tim ing

    belt gear are in m esh w ith the toothed belt

    every tim e.

    Non-uniform tooth gap clearance

    O n the 1.9-liter TD I engine w ith pum pinjection system , the crankshaft tim ing belt

    gear teeth have a larger gap clearance at

    these points to com pensate for the change

    in belt tooth pitch and thus reduce toothedbelt w ear.

    SS P209/091

    7

    D eceleration Force

    A cceleration Force

         P    i    t   c     h

    Engine – Mechanics

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    Fuel Supply

    Fuel Supply System Overview

    A m echanical fuel pum p sucks the fuel out

    of the fuel tank through the fuel filter and

    pum ps it along the supply line in thecylinder head to the pum p/injectors.

    Fuel C ooler –Cools the returning fuel

    to prevent excessively hot fuel from

    being routed back to the fuel tank.

    The fuel that is not required for injection is

    returned to the fuel tank via the return line

    in the cylinder head, a fuel tem peraturesensor, and a fuel cooler.

    N on-R eturn Valve –Prevents fuel

    from the fuel pum p flow ing back into

    the fuel tank w hile the engine is not

    running. It has an opening pressure

    of 2.9 psi (20 kPa / 0.2 bar).

    Fuel Filter –Protects the injection

    system against contam ination and

    w ear caused by particles and w ater.

    Fuel Tem perature Sensor G 81 –

    D eterm ines the tem perature of the

    fuel in the fuel return line and sends a

    corresponding signal to the D iesel D irect

    Fuel Injection Engine C ontrol M odule J248.

    Fuel Tank

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    Fuel Supply

    SS P209/018

    Fuel R eturn Line Pressure

    Lim iting Valve –Keeps the

    pressure in the fuel return line

    at 14.5 psi (100 kPa / 1 bar).

    This m aintains a force

    equilibrium at the pum p/

    injector solenoid valve needle.

    Strainer –Collects vapor bubbles in the

    fuel supply line. These vapor bubbles are

    then separated through the restrictor

    into the return line.

    Fuel Supply Line Pressure Lim iting Valve –

    Regulates the fuel pressure in the fuel supply line.

    The valve opens w hen the fuel pressure exceeds

    109 psi (750 kPa / 7.5 bar). Fuel is routed back to

    the suction side of the fuel pum p.

    Fuel Pum p R otor –Pum ps the fuel from

    the fuel tank through the fuel filter andthe fuel supply line in the cylinder head

    to the pum p/injectors.

    R estrictor –Located betw een the

    fuel supply line and the fuel return

    line. Vapor bubbles in the fuel supply

    line are separated through therestrictor into the fuel return line.

    Pressure Lim iting Valve B ypass –

    If there is air in the fuel system ,

    for exam ple w hen the fuel tankis em pty, the pressure lim iting

    valve rem ains closed. The air is

    expelled from the system by the

    fuel flow ing into the tank.

    C ylinder H ead

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    There is a fitting on the fuel

    pum p for connecting pressure

    gauge VA S 5187 to check thefuel pressure in the supply line.

    Please refer to the R epair M anual

    for instructions.

    Fuel Supply

    10

    Fuel Pump

    The fuel pum p is located directly behind

    the vacuum pum p at the cylinder head.

    It m oves the fuel from the fuel tank to thepum p/injectors.

    B oth pum ps are driven jointly by the

    cam shaft. They are collectively know n as

    a tandem pum p.

    Fuel R eturn Line

    SS P209/049

    Pressure G auge

    C onnection Fitting

    Fuel Pum p

    Vacuum Pum p

    Fuel Supply Line

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    Fuel Supply

    The fuel pum p is a blocking vane-cell pum p.

    The blocking vanes are pressed against the

    pum p rotor by spring pressure. This designenables the fuel pum p to deliver fuel even

    at low engine speeds.

    The fuel ducting system w ithin the pum p

    is designed so that the rotor alw ays

    rem ains w etted w ith fuel, even if the tankhas been run dry. This m akes autom atic

    prim ing possible.

    SS P209/050

    B locking Vanes

    R estrictor

    C onnection for

    Fuel Supply Line

    Fuel Supply Line

    Pressure Lim iting Valve

    To Fuel Supply Line

    in C ylinder H ead

    Strainer

    C onnection for

    Fuel R eturn Line

    Fuel R eturn

    Line Pressure

    Lim iting Valve

    R otorFrom Fuel

    R eturn Line in

    C ylinder H ead

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    Function

    The fuel pum p operates by taking fuel in asthe pum p cham ber volum e increases and

    pushing the fuel out under pressure as the

    cham ber volum e is reduced.

    The fuel is draw n into tw o cham bers andpum ped out from tw o cham bers. The

    intake and delivery cham bers are separated

    from one another by the spring-loaded

    blocking vanes and the pum p rotor lobes.

    Fuel draw n into cham ber 1 is pushed out at

    cham ber 2. Fuel draw n into cham ber 3 ispushed out at cham ber 4.

    The rotation of the rotor increases the

    volum e of cham ber 1 w hile the volum e ofcham ber 4 is sim ultaneously reduced.

    Fuel is pushed out of cham ber 4 to the

    fuel supply line in the cylinder head.

    Fuel Supply

    The rotation of the rotor increases the

    volum e in cham ber 3 as it reduces the

    volum e in cham ber 2. Fuel draw n in at

    cham ber 1 is forced out of cham ber 2 tothe fuel supply line in the cylinder head.

    SS P209/052R otor

    C ham ber 4 C ham ber 3

    C ham ber 2

    C ham ber 1

    SS P209/051

    C ham ber 1

    R otor

    C ham ber 4

    C ham ber 3

    C ham ber 2

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    Fuel Supply

    Distributor Pipe

    A distributor pipe is integrated in the fuel

    supply line in the cylinder head. It distributes

    the fuel evenly to the pum p/injectors at auniform tem perature.

    In the supply line, the fuel m oves through

    the center of the distributor pipe tow ard

    cylinder 1 at the far end.

    The fuel also m oves through the crossholes in the distributor pipe and enters the

    annular gap betw een the distributor pipeand the cylinder head w all.

    This fuel m ixes w ith the hot unused fuel

    that has been forced back into the supply

    line by the pum p/injectors.

    This results in a uniform tem perature

    of the fuel in the supply line running to

    all cylinders.

    A ll pum p/injectors are supplied w ith

    the sam e fuel m ass, and the engine

    runs sm oothly.

    SS P209/039

    C ylinder H ead

    A nnular G ap

    C ross H oles

    C ylinder 4C ylinder 3C ylinder 2C ylinder 1

    D istributor Pipe

    SS P209/040

    SS P209/29

    C ross H oles

    M ixing Fuel in

    A nnular G ap

    Fuel to Pum p/Injector

    Fuel from

    Pum p/Injector

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    Fuel Supply

    Fuel Cooling Circuit

    The heated fuel returning from the pum p/

    injectors flow s through the fuel cooler andits heat transfers to the coolant in the fuel

    cooling circuit that also flow s through the

    fuel cooler.

    The auxiliary w ater cooler reduces the

    tem perature of the coolant in the fuel

    cooling circuit by dissipating the heat inthe coolant to the am bient air.

    Pum p for Fuel C ooler V166 is an electric

    recirculation pum p. It circulates the coolant

    in the fuel cooling circuit through theauxiliary w ater cooler and the fuel cooler. It

    is sw itched on by the D iesel D irect Fuel

    Injection E ngine C ontrol M odule J248 viathe R elay for Pum p, Fuel C ooling J445 at

    a fuel tem perature of 158°F (70°C ).

    The fuel cooling circuit is largely separatefrom the engine cooling circuit. This is

    necessary because the tem perature of the

    coolant in the engine cooling circuit is too

    high to cool dow n the fuel w hen the engineis at operating tem perature.

    The fuel cooling circuit is connected to theengine cooling circuit near the expansion

    tank. This enables replenishm ent of the

    coolant for fuel cooling at the coolant

    expansion tank. It also allow s

    com pensation for changes in volum e due

    to tem perature fluctuation.

    The fuel cooling circuit is connected so that

    the hotter engine cooling circuit does nothave a detrim ental effect on its ability to

    cool the fuel.

    SS P209/048

    Fuel Pum p

    Pum p for

    Fuel C ooler

    V166

    Fuel C ooler

    A uxiliary

    W ater

    C ooler

    Engine

    C ooling

    C ircuit

    Fuel Tank

    C oolant

    Expansion

    Tank

    Fuel

    Tem perature

    Sensor G 81

    Fuel Cooling System

    The high pressure generated by the pum p/injectors heats up the unused fuel so m uch

    that it m ust be cooled before it gets back to

    the fuel tank.

    A fuel cooler is located on the fuel filter.

    It cools the returning fuel and thus prevents

    excessively hot fuel from entering the fuel

    tank and possibly dam aging the S ender for

    Fuel G auge G .

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    Pump Injection System

    Pump/Injectors

    A pum p/injector is, as the nam e im plies, a

    pressure-generating pum p com bined w ith a

    solenoid valve control unit (Valves for Pum p/Injectors, C ylinders 1 through 4, N 240,

    N 241, N 242, and N 243) and an injector.

    Each cylinder of the engine has its ow npum p/injector.

    This m eans that there is no longer any

    need for a high-pressure line or a distributor

    injection pum p.

    SS P209/012

    Just like a conventional system w ith a

    distributor injection pum p and separate

    injectors, the new pum p injectionsystem m ust:

    •G enerate the high injection

    pressures required.

    •Inject fuel into the cylinders in the correct

    quantity and at the correct point in tim e.

    Solenoid Valve C ontrol U nit

    Injector

    Pressure-

    G enerating

    P um p

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    Pump Injection System

    The pum p/injectors are installed directly in

    the cylinder head.

    SS P209/086

    SS P209/087

    They are attached to the cylinder head by

    individual clam ping blocks.

    It is im portant to ensure thatthe pum p/injectors are positioned

    correctly w hen they are installed.R efer to the R epair M anual

    for instructions.

    If the pum p/injectors are not installed

    perpendicular to the cylinder head, the

    fasteners could loosen. The pum p/injectors

    or the cylinder head could be dam aged as

    a result.

    C lam ping

    B lock

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    Pump Injection System

    Design

    SS P209/023

    R oller-Type

    R ocker A rm

    O -R ing

    O -R ing

    O -R ing

    H eat-

    Insulating

    Seal

    C ylinder H ead

    Injector N eedle

    Injector N eedleD am ping Elem ent

    Injector Spring

    Fuel Supply Line

    R etractionPiston

    Fuel R eturn Line

    H igh-Pressure

    Cham ber

    Pum p/Injector

    Solenoid Valve

    Solenoid

    Valve N eedle

    Injection C am

    Piston Spring

    Pum p P iston

    B all Pin

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    Pump Injection System

    Drive Mechanism

    The cam shaft has four additional cam s fordriving the pum p/injectors.

    They activate the pum p/injector pum p

    pistons w ith roller-type rocker arm s.

    Valve C am

    SS P209/015

    Injection C am

    (H idden by

    R ocker A rm R oller)

    R oller-Type

    R ocker A rm

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    Pump Injection System

    The gradual slope of the cam trailing edgeallow s the pum p piston to m ove up

    relatively slow ly and evenly. Fuel flow s into

    the pum p/injector high-pressure cham ber

    free of air bubbles.

    The injection cam has a steep leading edge

    and a gradual slope to the trailing edge.

    A s a result of the steep leading edge, the

    pum p piston is pushed dow n at high

    velocity. A high injection pressure is

    attained quickly.

    SS P209/016

    P um pPistonInjection C am

    R oller-Type

    R ocker A rm

    SS P209/017

    P um p

    Piston

    Injection C am

    R oller-Type

    R ocker A rm

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    Pump Injection System

    Mixture Formation andCombustion Requirements

    G ood m ixture form ation is a vital factor to

    ensure efficient com bustion.

    A ccordingly, fuel m ust be injected in the

    correct quantity at the right tim e and at highpressure. Even m inim al deviations can lead

    to higher levels of pollutant em issions, noisy

    com bustion, or high fuel consum ption.

    A short firing delay is im portant for the

    com bustion sequence of a diesel engine.

    The firing delay is the period betw een thestart of fuel injection and the start of

    pressure rise in the com bustion cham ber.

    If a large fuel quantity is injected during thisperiod, the pressure w ill rise suddenly and

    cause loud com bustion noise.

    Pre-injection phase

    To soften the com bustion process, a sm all

    am ount of fuel is injected at a low pressure

    before the start of the m ain injection phase.

    This is the pre-injection phase. C om bustionof this sm all quantity of fuel causes the

    pressure and tem perature in thecom bustion cham ber to rise.

    This m eets the requirem ents for quick

    ignition of the m ain injection quantity, thusreducing the firing delay.

    The pre-injection phase and the “injection

    interval”betw een the pre-injection phase

    and the m ain injection phase produce a

    gradual rise in pressure w ithin thecom bustion cham ber, not a suddenpressure buildup.

    The effects of this are low com bustion

    noise levels and low er nitrogenoxide em issions.

    Main injection phase

    The key requirem ent for the m ain injectionphase is the form ation of a good m ixture.

    The aim is to burn the fuel com pletely

    if possible.

    The high injection pressure finely atom izesthe fuel so that the fuel and air can m ix w ell

    w ith one another.

    C om plete com bustion reduces pollutantem issions and ensures high engine

    efficiency.

    End of injection

    A t the end of the injection process, it

    is im portant that the injection pressure

    drops quickly and the injector needle

    closes quickly.

    This prevents fuel at a low injection

    pressure and w ith a large droplet diam eterfrom entering the com bustion cham ber.

    Fuel does not com bust com pletely under

    such conditions, giving rise to higher

    pollutant em issions.

    Injection curve

    The injection curve of the pum p injection

    system largely m atches the engine

    dem ands, w ith low pressures during the

    pre-injection phase, follow ed by an

    “injection interval,”then a rise in pressure

    during the m ain injection phase. The

    injection cycle ends abruptly.

    SS P209/101SS P209/100

    Injection

    Pressure

    Tim e

    Engine D em and Pum p/Injector

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    Pump Injection System

    Injection Cycle

    High-Pressure Chamber Fills

    D uring the filling phase, the pum p pistonm oves upw ard under the force of the

    piston spring and thus increases the

    volum e of the high-pressure cham ber.

    The pum p/injector solenoid valve isnot activated.

    The solenoid valve needle is in its

    resting position.

    The path is open from the fuel supply line

    to the high-pressure cham ber.

    The fuel pressure in the supply line

    causes the fuel to flow into the

    high-pressure cham ber.

    SolenoidValve N eedle

    Fuel Supply Line

    SS P209/024

    Piston Spring

    H igh-Pressure

    Cham ber

    Injector N eedle

    Fuel R eturn Line

    Pum p/Injector

    Solenoid Valve

    Pum p P istonInjection C am

    R oller-Type

    R ocker A rm

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    Pump Injection System

    Pre-Injection Phase Starts

    The injection cam pushes the pum ppiston dow n via the roller-type rocker arm .

    This displaces som e of the fuel from the

    high-pressure cham ber back into the fuel

    supply line.

    The D iesel D irect Fuel Injection Engine

    C ontrol M odule J248 initiates the injection

    cycle by activating the pum p/injector

    solenoid valve.

    The solenoid valve needle is pressed into

    the valve seat and closes the path from

    the high-pressure cham ber to the fuelsupply line.

    This initiates a pressure build-up in the

    high-pressure cham ber.

    A t 2,611 psi (18,000 kPa / 180 bar), the

    pressure is greater than the force of the

    injector spring.

    The injector needle is lifted from its seat

    and the pre-injection cycle starts.

    SS P209/025

    R oller-Type

    R ocker A rm

    R etraction P iston

    Injection C am

    Injector Spring

    Injector N eedle

    Solenoid

    Valve N eedle

    Pum p/Injector

    Solenoid Valve

    Fuel R eturn Line

    Fuel Supply Line

    H igh-Pressure

    Cham ber

    Piston Spring

    Pum p P iston

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    Pump Injection System

    Injector needle damping

    D uring the pre-injection phase, the strokeof the injector needle is dam pened by a

    hydraulic cushion. A s a result, it is possible

    to m eter the injection quantity exactly.

    A s soon as the dam ping piston plunges into

    the bore in the injector housing, the fuel

    above the injector needle can only be

    displaced into the injector spring cham berthrough a leakage gap.

    This creates a hydraulic cushion w hich

    lim its the injector needle stroke during the

    pre-injection phase.

    Function

    In the first third of the total stroke, the

    injector needle is opened undam ped.

    The pre-injection quantity is injected into

    the com bustion cham ber.

    SS P209/036

    D am ping

    Piston

    H ydraulic

    C ushion

    Leakage G ap

    Injector

    H ousing

    Injector

    Spring

    Injector

    Spring

    Cham ber

    SS P209/035

    U ndam ped

    Stroke

    Injector

    H ousing

    Injector

    Spring

    Injector

    Spring

    Cham ber

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    Pump Injection System

    Pre-Injection Phase Ends

    The pre-injection phase ends im m ediatelyafter the injector needle opens.

    The rising pressure causes the retraction

    piston to m ove dow nw ard, thus increasing

    the volum e of the high-pressure cham ber.

    The pressure drops m om entarily as a

    result, and the injector needle closes.

    SS P209/026

    This ends the pre-injection phase.

    The dow nw ard m ovem ent of the retractionpiston pre-loads the injector spring to a

    greater extent.

    To re-open the injector needle during the

    subsequent m ain injection phase, the fuelpressure m ust be greater than during the

    pre-injection phase.

    R oller-Type

    R ocker A rm

    R etraction Piston

    Injection C am

    Injector Spring

    Injector N eedle

    Solenoid

    Valve N eedle

    Pum p/Injector

    Solenoid Valve

    Fuel R eturn Line

    Fuel Supply Line

    H igh-Pressure

    Cham ber

    Piston Spring

    Pum p Piston

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    Pump Injection System

    Main Injection Phase Starts

    The pressure in the high-pressurecham ber rises again shortly after the

    injector needle closes.

    The pum p/injector solenoid valve

    rem ains closed and the pum p pistonm oves dow nw ard.

    A t approxim ately 4,351 psi (30,000 kPa /

    300 bar), the fuel pressure is greaterthan the force exerted by the pre-loaded

    injector spring.

    The injector needle is again lifted from

    its seat and the m ain injection quantity

    is injected.

    The pressure rises to betw een 27,121 psi

    (187,000 kPa / 1,870 bar) and 27,846 psi

    (192,000 kP a / 1,920 bar) because m orefuel is displaced in the high-pressure

    cham ber than can escape through the

    nozzle holes.

    M axim um fuel pressure is achieved at

    m axim um engine output. This occurs at a

    high engine speed w hen a large quantity of

    fuel is being injected.

    SS P209/027

    R oller-Type

    R ocker A rm

    R etraction P iston

    Injection C am

    Injector Spring

    Injector Needle

    Solenoid

    Valve N eedle

    Fuel Supply Line

    H igh-Pressure

    Cham ber

    Piston Spring

    Pum p P iston

    Pum p/Injector

    Solenoid Valve

    Fuel R eturn Line

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    Pump Injection System

    Main Injection Phase Ends

    The injection cycle ends w hen the D ieselD irect Fuel Injection Engine C ontrol M oduleJ248 stops activating the pum p/injector

    solenoid valve.

    The solenoid valve spring opens the solenoid

    valve needle, and the fuel displaced by the

    pum p piston can enter the fuel supply line.

    The pressure drops.

    The injector needle closes and the injector

    spring presses the bypass piston into its

    starting position.

    This ends the m ain injection phase.

    R oller-Type

    R ocker A rm

    Injection C am

    Injector Spring

    Injector N eedle

    Solenoid

    Valve N eedle

    Pum p/Injector

    Solenoid Valve

    Fuel R eturn Line

    Fuel Supply Line

    Piston Spring

    Pum p Piston

    SS P209/028

    R etraction Piston

    Solenoid

    Valve N eedle

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    Pump/Injector Fuel Return

    The fuel return line in the pum p/injector hasthe follow ing functions:

    •C ool the pum p/injector by flushing

    fuel from the fuel supply line through

    the pum p/injector ducts into the fuelreturn line.

    •D ischarge leaking fuel at the

    pum p piston.

    •Separate vapor bubbles from the

    pum p/injector fuel supply line through

    the restrictors in the fuel return line.

    Pump Injection System

    SS P209/096

    Fuel Supply Line

    Leaking Fuel

    Pum p P iston

    R estrictors

    Fuel R eturn Line

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    Engine Management

    28

    1.9-Liter TDI Engine EDC 16System Overview

    Sensors

    D iesel D irect

    Fuel Injection

    Engine C ontrol

    M odule J248

    16-Pin

    C onnector

    (D iagnosis

    C onnection)

    T16

    A B S C ontrol M odule

    w ith ED L/A SR /ES P J104

    D rivetrain

    CA N D ata Bus

    B arom etric

    Pressure

    Sensor F96

    A dditional Signals

    •Road Speed Signal

    •Air C onditioner C om pressor R eady

    •CC S Sw itch

    •Three-Phase A C G enerator Term inal D F

    Fuel Tem perature Sensor G 81

    B rake Light Sw itch F

    B rake P edal Sw itch F47

    C lutch Vacuum Vent Valve S w itch F36

    M anifold A bsolute Pressure Sensor G 71

    Intake A ir Tem perature Sensor G 72

    Engine C oolant Tem perature S ensor G 62

    Throttle Position Sensor G 79

    Kick Dow n Sw itch F8

    C losed Throttle Position Sw itch F60

    C am shaft Position Sensor G 40

    Engine Speed S ensor G 28

    M ass Air Flow Sensor G 70

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    Engine Management

    29

    SS P209/053

    Actuators

    A dditional Signals

    •C oolant A uxiliary H eater

    •Engine S peed

    •Cooling Fan R un-O n

    •Air C onditioner C om pressor C ut-O ff

    •Fuel C onsum ption Signal

    R elay for Pum p, Fuel C ooling J445

    Pum p for Fuel C ooler V166

    C hange-O ver Valve for Intake M anifold Flap N 239

    W astegate B ypass R egulator Valve N 75

    EG R Vacuum R egulator Solenoid Valve N 18

    G low Plug Indicator Light K29

    Valve for Pum p/Injector, C ylinder 1 N 240

    Valve for Pum p/Injector, C ylinder 2 N 241

    Valve for Pum p/Injector, C ylinder 3 N 242

    Valve for Pum p/Injector, C ylinder 4 N 243

    G low Plugs Q 6

    G low Plug R elay J52

    Transm ission

    C ontrol M odule

    J217

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    Sensors

    Camshaft Position Sensor G40

    The C am shaft Position Sensor G 40 is aH all-effect sensor.

    It is attached to the toothed-belt guard

    below the cam shaft gear.

    It scans seven teeth on the cam shaft sensor

    w heel attached to the cam shaft gear.

    Signal application

    The D iesel D irect Fuel Injection Engine

    C ontrol M odule J248 uses the signal that

    the C am shaft Position Sensor G 40generates to determ ine the relativepositions of the pistons in the cylinders

    w hen starting the engine.

    Effects of signal failure

    In the event of C am shaft Position Sensor

    G 40 signal failure, the D iesel D irect Fuel

    Injection Engine C ontrol M odule J248 uses

    the signal that the Engine Speed Sensor

    G 28 generates.

    Electrical circuit

    G 40 C am shaft Position Sensor

    J248 D iesel D irect Fuel Injection E ngine

    C ontrol M odule

    J317 Pow er Supply (Term inal 30, B + ) R elay

    Engine Management

    C am shaft

    Sensor W heel

    SS P209/054

    C am shaft Position

    Sensor G 40

    SS P209/055

     J 248

    G40

     J 317S

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    Engine Management

    31

    Cylinder recognition whenstarting the engine

    W hen starting the engine, the D iesel D irect

    Fuel Injection Engine C ontrol M odule J248

    m ust determ ine w hich cylinder is in the

    com pression stroke in order to activate the

    correct pum p/injector valve. To achieve this,

    it evaluates the signal generated by theC am shaft Position Sensor G 40, w hich

    scans the teeth of the cam shaft sensor

    w heel to determ ine the cam shaft position.

    Camshaft sensor wheel

    Since the cam shaft executes one

    360-degree revolution per w orking cycle,

    there is a tooth for each individual cylinder

    on the sensor w heel. These teeth are

    spaced 90 degrees apart.

    To differentiate betw een cylinders, the

    sensor w heel has an additional tooth w ith

    different spacing for each of cylinders

    1, 2, and 3.

    SS P209/094C ylinder 2

    C ylinder 1

    C ylinder 3

    C ylinder 4

    90°

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    Engine Management

    32

    Function

    Each tim e a tooth passes the C am shaftPosition Sensor G 40, a H all-effect voltage

    is induced and transm itted to the D iesel

    D irect Fuel Injection Engine C ontrol

    M odule J248.

    B ecause the teeth are spaced at differentdistances apart, the induced voltage occurs

    at different tim e intervals.

    From this, the D iesel D irect Fuel InjectionEngine C ontrol M odule J248 determ ines

    the relative positions of the cylinders anduses this inform ation to control the

    solenoid valves for pum p/injectors.

    R efer to “Q uick-Start Function”(page 34).

    SS P209/095a

    Signal Pattern, Camshaft Position Sensor G40

    90° 90° 90°

    C ylinder 1 C ylinder 3 C ylinder 4 C ylinder 2 C ylinder 1

    90°

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    Engine Management

    Engine Speed Sensor G28

    The Engine Speed S ensor G 28 is aninductive sensor. It is attached to the

    cylinder block.

    SS P209/056

     J 248

    SS P209/085

    Engine speed sensor wheel

    The E ngine Speed Sensor G 28 scans a

    60-2-2 sensor w heel attached to the

    crankshaft. This m eans that the sensorw heel has 56 teeth w ith tw o gaps the w idth

    of tw o teeth each on its circum ference.

    These gaps are 180 degrees apart and

    serve as reference points for determ ining

    the crankshaft position.

    Signal application

    The signal generated by the Engine Speed

    Sensor G 28 provides both the engine speedand the exact position of the crankshaft.

    The injection point and the injection quantity

    are calculated using this inform ation.

    Effects of signal failure

    If the signal of the Engine Speed Sensor

    G 28 fails, the engine is sw itched off.

    Electrical circuit

    G 28 Engine Speed Sensor

    J248 D iesel D irect Fuel Injection E ngineC ontrol M odule

    SS P209/057

    G28

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    Engine Management

    Quick-Start Function

    To allow the engine to be started quickly,the D iesel D irect Fuel Injection Engine

    C ontrol M odule J248 evaluates the signals

    generated by the C am shaft Position Sensor

    G 40 and the Engine Speed Sensor G 28.

    The D iesel D irect Fuel Injection Engine

    C ontrol M odule J248 uses the signal that

    the C am shaft Position Sensor G 40

    generates to determ ine the relative

    positions of the pistons in the cylinders

    w hen starting the engine.

    B ecause there are tw o gaps on the

    crankshaft sensor w heel, the D iesel D irect

    Fuel Injection Engine C ontrol M odule J248receives a usable reference signal from the

    Engine Speed Sensor G 28 after only half a

    turn of the crankshaft.

    C ylinder 1 C ylinder 3 C ylinder 4 C ylinder 2

    B y interpreting the signals from these tw o

    sensors, the D iesel D irect Fuel Injection

    Engine C ontrol M odule J248 determ inesthe position of the crankshaft in relation to

    the cam shaft and thus the positions of the

    pistons in the cylinders at an early stage.

    W ith this inform ation, it can activate the

    correct solenoid valve at the proper tim e to

    initiate the injection cycle in the next

    cylinder to reach the com pression stage.

    The quick-start function enables an early

    engine start because synchronization w ith

    the first cylinder is not required.

    SS P209/095

    Signal G enerated

    by Engine Speed

    Sensor G 28

    Signal

    G enerated by

    C am shaft Position

    Sensor G 40

    O ne C rankshaft R otation

    O ne C am shaft R evolution

    Signal Pattern, Camshaft Position Sensor G40and Engine Speed Sensor G28

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    Engine Management

    Fuel Temperature Sensor G81

    The Fuel Tem perature Sensor G 81 islocated in the fuel return line betw een the

    fuel pum p and the fuel cooler. It determ ines

    the current tem perature of the fuel at

    that point.

    The Fuel Tem perature Sensor G 81 has a

    negative tem perature coefficient. The

    sensor resistance decreases w ith

    increasing fuel tem perature.

    Signal application

    The signal generated by the FuelTem perature S ensor G 81 is used by

    the D iesel D irect Fuel Injection Engine

    C ontrol M odule J248 to determ ine

    the fuel tem perature.

    This signal is needed to calculate the

    start of injection point and the injectionquantity so that allow ance can be m ade

    for the density of the fuel at different

    tem peratures.

    This signal is also used to determ inethe tim ing for sw itching on the fuel

    cooling pum p.

    Effects of signal failure

    In the event of Fuel Tem perature S ensor

    G 81 signal failure, the D iesel D irect Fuel

    Injection Engine C ontrol M odule J248

    calculates a substitute value from the signal

    generated by Engine C oolant Tem perature

    Sensor G 62.

    Electrical circuit

    G 81 Fuel Tem perature Sensor

    J248 D iesel D irect Fuel Injection E ngine

    C ontrol M odule

    SS P209/043

    SS P209/058

    G81

     J 248

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    Mass Air Flow Sensor G70

    The M ass Air Flow Sensor G 70 w ith reverseflow recognition is located in the intake pipe.

    It determ ines the intake air m ass.

    The opening and closing actions of the

    valve produce reverse flow s in the inducedair m ass in the intake pipe.

    The M ass Air Flow Sensor G 70

    recognizes and m akes allow ance for thereturning air m ass in the signal it sends

    to the D iesel D irect Fuel Injection Engine

    C ontrol M odule J248.The air m ass is accurately m easured.

    Signal application

    The D iesel D irect Fuel Injection Engine

    C ontrol M odule J248 uses the m easured

    values from the M ass Air Flow Sensor G 70

    to calculate the injection quantity and theexhaust gas recirculation rate.

    Effects of signal failure

    If the signal from the M ass A ir Flow SensorG 70 fails, the D iesel D irect Fuel Injection

    Engine C ontrol M odule J248 uses a fixed

    substitute value.

    Engine Management

    SS P209/044

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    Engine Management

    SS P209/60

    Engine Coolant Temperature Sensor G62

    The Engine C oolant Tem perature SensorG 62 is located at the coolant connection on

    the cylinder head. It sends inform ation

    about the current coolant tem perature to

    the D iesel D irect Fuel Injection EngineC ontrol M odule J248.

    Signal application

    The D iesel D irect Fuel Injection EngineC ontrol M odule J248 uses the coolant

    tem perature as a correction value for

    calculating the injection quantity.

    Effects of signal failure

    If the signal from Engine C oolant

    Tem perature S ensor G 62 fails, the D iesel

    D irect Fuel Injection Engine C ontrol M odule

    J248 uses the signal generated by the Fuel

    Tem perature Sensor G 81 to calculate theinjection quantity.

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    Accelerator Pedal Sensors

    The accelerator pedal sensors are integratedinto a single housing and connected to the

    pedal by m echanical linkage.

    •Throttle Position Sensor G 79

    •Kick D ow n S w itch F8

    •C losed Throttle Position Sw itch F60

    Signal application

    The D iesel D irect Fuel Injection Engine

    C ontrol M odule J248 can recognize the

    position of the accelerator pedal fromthis signal.

    In vehicles w ith an autom atic transm ission,

    the Kick D ow n Sw itch F8 indicates to the

    D iesel D irect Fuel Injection Engine C ontrolM odule J248 w hen the driver w ants

    to accelerate.

    Effects of signal failure

    W ithout the signal from Throttle Position

    Sensor G 79, the D iesel D irect Fuel InjectionEngine C ontrol M odule J248 is unable to

    recognize the accelerator pedal position.

    The engine w ill only run at an increased

    idling speed.

    Engine Management

    SS P209/059

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    Engine Management

    SS P209/045

    Intake Manifold Sensors

    The intake m anifold sensors are integratedinto a single m odule and installed in the

    intake pipe.

    •M anifold A bsolute Pressure Sensor G 71

    •Intake A ir Tem perature S ensor G 72

    Manifold Absolute Pressure Sensor G71

    Signal application

    The M anifold A bsolute Pressure Sensor

    G 71 supplies a signal that is required to

    check the charge pressure (boostpressure).

    The D iesel D irect Fuel Injection Engine

    C ontrol M odule J248 com pares the actual

    m easured value w ith the setpoint from thecharge pressure m ap.

    If the actual value deviates from the

    setpoint, the D iesel D irect Fuel Injection

    Engine C ontrol M odule J248 adjusts the

    charge pressure via the W astegate B ypass

    R egulator Valve N 75.

    Effects of signal failure

    The charge pressure can no longer

    be regulated.

    Engine perform ance drops.

    Intake Air Temperature Sensor G72

    Signal application

    The D iesel D irect Fuel Injection Engine

    C ontrol M odule J248 requires the signal

    generated by the Intake A ir Tem perature

    Sensor G 72 as a correction value for

    com puting the charge pressure.

    It can then m ake allow ance for the effectof tem perature on the density of the

    charge air.

    Effects of signal failure

    If the Intake A ir Tem perature Sensor G 72

    signal fails, the D iesel D irect Fuel Injection

    Engine C ontrol M odule J248 uses a

    fixed substitute value to calculate the

    charge pressure.

    This can result in a drop in

    engine perform ance.

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    Engine Management

    Barometric Pressure Sensor F96

    The B arom etric Pressure S ensor F96 islocated inside the D iesel D irect Fuel

    Injection Engine C ontrol M odule J248.

    Signal application

    The B arom etric Pressure S ensor F96

    sends the current am bient air pressure to

    the D iesel D irect Fuel Injection Engine

    C ontrol M odule J248.

    This value is dependent on the vehicle’s

    geographical altitude.

    W ith this signal the D iesel D irect FuelInjection Engine C ontrol M odule J248

    can carry out an altitude correction for

    charge pressure control and exhaust

    gas recirculation.

    Effects of signal failure

    B lack sm oke occurs at altitude.

    Clutch Vacuum Vent Valve Switch F36

    The C lutch Vacuum Vent Valve Sw itch F36is located at the foot controls on vehicles

    w ith m anual transm issions.

    Signal application

    The D iesel D irect Fuel Injection Engine

    C ontrol M odule J248 determ ines from

    this signal w hether the clutch is engaged

    or disengaged.

    W hen the clutch is engaged, injection

    quantity is reduced briefly to prevent

    engine shudder w hen shifting gears.

    Effects of signal failure

    If the signal from the C lutch Vacuum Vent

    Valve Sw itch F36 fails, engine shudder canoccur w hen shifting gears.

    SS P209/061

    SS P209/062

    B arom etric Pressure S ensor F96

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    Engine Management

    Brake Pedal Sensors

    The brake pedal sensors are integratedinto a single m odule that is m ounted on the

    brake pedal bracket.

    •Brake Light Sw itch F

    •Brake Pedal Sw itch F47

    Signal application

    B oth sw itches supply the D iesel D irect

    Fuel Injection Engine C ontrol M odule J248

    w ith the “brake activated”signal.

    The engine speed is regulated w hen thebrake is activated for safety reasons,since the Throttle Position Sensor G 79

    could be defective.

    Effects of signal failure

    If one of the tw o sw itches fails, D iesel

    D irect Fuel Injection Engine C ontrol M odule

    J248 reduces the fuel quantity.

    Engine perform ance drops.

    SS P209/063

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    Engine Management

    Cruise control switch

    The signal generated by the cruise controlsw itch tells the D iesel D irect Fuel Injection

    Engine C ontrol M odule J248 that the cruise

    control system has been activated.

    Three-phase AC generator terminal DF

    The signal supplied by generator term inal

    D F indicates the load state of the three-

    phase A C generator to the D iesel D irectFuel Injection Engine C ontrol M odule J248.

    D epending on available capacity, the D iesel

    D irect Fuel Injection Engine C ontrol M oduleJ248 can sw itch on one, tw o, or three G low

    Plugs (C oolant) Q 7 of the coolant auxiliary

    heater via the R elay for Preheating C oolant,

    Low H eat O utput J359 and the R elay for

    Preheating C oolant, H igh H eat O utput J360.

    CAN data bus

    The D iesel D irect Fuel Injection Engine

    C ontrol M odule J248, the A B S C ontrol

    M odule w ith ED L/A SR /ESP J104, and theTransm ission C ontrol M odule J217

    interchange inform ation along a

    C A N data bus.

    Additional Input Signals

    Road speed signal

    The D iesel D irect Fuel Injection Engine

    C ontrol M odule J248 receives the road

    speed signal from the vehicle speed sensor.

    This signal is used to calculate variousfunctions, including cooling fan run-on

    and engine shudder dam ping w henshifting gears.

    It is also used to check the cruise control

    system for proper functioning.

    Air conditioner compressor ready

    The air conditioner sw itch sends D iesel

    D irect Fuel Injection Engine C ontrol M oduleJ248 a signal indicating that the air

    conditioner com pressor w ill shortly be

    sw itched on.

    This enables the D iesel D irect Fuel Injection

    Engine C ontrol M odule J248 to increase

    the engine idle speed before the airconditioner com pressor is sw itched on to

    prevent a sharp drop in engine speed w henthe com pressor starts up.

    SS P209/083

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    Engine Management

    Actuators

    Pump/Injector Solenoid Valves

    The 1.9-liter TD I engine w ith the new pum pinjection system uses four pum p/injector

    solenoid valves:

    •Valve for Pum p/Injector, C ylinder 1 N 240

    •Valve for Pum p/Injector, C ylinder 2 N 241

    •Valve for Pum p/Injector, C ylinder 3 N 242

    •Valve for Pum p/Injector, C ylinder 4 N 243

    The pum p/injector solenoid valves are

    attached to their pum p/injectors w ith a

    cap nut.The D iesel D irect Fuel Injection Engine

    C ontrol M odule J248 regulates the start of

    injection points and injection quantities of

    the pum p/injectors by activating their

    solenoid valves at the appropriate tim es.

    Start of injection point

    A s soon as the D iesel D irect Fuel InjectionEngine C ontrol M odule J248 activates a

    pum p/injector solenoid valve, the m agnetic

    coil presses the solenoid valve needle

    dow n into the valve seat and closes off the

    path from the fuel supply line to the high-

    pressure cham ber of the pum p/injector.

    The injection cycle then begins.

    Injection quantity

    The injection quantity is determ ined by thelength of tim e that the solenoid valve is

    activated.

    Fuel is injected into the com bustioncham ber as long as the pum p/injector

    solenoid valve is closed.

    SS P209/064

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    Effects of failure

    If a pum p/injector solenoid valve fails, theengine w ill not run sm oothly and

    perform ance w ill be reduced.

    The pum p/injector solenoid valve has a dual

    safety function.

    If the valve stays open, pressure cannot

    build up in the pum p/injector.

    If the valve stays closed, the high-pressurecham ber of the pum p/injector can no longer

    be filled.

    In either case, no fuel is injected intothe cylinders.

    Electrical circuit

    J248 D iesel D irect Fuel Injection E ngineC ontrol M odule

    N 240 Valve for Pum p/Injector, C ylinder 1

    N 241 Valve for Pum p/Injector, C ylinder 2

    N 242 Valve for Pum p/Injector, C ylinder 3

    N 243 Valve for Pum p/Injector, C ylinder 4

    Engine Management

    N240 N241 N242 N243

     J 248

    SS P209/065

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    Engine Management

    Pump/injector solenoid valve monitoring

    The D iesel D irect Fuel Injection EngineC ontrol M odule J248 m onitors the electrical

    current that actuates the solenoid valves at

    the pum p/injectors.

    This provides feedback to the D ieselD irect Fuel Injection Engine C ontrol M odule

    J248 of the actual point in tim e w hen

    injection begins.

    The D iesel D irect Fuel Injection Engine

    C ontrol M odule J248 uses this feedback to

    regulate the beginning of injection periods(B IP) during subsequent com bustion

    cycles and to detect m alfunctions of the

    pum p/injector solenoid valves.

    Start of injection is initiated w hen the

    pum p/injector solenoid valve is actuated.

    A ctuating current applied to a pum p/injectorsolenoid valve creates a m agnetic field.

    A s the applied current intensity increases,

    the valve closes; the m agnetic coil presses

    the solenoid valve needle into its valve

    seat. This closes off the path from the

    fuel supply line to the pum p/injectorhigh-pressure cham ber and the injection

    period begins.

    A s the solenoid valve needle contacts its

    valve seat, the distinctive signature of an

    alternately dropping and rising current flow

    is detected by the D iesel D irect FuelInjection E ngine C ontrol M odule J248. This

    point is called the beginning of injection

    period (B IP). It indicates the com pleteclosure of the pum p/injector solenoid valve

    and the starting point of fuel delivery.

    “Start of injection” is the pointin tim e w hen the actuating

    current to the pum p/injectorsolenoid valve is initiated.

    ”Beginning of injectionperiod (BIP)” is the point in tim ew hen the solenoid valve needle

    contacts the valve seat.

    W ith the solenoid valve closed, a holdingcurrent is m aintained at a constant level by

    the D iesel D irect Fuel Injection Engine

    C ontrol M odule J248 to keep it closed. O ncethe required tim e period for fuel delivery has

    elapsed, the actuating current is sw itched

    off and the solenoid valve opens.

    SS P209/097

    Current Pattern - Pump/Injector Solenoid Valve

    B eginning of

    Injection Period

    (B IP) (ValveC loses)

    Tim e

    Solenoid

    Valve

    A

    ctuating

    C

    urrentIntensity

    End of

    ValveA ctuation

    Start of

    Valve

    A ctuation

    (Start ofInjection)

    Pickup

    C urrent

    C ontrol

    Lim it

    H olding

    C urrent

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    Engine Management

    The actual m om ent at w hich the pum p/

    injector solenoid valve closes (B IP) is used

    by the D iesel D irect Fuel Injection EngineC ontrol M odule J248 to calculate the point

    of actuation for the next injection period.

    If the actual B IP deviates from the m apped

    details stored in the D iesel D irect FuelInjection Engine C ontrol M odule J248, it w ill

    correct the point of valve actuation (start of

    injection) for the next com bustion cycle.

    To detect pum p/injector solenoid valve

    faults, the D iesel D irect Fuel Injection

    Engine C ontrol M odule J248 evaluates theB IP position from the current flow pattern.

    If there are no faults, B IP w ill be w ithin the

    control lim it. If this is not the case, the

    valve is faulty.

    Effects of failure

    If a fault is detected at the solenoid valve,

    start of injection is determ ined based on

    fixed values from the control m ap.

    R egulation is no longer possible andperform ance is im paired.

    Example

    If there is air inside the pum p/injector, the

    solenoid valve needle has a low resistance

    w hen it closes. The valve closes quickly

    and the B IP is earlier than expected.

    In this case, the self-diagnosis indicates the

    follow ing fault m essage:

    “BIP below control lim it”

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    Engine Management

    Change-Over Valve forIntake Manifold Flap N239

    The C hange-O ver Valve for Intake

    M anifold Flap N 239 is located in the

    engine com partm ent, in the vicinity of

    the M ass A ir Flow Sensor G 70.

    It sw itches the vacuum for actuating the

    intake m anifold flap in the intake pipe.

    This stops the engine shuddering w hen

    the ignition is turned off.

    D iesel engines have a high

    com pression ratio.The engine shudders w hen the ignition is

    turned off because of the high com pression

    pressure of the induced air.

    The intake m anifold flap interrupts the air

    supply w hen the engine is turned off. Little

    air is com pressed and the engine runssoftly to a halt.

    Function

    If the engine is turned off, the D iesel D irectFuel Injection Engine C ontrol M odule J248

    sends a signal to the C hange-O ver Valve for

    Intake M anifold Flap N 239, w hich then

    sw itches the vacuum for the vacuum m otor.

    The vacuum m otor closes the intake

    m anifold flap.

    2SS P09/068

    SS P209/069

    0 I

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    Engine Management

    Effects of failure

    If the C hange-O ver Valve for IntakeM anifold Flap N 239 fails, the intake

    m anifold flap stays open.

    The tendency of the engine to shudder

    w hen sw itched off w ill increase.

    Electrical circuit

    J217 Transm ission C ontrol M odule

    J248 D iesel D irect Fuel Injection E ngine

    C ontrol M odule

    N 239 C hange-O ver Valve for IntakeM anifold Flap

    S Fuse

    S

     J 317

    N239

     J 248

    SS P209/070

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    Engine Management

    Relay for Pump, Fuel Cooling J 445

    The R elay for Pum p, Fuel C ooling J445 islocated on the engine control m odule

    m ounting bracket.

    It is activated by the D iesel D irect Fuel

    Injection Engine C ontrol M odule J248 at afuel tem perature of 158°F (70°C ) and

    sw itches the w orking current for the Pum p

    for Fuel C ooler V166.

    Effects of failure

    If the R elay for Pum p, Fuel C ooling J445

    fails, the heated fuel flow ing back fromthe pum p/injectors to the fuel tank w ill not

    be cooled.

    The fuel tank and the Sender for

    Fuel G age G can be dam aged.

    Electrical circuit

    J248 D iesel D irect Fuel Injection

    Engine C ontrol M odule

    J317 Pow er Supply (Term inal 30, B + ) R elay

    J445 R elay for Pum p, Fuel C ooling

    S Fuse

    V166 Pum p for Fuel C ooler

    The O utput C heck D iagnosis

    function in the self-diagnosis can

    be used to check w hether the

    R elay for Pum p, Fuel C ooling

    J445 has been activated by theD iesel D irect Fuel Injection

    Engine C ontrol M odule J248.

    SS P209/071

    SS P209/072

    A/+

    S

    S

     J 445

     J 248

     J 317

    V166M

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    Engine Management

    Wastegate Bypass Regulator Valve N75

    The engine has a variable turbine geom etryfor optim ally adapting the charge pressure

    to the actual driving conditions.

    To regulate the charge pressure, the

    vacuum in the vacuum unit for turbochargervane adjustm ent is set depending on the

    pulse duty factor.

    The W astegate B ypass R egulator ValveN 75 is activated by the D iesel D irect Fuel

    Injection Engine C ontrol M odule J248.

    Effects of failure

    If the W astegate B ypass R egulator Valve

    N 75 fails, the vacuum unit reverts to

    atm ospheric pressure.

    A s a result, charge pressure is low er and

    engine perform ance is im paired.

    SS P209/075

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    Engine Management

    SS P209/075

    EGR Vacuum RegulatorSolenoid Valve N18

    The EG R Vacuum R egulator Solenoid

    Valve N 18 enables the exhaust gas

    recirculation system to m ix a portion of

    the exhaust gases w ith the fresh airsupplied to the engine.

    This low ers the com bustion tem perature

    and reduces the form ation of oxides of

    nitrogen.

    To control the quantity of exhaust gases

    returned for com bustion, the D iesel D irectFuel Injection Engine C ontrol M odule J248

    activates the EG R Vacuum R egulator

    Solenoid Valve N 18 w ith duty cycles basedon internal control m aps.

    Effects of failure

    Engine perform ance is low er and exhaustgas recirculation is not assured.

    Glow Plug Indicator Light K29

    The G low Plug Indicator Light K29 is

    located in the instrum ent cluster.

    It has the follow ing tasks:

    •It signals to the driver that the pre-

    starting glow phase is in progress. In this

    case, it is lit continuously.

    •If a com ponent w ith self-diagnosticcapability becom es faulty, the w arning

    lam p flashes.

    Effects of failure

    The G low Plug Indicator Light K29 com es

    on and does not flash.

    A fault m essage is stored to the

    fault m em ory.

    SS P209/077

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    Additional Output Signals

    Engine Management

    Engine speed

    This signal provides inform ation onengine speed for the tachom eter in the

    instrum ent cluster.

    Cooling fan run-on

    The run-on period of the cooling fan is

    controlled according to a characteristic

    curve stored in the D iesel D irect Fuel

    Injection Engine C ontrol M odule J248.

    It is calculated from the current coolant

    tem perature and the load state of the

    engine during the previous driving cycle.The D iesel D irect Fuel Injection Engine

    C ontrol M odule J248 uses this signal to

    activate the cooling fan relay.

    Air conditioner compressor cut-off 

    To reduce engine load, the D iesel D irect

    Fuel Injection Engine C ontrol M odule J248

    sw itches the air conditioner com pressor off

    under the follow ing conditions:

    •A fter every starting cycle (forapproxim ately six seconds).

    •D uring rapid acceleration from low

    engine speeds.

    •At coolant tem peratures in excess of

    248°F (120°C ).

    •In the em ergency running program .

    Fuel consumption signal

    This signal provides inform ation on fuel

    consum ption for the m ultifunctional displayin the instrum ent cluster.

    Coolant auxiliary heater

    Thanks to its high efficiency, the 1.9-literTD I engine w ith pum p injection system

    develops so little heat that sufficient heat

    output m ay not be available in

    certain circum stances.

    In countries w ith cold clim ates, an electrical

    auxiliary heater is used to heat the coolantat low tem peratures.

    The coolant auxiliary heater is com prised of

    three G low Plugs (C oolant) Q 7. They areinstalled to the coolant connection on the

    cylinder head.

    The D iesel D irect Fuel Injection Engine

    C ontrol M odule J248 uses the coolant

    auxiliary heater signal to activate the relays

    for low and high heat output.

    Either one, tw o, or all three G low Plugs

    (C oolant) Q 7 are sw itched on depending on

    the available capacity of the three-phaseA C generator.

    SS P209/084

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    Glow Plug System

    Glow Plug System

    The glow plug system m akes it easier

    to start the engine at low outside

    tem peratures. It is activated by theD iesel D irect Fuel Injection Engine C ontrol

    M odule J248 at coolant tem peratures

    below 48°F (9°C ).

    The G low Plug R elay J52 is activated by the

    D iesel D irect Fuel Injection Engine C ontrol

    M odule J248. The G low Plug R elay J52

    then sw itches on the w orking current for

    the G low Plugs Q 6.

    Function

    The glow process is divided into tw o

    phases, the glow period and the extended

    glow period.

    Glow Period

    The glow plugs are activated w hen theignition is sw itched on and outside

    tem perature is below 48°F (9°C ). The G low

    Plug Indicator Light K29 w ill light up.

    O nce the glow plug period has elapsed, theG low Plug Indicator Light K29 w ill go out

    and the engine can be started.

    Extended Glow Period

    The extended glow period takes place

    w henever the engine is started, regardless

    of w hether or not it is preceded by a glowperiod.

    This reduces com bustion noise, im proves

    idling quality and reduces hydrocarbon

    em ission.

    The extended glow phase lasts no m ore

    than four m inutes and is interrupted w henthe engine speed rises above 2500 rpm .

    Glow Plug System Overview

    SS P209/099

    Engine C oolant

    Tem perature

    Sensor G 62

    G low Plug

    Indicator

    Light K29

    G low Plug

    R elay J52

    G low Plugs Q 6

    D iesel D irect Fuel Injection

    Engine C ontrol M odule J248

    Engine Speed

    Sensor G 28

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    Functional Diagram

    EDC 16 Functional Diagramfor 1.9-Liter TDI Engine

    Components

    E45 C ruise C ontrol Sw itch

    F B rake Light S w itch

    F8 Kick D ow n Sw itch

    F36 C lutch Vacuum Vent Valve Sw itch

    F47 Brake Pedal Sw itch

    F60 C losed Throttle P osition S w itch

    G28 Engine Speed Sensor

    G 40 C am shaft Position Sensor

    G 62 Engine C oolant Tem perature S ensor

    G 70 M ass Air Flow Sensor

    G 71 M anifold A bsolute Pressure SensorG 72 Intake A ir Tem perature Sensor

    G 79 Throttle Position Sensor

    G 81 Fuel Tem perature Sensor

    J52 Glow Plug Relay

    J248 D iesel D irect Fuel Injection Engine

    C ontrol M odule

    J317 Pow er Supply (Term inal 30, B + ) R elay

    J359 R elay for Preheating C oolant, Low

    H eat O utput

    J360 R elay for Preheating C oolant, H igh

    H eat O utput

    J445 R elay for Pum p, Fuel C ooling

    N 18 EG R Vacuum R egulator Solenoid Valve

    N 75 W astegate Bypass R egulator Valve

    N 239 C hange-O ver Valve for Intake M anifold Flap

    N 240 Valve for Pum p/Injector, C ylinder 1

    N 241 Valve for Pum p/Injector, C ylinder 2

    N 242 Valve for Pum p/Injector, C ylinder 3

    N 243 Valve for Pum p/Injector, C ylinder 4

    Q 6 G low Plugs (Engine)

    Q 7 G low Plugs (Coolant)

    S FuseV166 Pum p for Fuel Cooler

    Additional Signals

    A Brake Lights

    B Fuel C onsum ption Signal

    C Engine Speed Signal

    D A ir C onditioner C om pressor C ut-O ff

    E A ir C onditioner C om pressor R eadiness

    F Road Speed Signal

    G C ruise C ontrol Sw itch Voltage S upply

    H Cooling Fan Run-O n

    K D iagnosis and Im m obilizer W ire

    L G low Period Control

    M D rivetrain CA N D ata B us (Low )

    N D rivetrain C A N D ata Bus (H igh)

    O Three-Phase AC G enerator Term inal D F

    Color Coding

    Input Signal

    O utput Signal

    Positive

    G round

    C AN D ata B us

    B i-directional

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    3015

    31

    B   D   G

     J 317S   S

    N239 N75 N18Q7   Q7

     J 360

    A/+

    G70F60/F8 G79

    G28

    F F47 F36

    G72

    C

    G71

    S

    S

    S

    S

    G40

    E

    F

    V166

     J 445

     J359

    A

     J248

    L

    M

    N

    O

    M

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    Service

    Self-Diagnosis

    The follow ing functions can be read out

    using the Vehicle D iagnosis, Test and

    Inform ation S ystem VA S 5051:

    01 Interrogate control unit version

    02 Interrogate fault m em ory

    03 A ctuator diagnosis

    04 B asic adjustm ent

    05 Erase fault m em ory

    06 End of output

    07 Encode control unit

    08 R ead m easured value block

    Function 02 – Interrogate fault memory

    The color coded com ponents are

    stored to the fault m em ory by the

    self-diagnosis function.

    SS P209/082

    SS P209/081

    N 240, N 241,

    N 242, N 244F96

    J248

     J104

    V166

    Q 6

    J445

    N 75

    N239

    N 18

    K29

     J217

    G 81

    G 62

    G 79

    F8

    F60

    G 40

    G 28

    G 70 J52

    G 71

    G 72

    F

    F47

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    Service

    Pump/Injector Adjustment

    A fter installing a pum p/injector, the

    m inim um clearance betw een the base of

    the high-pressure cham ber and the pum ppiston m ust be adjusted at the pum p/

    injector adjusting screw .

    This adjustm ent prevents the pum p pistonfrom knocking against the base of the high-

    pressure cham ber due to heat expansion.

    For a com plete description of

    this adjustm ent procedure,

    refer to the R epair M anual.

    SS P209/098

    H igh-Pressure

    Cham ber

    M inim um

    C learance

    Pum p P iston

    B all Pin

    A djusting Screw

    Injection C am

    R oller-Type

    R ocker A rm

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    Service

    Special Tools

    Marking Plate

    T 10008H olds the hydraulic toothed belt tensioner

    in place w hen installing and rem oving the

    toothed belt.

    Crankshaft Sealing RingAssembly Fixture

    T 10053

    G uide sleeve and com pression sleeve for

    installing the crankshaft sealing ring.

    Camshaft Gear Puller

    T 10052

    C am shaft gear rem oval from the tapered

    end of the cam shaft.

    Camshaft Gear Counter-Holder

    T 10051

    C am shaft gear installation.

    Crankshaft Stop

    T 10050

    H olds the crankshaft in place at

    the crankshaft gear w hen adjustingthe port tim ing.

    SS P209/090a

    SS P209/090b

    SS P209/090c

    SS P209/090d

    SS P209/090e

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    Service

    Socket Insert

    T 10054Pum p/injector clam ping block fastener

    installation.

    Pressure Gauge

    VAS 5187

    Fuel pressure m easurem ent at the supply

    line to the fuel pum p.

    Shackle

    T 10059

    This shackle is used to rem ove and install

    the engine in the Passat. The engine ism oved into position using this shackle in

    com bination w ith lifting gear 2024A .

    Pump/Injector Puller

    T 10055

    Pum p/injector rem oval from the

    cylinder head.

    Pump/Injector O-Ring Assembly Sleeves

    T 10056

    O -ring installation on the pum p/injectors.

    SS P209/090f

    SS P209/090g

    SS P209/090h

    SS P209/090k

    SS P209/090i

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    Notes

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    Knowledge Assessment

    A n on-line Know ledge A ssessm ent (exam ) is available for this Self-Study Program .

    The Know ledge A ssessm ent m ay or m ay not be required for C ertification.

    You can find this Know ledge A ssessm ent at:

    www.vwwebsource.com

    From the vw w ebsource.com H om epage, do the follow ing:

    – Click on the C ertification tab

    – Type the course num ber in the Search box

    – Click “G o!”and w ait until the screen refreshes

    – Click “Start”to begin the A ssessm ent

    For A ssistance, please call:

    Certification Program Headquarters

    1 – 877 – CU4 – CERT(1 – 877 – 284 – 2378)

    (8:00 a.m. to 8:00 p.m. EST)

    O r, E-M ail:

    [email protected]

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