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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
K
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:
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