... high output, low fuel consumption!

For the first time in the OCTAVIA, Skoda is offering a modern turbodiesel engine with direct injection. This engine has an intelligent engine management system to provide high output and low fuel consumption!

SP 16-1

Contents
Technical Data The TDI Engine Highlights System Architecture Position of Components System Overview Sensors Actuators Fuel Metering Control Commencement of Injection Control Exhaust Gas Recirculation Charge Pressure Control Auxiliary Heater System Glow Plug System Emission Characteristics Function Diagram Self-Diagnosis 4 5 8 12 14 16 18 29 38 40 42 44 46 47 48 50 52

You can find information regarding inspection and maintenance, setting and repair instructions in the Workshop Manual.

Service
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Technical Data
Engine data: Engine code: Type: AGR 4-cylinder in-line turbodiesel 1896 cm3 79.5 mm 95.5 mm 19.5 : 1 66 kW (90 ch) at 4000 rpm 202 Nm at 1900 rpm Direct injection with electronically controlled distributor injection pump Exhaust gas recirculation and oxidation catalytic convert

Displacement: Bore: Stroke: Compression ratio: Rated output:

Max. torque:

Mixture formation:
SP 16-2

Emission control:

The 1.9-ltr. TDI engine achieves its maximum output of 66 kW (90 HP) at 4000 rpm. The engine is characterized by a particularly good torque curve. Maximum torque of 202 Nm is already available at 1900 rpm. These engine data reflect the excellent pulling power of the engine.

P = Output M = Torque n = Engine speed

SP 16-3

The TDI Engine

Bosch distributor injection pump VP 37 EDC with 800 bar pump pressure. The distributor injection pump is preset. The flange is pressed onto the drive shaft and must not be removed. Inlet port designed as swirl port. Sets the inducted air in a swirl motion, which ensures intensive swirling of the air in the combustion chamber. Specially shaped piston bowl (main combustion chamber). Injectors with two-stage fuel injection. Charge pressure control. Coolant pump installed in cylinder block. Coolant thermostat installed in cylinder block. Coolant preheated by electric auxiliary heater. Alternator freewheeling. Exhaust gas recirculation valve in intake manifold. Plastic-coated injection pipes as a protection against corrosion. Valve cover gasket vulcanized in place. Oil pan with silicone sealant. Replaceable oil filter designed as paper cartridge. Vacuum pump driven by the camshaft.

Special features of the 1.9-ltr. TDI engine

Electronic control The quantity of fuel injected and the injection timing are controlled with the aid of the electronics to meet the high demands in terms of fuel consumption and emissions. This task is carried out by the Electronic Diesel Control (EDC). It determines the quantity of fuel and the commencement of injection of the distributor injection pump, controls charge pressure, exhaust gas recirculation and glow period.

SP 16-4

Diesel direct injection system control unit J248

The TDI Engine

Brief description of mechanical components of the TDI
Setting distributor injection pump and toothed belt The toothed belt drives the Camshaft Distributor injection pump Coolant pump

Camshaft gear Guide pulley

Semiautomatic tensioning pulley Injection pump gear

The required belt arc is achieved by two guide pulleys, the tension by the semi-automatic toothed belt tensioning pulley. Toothed belt setting Appropriate markings are provided for setting the timing (crankshaft, camshaft, injection pump position). Crankshaft position Marking - top dead centre of cylinder 1 - is visible on the flywheel through the inspection hole of the gearbox. Note: When carrying service or repair work on the toothed belt with the engine removed, align the marking on the ribbed V-belt pulley of the crankshaft with the marking on the toothed belt cover. Camshaft position The correct position is fixed by a new setting gauge. The exact middle position should be determined with feeler gauges. The exact camshaft position is of major importance for precise timing when fitting on the toothed belt. Injection pump gear The position of the injection pump is fixed with the locking drift. The injection pump gear is split in two. A precision adjustment can be made by slackening the 3 bolts - arrows -.

Coolant pump

Guide pulley Crankshaft toothed belt pulley

SP 16-5

SP 16-6

Locking drift MP1-301

Note: On no account slacken the nut for the hub of the injection pump. If this is done, the basic setting of the injection pump will be altered and cannot be correctly set again with workshop tools.
SP 16-7

The exact procedure is described in the Workshop Manual for the 1.9-ltr. turbodiesel engine

The charge air cooler

The charge air cooler cools the inducted air before it enters the intake manifold. The charge air cooler is installed between the bumper and right wing and is force-cooled by the airstream. Why is the charge air cooler required? The turbocharger of the TDI engine heats the inducted air, which results in a loss of power of the engine. This loss of power is avoided by cooling the inducted air in the charge air cooler. The density of the air rises as the air temperature drops. The cylinders are filled with colder and denser air which is richer in oxygen, and this in turn results in a further boost in engine output.

SP 16-8

Cylinder head gasket

The cylinder head gasket is made of metal, which is why it is resistant to higher temperatures and pressures. The gasket can also be used in other engines of the 1.9-ltr. diesel engine range.

SP 16-9

Note: Take into account the difference in thickness.

Highlights
Injection nozzles
Two-spring nozzle holder A gentle rise in pressure in the combustion chamber is required for minimising combustion noises and reducing the mechanical stresses. In addition, the fuel should be injected not suddenly, but continuously over a lengthy period. A two-spring nozzle holder has been developed for the 1.9-ltr. TDI engine with the aim of achieving soft combustion. This nozzle holder injects the fuel in two stages.

Stroke 1

Stroke 1 + Stroke 2

Spring 1

Nozzle holder

Stroke 2

Spring 2

Nozzle needle

Prestroke

Total stroke

SP 16-10

Function 1st (prestroke) The nozzle holder contains two springs of different thickness. These are matched to each other in such a way that the nozzle needle is raised only against the force of spring 1 at the commencement of injection. As a result of the gap produced by stroke 1, only a small quantity of fuel is pre-injected at a low pressure (p = 190 bar). This results in a gentle rise in the combustion pressure and creates the conditions necessary for igniting the main quantity of fuel. 2nd stage (total stroke) The injection pump constantly supplies more fuel. This results in a pressure rise in the injection nozzle because the quantity of fuel supplied by the pump is not able to flow off through the small gap. As a result of this pressure rise, the force of spring 2 is overcome and the nozzle needle raised by stroke 2 to the total stroke. As a result of the enlarged gap, main injection occurs with the remaining quantity of fuel at a higher injection pressure (p = 300 bar).

Needle lift sender G80

The injection nozzle of the 3rd cylinder is equipped with a needle lift sender G80 for detecting the commencement of injection. The sender monitors the actual moment of opening of the injection nozzle and the signal is passed to the EDC control unit. The electronic control unit compares the incoming signal with the map for the commencement of injection and analyses the difference.
Nozzle holder

Magnetic coil Thrust pin

Function The needle lift sender G80 consists of a magnetic coil which is supplied with a constant current by the control unit. This current creates the magnetic field in the coil. A thrust pin is located in the inside of the magnetic coil, as an extension of the nozzle needle. The movement of the thrust pin causes a change in the induced voltage in the magnetic coil. The moment of induction of the voltage in the coil is compared by the control unit with the top dead centre signal. The actual commencement of injection is calculated from this difference. Following this, the "actual" value for the commencement of injection is compared with the "set" value, and commencement of injection is corrected accordingly if differences exist.

SP 16-11

Substitute function If the needle lift sender fails, an emergency running programme is activated. The commencement of injection is controlled with this programme on the basis of a stored injection map. In addition, the quantity of fuel injected is reduced.

Highlights
Return-flow restrictor
The return-flow restrictor is located in the delivery valve of the injection pump which controls the flow in the injection pipe to the pump. The purpose of the return-flow restrictor is to prevent fuel dripping out subsequently at the injection nozzle and the formation of vapour bubbles in the injection pipe.

Delivery valve

SP 16-12

Valve plate

Return flow During the return flow the force of the compression spring acts on the valve plate and shuts off the main passage. The fuel flows only through the restrictor drilling. This cushions any pressure wave which may exist.

Restrictor drilling

Compression spring

SP 16-13

Valve plate

Fuel delivery During fuel delivery the valve plate is lifted off by the fuel pressure and the restrictor drilling is inoperative. The fuel flows through the main passage.

Compression spring

SP 16-14

10

Vacuum pump
The vacuum pump which is required additionally on a diesel engine for producing vacuum is driven directly by the camshaft. The vacuum pump consists of a rotor and a vane. The vane is made of plastic and is able to move on its mountings.

SP 16-15

Air inlet (Vacuum connection) Rotor

Expansion of space During a rotary movement of the rotor, the vane is pushed to the outside and the space is expanded. The space is filled with air, as a result of which a vacuum is produced at the air inlet. The vacuum which is produced in the pump is used by the brake servo unit and the EGR valve.

Vane
SP 16-16

Rotor Vane

Contraction of space As the rotor and the vane continue to rotate, the space produced again contracts. As a result of this, the inducted air is compressed and blown off through the air outlet to the cylinder head. At the same time, a space is produced again at the top.

Air outlet
SP 16-17

11

System Architecture

G71 + G72 G70

N18

AGR N75 VP G80

Q6 N146 G62 N109 N108 G28

G81

G149

The 1.9-ltr. TDI engine is equipped with an electronic engine control unit. All the control systems of the engine are combined in the control unit. As a result of the electronic injected quantity control, it is possible to correct the quantity of fuel injected in line with the air pressure, the air temperature, the coolant temperature and the fuel temperature. In the past, using mechanical control systems, it was not possible to allow for these parameters. Use of the electronic control unit makes it possible to achieve demanding targets such as reducing fuel consumption and pollutant emissions while at the same time ensuring a high degree of accuracy over long periods. At the same time, the system is able to react more rapidly to stresses which may occur at higher engine outputs.

12

Control functions
Injected quantity control Calculating the quantity of fuel to be injected from performance curves Start quantity control Fuel shut-off on overrun Limiting quantity injected if black exhaust is produced Controlling idling speed and limit speed of engine Controlling quantity injected for enhancing smooth running Injection advance Basic setting of commencement of injection according to injection maps Correction in warming-up phase Controlling the moment of injection when engine started EGR exhaust gas recirculation Map-controlled Charge pressure limit Map control of charge pressure Controlled in line with operating state Auxiliary heater for coolant Map control of heating Glow period Map monitoring of glow period After-glowing
K29 J248 J366

F/F47 F36 G79

T16
SP 16-18

Self-diagnosis Monitoring of sensors and actuators Fault memory Basic setting Diagnosis of actuators Emergency functions Reading results of measurements with fault reader V.A.G 1551 or vehicle system tester V.A.G 1552.

Servicing of the engine is greatly simplified and the number of operations involved at an inspection is reduced as a result of eliminating the need to set the injection pump. Any faults which occur can be rapidly detected and easily rectified as a result of the complete self-diagnosis system. Note: You will find an explanation of the abbreviated designations of the components in the chapters on sensors and actuators.

13

Position of Components

N18 J248

AGR

G71 + G72

Q6 G80

EGR G71 G72 G80 J248 N18 N108 N109 Q6

EGR valve Intake manifold pressure sender Intake manifold temperature sender Needle lift sender EDC control unit EGR valve Commencement of injection valve Fuel cut-off valve Glow plugs (engine)

N108 N109

14

N75 J359 J360

G70

Q7

G28

G62
G28 G62 G70 J359 J360 N75 Q7

SP 16-19

Engine speed sender Coolant temperature sender Air mass meter Low heating output relay High heating output relay Charge pressure control solenoid valve Heating elements (coolant)

15

System Overview
System overview of electronic control of the TDI
The diesel direct injection system control unit J248 makes use of maps and characteristic curves in order to ensure that the engine is operating optimally in terms of torque development, fuel consumption and emission characteristics in every operating situation.

Sensors

Needle lift sender G80

Engine speed sender G28

40 F/M T-G > PB

<

G UR RB ANY PIE GERM .01 21 82 7 .1

OW FL

S US HFL RC DU

Air mass meter G70

1 6 46 4 90 07

Coolant temperature sender G62 Intake manifold temperature sender G72 + Intake manifold pressure sender G71 Brake light/brake pedal switch F/F47 Clutch pedal switch F36

Accelerator pedal position sender G79 + Idling switch F60 + Kickdown switch F8

Modulating piston movement sender G149 Fuel temperature sender G81

Additional signals

Air conditioning Terminal DF

16

Actuators
Glow plugs (engine) Q6 Glow plug relay J52

Diesel direct injection system control unit J248 with altitude sender F96

Heating element (coolant) Q7 Low heating capacity relay J359

Heating elements (coolant) Q7 High heating capacity relay J360

EGR valve N18

Charge pressure control solenoid valve N75

Glow period warning lamp K29

Quantity adjuster N146 Diagnostic connection Fuel cut-off valve N109

Commencement of injection valve N108 Additional signals Engine speed signal Fuel consumption signal Air conditioning

SSP 16-20

17

Sensors
Accelerator pedal position sender G79
Shaft

Spiral spring

The determining factor for calculating the required quantity of fuel to be injected is the position of the accelerator pedal - the driver input. This is detected by a sender. The accelerator pedal position sender G79 is a potentiometer which is installed in the pedal mounting. It is operated by means of a short cable. The potentiometer passes the respective angle of rotation to the electronic control unit. A spiral spring in the sender housing produces a restoring force which provides the driver with the impression that he is operating a mechanical accelerator pedal. In addition to the potentiometer, the sender also accommodates the idling switch F60 and the kickdown switch F8.
Potentiometer
SP 16-21

Analysis of signal The electronic control unit calculates the quantity of fuel to be injected and the commencement of injection from the signal supplied by the sender. In addition, these signals are used for controlling the charge pressure and for operating the exhaust gas recirculation. Substitute function If the sender is faulty, the engine runs at a fast idling speed of about 1300 rpm. This therefore enables the customer to drive to the nearest workshop. The accelerator pedal position sender G79 does not operate in such a case.

J 248
12 8 24 11 23

Self-diagnosis The fact that the sender signal is not plausible is stored in the electronic control unit. This signal can be checked in function "08", Reading measured value block, display group "002". The figure for the accelerator pedal position appears in the second field of the display as a %.

F60 /F8
SP 16-22

G79

18

Engine speed sender G28

The engine speed is one of the most important parameters for calculating the quantity of fuel to be injected and the commencement of injection. The inductive sender for engine speed G28 monitors the angle position of the crankshaft. The sender rotor (a disc with four recesses) is mounted on the crankshaft. The correct position is fixed by a dowel pin. The distance between two successive pulses is measured in the electronic control unit. The momentary value of the position of the crankshaft is calculated by analysing the four pulses.

SP 16-23

Analysis of signal The signal is used for calculating the quantity of fuel to be injected and the commencement of injection. The signal supplied by the engine speed sender is analysed for performing the functions of exhaust gas recirculation, preheating of the glow plug and the signal for the glow period warning lamp. Substitute function If the engine speed sender develops a fault, the electronic control unit switches over to the emergency mode. The signal supplied by the needle lift sender G80 is used as a substitute signal. The commencement of injection is controlled according to the injection maps while charge pressure and quantity of fuel injected are reduced. The idling speed monitor, the fuel shut-off on overrun and the air conditioning are switched off, as a result of which engine speed is reduced slightly during brake applications. All in all, this fault is noticeable from an increase in idling speed. Self-diagnosis Two possible causes of faults are stored in electronic control unit: - Signal not plausible - No signal Note: If, in addition, no signal is supplied by the needle lift sender, the engine stops.

J 248
69 67 71

G28

SP 16-24

19

Sensors
Air mass meter G70
< 40 F/M T-G PB

>

G UR RB ANY PIE GERM .01 1 22 8 7 .1

OW FL

The task of the air mass meter is to determine the fresh air mass which is supplied to the engine. The air mass meter G70 is installed in the intake manifold immediately downstream of the air filter. It measures the inducted air mass by means of a hot film sensor. The hot film is heated with a voltage of 12 V. The inducted air flowing past cools the surface of the hot film. As a result of the surface being cooled down, the resistance of the hot film drops. The voltage drop produced by this change in resistance is analysed as an equivalent for the temperature and mass of the inducted air by the electronic control.

SP 16-25

Hot film

Analysis of signal The result of the measurement supplied by the air mass meter is used for controlling the percentage addition of recirculated exhaust gas mass and the maximum quantity of fuel to be injected. A smoke map stored in the control unit limits the quantity injected if the inducted air mass is insufficient for clean combustion.

J 248
52 50 25

Substitute function If the air mass meter fails, the charge pressure limit is reduced and fixed values are set to ensure that the engine operates optimally in the part throttle range. This results in a reduction in engine output.

G70
3 5 2

+12V

SP 16-26

20

Intake manifold pressure sender G71 and intake manifold temperature sender G72
The sender is located downstream of the charge air cooler. Its signal supplies information on the pressure and temperature of the air in the intake manifold. The charge pressure is additionally corrected by the value for the pressure and temperature in the intake manifold.

SP 16-27

Analysis of signal The signals supplied by the senders G71/G72 are used for limiting the charge pressure and for controlling the auxiliary heater.

Substitute function If sender G71 fails, a fixed value is set by the electronic control unit. This fixed value maintains the charge pressure control. If sender G72 fails, the electronic control unit specifies a value of about 20C for calculating the charge pressure limit and for the auxiliary heater function.

J 248
25 13 39 40

Self-diagnosis The control unit stores two possible faults: Short circuit to earth Open/short circuit The intake pressure is displayed in function "08", Reading measured value block "010", display field 3. The temperature of the intake air is displayed in function "08", Reading measured value block "007", display field 3.

G72
1

P
4

G71

SP 16-28

21

Sensors
Modulating piston movement sender G149
Fixed iron ring Coil with alternating voltage Iron core

Moving iron ring

Distributor injection pump Eccentric shaft

SP 16-29

The modulating piston movement sender G149 monitors the rotation angle of the eccentric shaft of the fuel metering control in the injection pump. This is a sensor which operates contactlessly. Its signals are transmitted directly to the electronic control unit. The sender consists of two inductive pickups, the operating principle of which is based on the differential transformer principle. The use of contactless pickups ensures that the sender operates properly irrespective of the surrounding media, so that any water which may be present in the fuel does not produce any falsified result. A magnetic alternating field is generated along a specially shaped iron core by an alternating voltage. A moving iron ring is attached to the eccentric shaft and is able to move along the iron core. The magnetic alternating field changes in accordance with the position of the moving iron ring. This has the result of inducing and alternating voltage in the coil. The phase shift of the induced voltage relative to the set voltage is taken as a measure for the position of the fuel metering control. Temperature influences can be ignored because both voltages originate from the same sender and are transmitted over the same wiring system.

J 248
56 57 64

Analysis of signal The sender signal corresponds to the momentary position of the fuel metering control. It is used for comparing the "actual position" of the fuel metering control with the position calculated by the electronic control unit. If a difference of set and actual position is determined, the quantity adjuster N146 alters the position of the fuel metering control accordingly.

G149
SP 16-30

Substitute function If the control unit does not receive a signal from the modulating piston movement sender G149, the engine is stopped for safety reasons.

22

Fuel temperature sender G81

Distributor injection pump

Fuel temperature sender G81

SP 16-31

The fuel temperature sender measures the temperature of the fuel in the injection pump. The result of the measurement is output as a change in voltage to the electronic control unit. The temperature of the fuel is a very important factor because the density of the fuel depends directly on its temperature. The fuel is forced at high pressure through the injection nozzles by a small piston of the injection pump. The temperature of the fuel has to be known in order to exactly calculate the quantity to be injected and the commencement of injection. It is possible to calculate the correct values from the known relation between fuel temperature and density. Analysis of signal The quantity of fuel to be injected and the commencement of injection are calculated from the signal supplied by the fuel temperature sender. Substitute function If the sender fails, the electronic control unit specifies a fixed value as basis for the calculation. Self-diagnosis The electronic control stores the following causes of faults: Short circuit to earth Open/short circuit. The fuel temperature is displayed in C in function "08", Reading measured value block, display group "007", display field "1".

J 248
76 53

G81
4

SP 16-32

23

Sensors
Coolant temperature sender G62
The coolant temperature sender is located in the coolant connection of the cylinder head. The sender is designed as a resistor with a negative temperature coefficient (NTC). As a result of the voltage drop, the momentary value of the coolant temperature is passed on to the electronic control unit.
SP 16-33

Analysis of signal The signal for the coolant temperature is incorporated in calculating the quantity of fuel to be injected, the commencement of injection, the glow period, the quantity of exhaust gases recirculated and for controlling the auxiliary heater system.

Substitute function If there is a fault in the signal, the fuel temperature is used as a substitute signal. The maximum possible time is used for the glow period. The auxiliary heater is switched off.

J 248
54 70

Self-diagnosis The following possible causes of faults are stored: - Short circuit to earth - Open circuit/short circuit The coolant temperature is displayed in C in function "08", Reading measured value block, display group "007", display field 4.

G62
1

SP 16-34

24

Altitude sender F96

The altitude sender is integrated in the diesel direct injection control unit J248. The measurement is carried out directly in the control unit. The altitude sender contains a piezo ceramic element. When the piezo crystal is subjected to a force, it releases a voltage. This voltage is a measure for the air pressure. The air pressure is in turn dependent on the geographic altitude, in other words air pressure drops as altitude increases. The charge pressure and exhaust gas recirculation are reduced if there is a drop in air pressure to avoid black exhaust.
SP 16-4

Altitude sender F96

Analysis of signal The electronic control calculates the charge pressure limit on the basis of the signal supplied by the altitude sender.

Substitute function If the altitude sender fails, the charge pressure is controlled in line with a fixed value.

Self-diagnosis The electronic control unit stores any faults which occur. The air pressure is displayed in mbar in function "08", Reading measured value block, display group "010", display field 2.

Note: If the altitude sender develops a fault, it cannot be repaired. The electronic control unit then has to be replaced.

25

Sensors
Brake pedal switches for diesel direct injection system F and F47
The switches F and F47 are housed in a module which is installed directly at the brake pedal. The switch F operates the brake lights. The switch F47 supplies the "Brake operated" signal to the electronic control unit. This, for example, rules out any risk of a simultaneous brake application and "Full throttle". Switch F is designed as an N.O. contact and switch F47 as an N.C. contact.
SP 16-35

Analysis of signal Both switches transmit the "Brake operated" signal to the electronic control unit. The analysis of both signals provides a double security in the entire system. The signal is analysed for fuel shut-off on overrun, improving smooth engine running and monitoring the plausibility of the sender signals of accelerator pedal and idling switch.

Substitute function If one or both switches fails, an emergency programme is activated which corrects the control of the quantity of fuel injected accordingly.

J 248
20 9

Self-diagnosis The electronic control unit stores malfunctions in one or both switches. The signals supplied by the switches can be checked in function "08", Reading measured value block, display group "006".

M9 M 10 M 25
4 3

F
1 2

F 47

SP 16-36

26

Clutch pedal switch F36

The clutch pedal switch F36 is installed directly at the clutch pedal. The current position of the clutch pedal is signalled to the electronic control unit by means of this switch. The switch is designed as an N.C. contact.

SP 16-37

Analysis of signal The signal of the clutch pedal switch is used to influence the injected quantity control. The quantity of fuel injected is reduced for a short time in order to improve smooth running during a gear change. Substitute function If there is a fault in the signal, this reduction of the quantity of fuel injected is not carried out. Self-diagnosis Malfunction of the clutch pedal switch F36 is not stored by the electronic control unit.

Terminal DF of alternator
The signal of terminal DF is analysed only in conjunction with the auxiliary heater. The signal regarding available charge capacity exists at terminal DF at the alternator end.

Substitute function In the event of a malfunction, the auxiliary heater is switched off in order to avoid any discharge of the battery.
SP 16-38

Self-diagnosis No plausibility or open circuit are registered as possible malfunctions.

27

Sensors
Additional signals Air conditioning (contact 48)
The signal of contact 48 controls the operation of the AC compressor. At the same time, it is used to increase idling speed in order to avoid any drop in idling speed when the compressor cuts in.

Self-diagnosis The signal is not registered in the fault memory of the electronic control unit. This signal can be checked in function "08", Reading measured value block, display group "002".

Road speed (contact 43)

The signal at contact 43 is required for monitoring the smooth running of the vehicle. The electronic control unit controls the quantity of fuel injected in line with the vehicle speed. This ensures a high degree of ride comfort, particularly if frequent load changes occur. This description applies only to models fitted with the cruise control system; not presently assigned on the OCTAVIA. Self-diagnosis The electronic control unit registers faults in this signal. This signal can be checked in function "08", Reading measured value block, display group "006".

Cable W (contact 45)

Cable W links the electronic control unit to the combination processor in dash panel insert J218 in which the electronic immobiliser is integrated. The signal of the immobiliser to prevent unauthorized persons starting the vehicle off, flows along this wire. If the control unit is replaced, it is then necessary to enter the new code in the combination processor.

Self-diagnosis The electronic control unit registers an open circuit in this wire and, in this case, it is not possible any more to start the engine.

28

Actuators
Fuel cut-off valve N109
Coil Spring

Armature

A self-ignition engine can only be switched off by cutting off the fuel supply. This is done by the fuel cut-off valve N109. It is installed in the upper half of the injection pump. When it is de-energized, it interrupts the fuel supply to the distributor injection pump. The fuel cut-off valve is a solenoid valve. The armature is used at the same time as a blocking valve. If the coil is excitated, the armature is attracted, the spring force is overcome and the fuel is allowed to flow.

Actuation The fuel cut-off valve is actuated by a contact of the electronic control unit. When the contact opens, the power supply is interrupted and the engine stops at once.
SP 16-39

Substitute function In the event of a fault, the vehicle no longer operates because the fuel supply is immediately interrupted.

J 248
77

Self-diagnosis A fault is registered by the electronic control unit. The correct status of the fuel cut-off valve can be inspected with function "03" - Final control diagnosis.

N 109

SP 16-40

29

Actuators
Glow period and warning lamp K29
The glow period and fault warning lamp K29 performs two tasks: Indicating the glow period, a "continuous light" is indicated during the glow period Warning of faults which have occurred, are indicated by a "flashing light".
3 2 1 4
1/min x 1000

5 6 7
60 40 20

100 80

120
km/h

140 160 180 200 220 240

Faults are only indicated if there is a risk that it is not possible to continue the journey. Actuation The warning lamp is activated by the control unit if the preglow system is operating or if faults have occurred at the following components: Needle lift sender G80 Engine speed sender G28 Modulating piston movement sender G149 Accelerator pedal position sender G79 Brake pedal switch F/F47 Quantity adjuster N146 Commencement of injection valve N108 Self-diagnosis Faults of this signal are not stored. The check is carried out with function "03" - Final control diagnosis.

SP 16-41

Coolant system heater elements Q7

The auxiliary heater consists of three heating elements and is screwed onto the coolant connection fitting of the cylinder head at the clutch side. Actuation If the intake manifold temperature is below about 5C at the moment the engine is started, the electronic control unit activates the heating elements Q7 in the coolant circuit through the relays J359 and J360. The start temperature is stored. To avoid any discharge of the battery, one, two or even all three heating elements are supplied with voltage, depending on the available charge capacity of the alternator. The alternator features a special connection (terminal DF) to the control unit for this purpose. The auxiliary heater is switched off once the coolant has reached a certain temperature. The cut-off temperature depends on the start temperature. The lower the start temperature, the higher the cut-off temperature.

SP 16-42

Self-diagnosis Faults in the auxiliary heater are not stored. A check of the heating elements and of the relays is conducted with function "03" Final control diagnosis.
30

Engine glow plugs Q6

Injection nozzle holder

Significantly longer glow plugs are required for the TDI engine as a result of the geometry of the combustion chamber. The glow plugs are positioned so that only their tips project into the combustion chamber. A quick-lock makes it possible to quickly examine and replace the glow plugs.

Glow plug

SP 16-43

Actuation The relay for the glow plugs is operated by the electronic control unit. It specifies the preglow period, the glow period and the afterglow period.

Self-diagnosis Faults in the glow plug system are not stored. A check of the glow plugs and of the preheating system is conducted with function "03" - Final control diagnosis.

Engine speed from G28

Pin 67

Pin 41

K29
Coolant temperature from G62

J248
Pin 70 Pin 42

Fuse

J52
Glow plug relay Glow plugs

Q6

Q6

Q6

Q6

Bougies de prchauffage
SP 16-44

31

Actuators
Quantity adjuster N146

Armature

Coil

Shaft

Eccentric ball joint

SP 16-45

The quantity adjuster is installed in the upper half of the injection pump. It converts the signals received from the electronic control unit into a change in the position of the modulating piston. This is done by converting the incoming electric signals into defined movements of the drive shaft with eccentric ball joint based on the electromotive principle. The drive shaft is able to perform movements of up to 60 rotary angle. A spring produces a constant restoring force of the drive shaft in the direction of its initial position. The eccentric ball joint moves the modulating piston back and forward axially on the distributor piston. This makes it possible to completely open the control cross section (cut-off) or to completely close it (full throttle).

32

Eccentric ball joint

Leak quantity Modulating piston

Distributor piston

SP 16-46

Actuation The signal for the accelerator pedal position and the signal for engine speed are used in the electronic control unit as parameters for controlling the quantity of fuel injected. In addition, the following correction values are incorporated: Coolant temperature, Fuel temperature, Air mass, Position of clutch pedal switch and Position of brake pedal switch. The electronic control calculates a manipulated variable from these data, which is transferred to the quantity adjuster as a voltage.

Substitute function If a fault develops at the quantity adjuster, the engine stops. As a result of the restoring force of the spring, the drive shaft is moved into the "0" position if the voltage supply fails. The control cross section of the distributor piston is thus fully opened and the engine stops.

Self-diagnosis Any faults which occur are registered in the electronic control unit. The correct function of the quantity adjuster can be checked in function "08", Reading measured value block, display group "001". The momentary value of the injected quantity is indicated in display field 2.

33

Actuators
Commencement of injection valve N108
Diesel direct injection control unit J248

Injection pump

Pressure roller

Solenoid coil

advanced

Pressurized fuel in interior of pump Eccentric disc

Spring

retarded

Pin Piston Commencement of injection valve N108 Injection timing piston Spring
SP 16-47

To suction side of vane cell pump

The commencement of injection valve N108 is installed in the bottom half of the injection pump. It converts the on/off ratio into a change in control pressure. This change acts on the non-prestressed part of the injection timing piston. The valve is a solenoid valve and consists of a piston, a spring and a coil. As a result of the spring force, the piston shuts off the fuel return flow in the off position. The return-flow opening is opened by the electronic control unit actuating the solenoid coil of the valve. As a result of the fuel pressure acting on the piston, which counteracts the force of the spring, an equilibrium of forces is obtained for each fuel pressure. This equilibrium of forces ensures that the injection timing piston adopts a defined position and thus alters the moment of commencement of injection. The pin is shifted as a result of the change in position of the injection timing piston. The shift is transmitted to the radially mounted eccentric disc in injection pump. As a result of the connection between pin and eccentric disc, the travel of the pin is converted into an angle of rotation. As a result, the eccentric disc is rotated either in the "advanced" or "retarded" direction and the commencement of injection is altered accordingly. Actuation The signal of the needle lift sender is used as an actual value parameter for calculating the value for the signal to the solenoid valve. The electronic control transmits a sequence of pulses of a constant frequency and different phase angle to the solenoid valve. Substitute function In the event of a fault, the control of the commencement of injection is deactivated. If the substitute function is activated, the charge pressure is limited and the quantity of fuel injected reduced in order to avoid any damage to mechanical components. Self-diagnosis Malfunctions of the commencement of injection control are not stored in the fault memory. The component can be checked in function "03" - Final control diagnosis. A comparison of the calculated value with a map value is possible in function "08", Reading measured value block, display group "004".
34

To intake port

Charge pressure control solenoid valve N75

This valve limits the charge pressure as a function of the value supplied by the electronic control unit. The pressure unit of the mechanical charge pressure control valve is actuated. In the off position, the charge air is able to pass freely at intake manifold pressure through the valve. In the actuated state, part of the charge air is diverted to the intake port.

To mechanical charge pressure control valve at turbocharger

SP 16-48

Intake manifold pressure

Actuation The electronic control unit transmits signals to the solenoid valve which correspond to the charge pressure map. A higher or lower intake manifold pressure exists at the charge pressure control valve of the turbocharger by opening and closing the valve accordingly.

Substitute function In the event of a fault, the pressure is limited to 0.75 bar by the mechanical control.

J 248
15

N 75
1

Self-diagnosis A fault in the charge pressure control solenoid valve N75 is not stored by the electronic control unit. A fault in the charge pressure control, however, is stored. Correct operation can be checked in function "03" Final control diagnosis. The set pressure can be read in function "08", Reading measured value block, display group "011", display field 2 and the actual pressure in display field 3. Correct operation of the system can be checked by comparing both values.

+12V

SP 16-49

35

Actuators
Exhaust gas recirculation valve N18
The exhaust gas recirculation valve converts the signals supplied by the electronic control unit into a control vacuum for the mechanical EGR valve. In the off position, the valve shuts off the vacuum connection to the EGR valve. If a voltage is supplied, the valve opens the vacuum connection. The exhaust gas recirculation valve permits very accurate control of the EGR valve.

SP 16-50

Actuation The coil of the valve is supplied with a voltage of constant frequency. The pulses supplied by the electronic control unit are converted into a mechanical movement of the armature.

Substitute function In the event of a fault, exhaust gas recirculation is stopped, which does not have any effect on vehicle handling.

J 248
29

Self-diagnosis Failure of the exhaust gas recirculation valve is not stored by the electronic control unit. Proper operation can be checked in function "03 - Final control diagnosis". The percentage degree of opening of the EGR valve is indicated in function "08", Reading measured value block, display group "003", display field 4.

N 18
1

+12V

SP 16-51

36

Additional outputs Fuel consumption (contact 18)

The electronic control supplies a signal regarding fuel consumption to the dash panel insert. The exact consumption is calculated from the position of the modulating piston. The multifunction display analyses the signal and indicates it as a consumption over 100 km.
SP 16-4

Self-diagnosis Faults of this signal are not stored. The fuel consumption in litres/ hour can be read in function "08", Reading measured value block, display group "05", display field 3.

Engine speed (contact 6)

The electronic control unit supplies a signal of the engine speed to the combination processor in the dash panel insert J218. This signal is required, for example, for indicating engine speed, dynamic oil pressure etc. In the event of a fault, these readouts then no longer operate. The fault is not stored.

SP 16-4

37

Fuel Metering Control

Engine speed sender G28 Diesel direct injection system control unit J248

Air mass meter G70

40 F/M T-G > PB <

RG BU Y AN PIERGERM 1 1.0 22 7 .18

OW FL

SS LU HF RC DU

1 6 46 4 90 07

Quantity adjuster N146

Coolant temperature sender G62 Brake pedal switch F/F47 Clutch pedal switch F36 Accelerator pedal position sender G79 Idling switch F60

Modulating piston movement sender G149 Fuel temperature sender G81

SP 16-52

Additional signal

The electronic control unit controls the quantity adjuster as a function of the parameters of quantity injected, engine speed, engine torque, ride comfort and starting. Taking a stored map value as the basis, the quantity of fuel injected is further specified by various values supplied by sensors. The following sensor signals flow into the control unit for the quantity adjuster: Accelerator pedal position Idling switch position Coolant temperature Fuel temperature Engine speed Air mass Modulating piston position Brake pedal position Clutch pedal position Road speed signal

Functions performed The following fixed values are used for controlling the quantity of fuel injected: Map value for quantity injected Control of idling and full throttle speed Fuel cut-off on overrun Start quantity control Smoke limiting Active jerk control

38

Commencement of injection

Engine speed Fuel mass

SP 16-53

Map value for quantity injected The basis for the signal transmitted to the quantity adjuster, is a value which is taken from a map. This map signal is modified by individual correction factors in order to adapt the quantity of fuel injected as accurately as possible. This signal for the modulating piston travel is used as confirmation and a correction value for actual injection.

Control of idling and full throttle speed Values for idling and full throttle speed are stored in the control unit. Full throttle speed is altered as a result of engine temperature, the connection of electric loads and of the AC compressor. Control of idling speed begins with the sampling of the engine speed value from a map, which also takes into account the coolant temperature. This map value is compared with the actual engine speed. The required quantity to be injected is calculated from the difference. Maximum engine speed is always constant, being about 4900 rpm. Once this engine speed has been reached, the quantity injected is progressively reduced. Once engine speed drops, the quantity injected is again increased.

Fuel shut-off on overrun The fuel shut-off on overrun shuts off the fuel supply completely to the injectors. This function is always performed once idling speed rises to more than 1300 rpm without the accelerator pedal having been depressed or the brake pedal operated.

Start quantity control The electronic control unit increases the quantity injected when the engine is started. The map values for the quantity injected are increased in line with the coolant temperature.

Fuel mass

Smoke map The actual quantity injected is determined in accordance with the stored smoke map. If the air mass is too low, the quantity injected is reduced to such an extent as to prevent any black exhaust.

Air mass Engine speed

SP 16-54

Active jerk control The active jerk control (AJC) makes it possible to avoid the occurrence of uncomfortable vibrations of the vehicle in the longitudinal axis.

39

Commencement of Injection Control

Needle lift sender G80 Diesel direct injection system control unit J248

Engine speed sender G28

Coolant temperature sender G62

Commencement of injection valve N108

SP 16-55

Commencement of injection influences a variety of engine properties such as starting characteristics, fuel consumption and exhaust emission. Programmed commencement of injection maps take into account these interdependent factors. The task of the commencement of injection control is to determine the correct moment for supplying fuel to the injectors. The control loop assures the high accuracy which is required for commencement of injection.

Functions performed The following functions are performed by the commencement of injection control: Calculating the commencement of injection according to the map values Correcting the commencement of injection in the warming-up phase Controlling commencement of injection at engine start and during overrun

40

Commencement of injection

Calculating the map value for commencement of injection The programmed commencement of injection maps are used as a basis for calculating the commencement of injection. The actual commencement of injection is detected directly at the injector, by the needle lift sender G80. This measurement is compared with the map value. Any difference results in a change in the actuation of the solenoid valve at the injection advance. The actuation can be continuously changed until the control variation has reached the value "zero".
Engine speed
SP 16-53

Fuel mass

Fixed value control in warming-up phase The commencement of injection is controlled in accordance with fixed values during engine starting and the warming-up phase. The electronic control unit corrects the commencement of injection in line with the coolant temperature. The commencement of injection is shifted toward the "retarded" direction as the coolant temperature drops. In contrast, the commencement of injection is shifted toward the "advanced" direction as engine temperature rises. This contributes to improving the ignition properties of the fuel at low temperatures. Commencement of injection control during starting The moment of commencement of injection when the engine is started is likewise controlled as a function of the coolant temperature. The commencement of injection is advanced in order to improve engine starting.

41

Exhaust Gas Recirculation

J248

A
G70

N18

The concentration of pollutants in the exhaust is reduced as a result of the exhaust gas recirculation system EGR. The TDI engine operates at higher combustion temperatures than an engine with a prechamber. High combustion temperatures and the air excess produce a higher oxides of nitrogen content (NOx) in the exhaust. This characteristic has an even more detrimental effect at low engine speeds. As a result of the EGR system, exhaust portions are added to the intake air. This reduces the air excess during combustion. As a result of the reduced air excess, the combustion temperature remains low and the output of oxides of nitrogen is reduced. The map value limits the quantity of exhaust gases which are recirculated in line with the emitted mass of hydrocarbons (HC) and carbon monoxide (CO). A high proportion of recirculated exhaust gases, however, results in a deterioration in engine output.
42

Air mass

G72
Engine speed Fuel mass
SP 16-57

AGR

VP

G62

Control of exhaust gas recirculation The value for controlling the quantity of exhaust gases which are recirculated is calculated from a map value as a function of the values for the inducted air mass, engine speed and the quantity of fuel injected. The quantity of fuel injected and engine speed determine in the map the quantity of exhaust gases which are recirculated. The control is activated only once engine temperature has increased to more than 50C. The exhaust gas recirculation system remains switched off at a lower temperature. Exhaust gas recirculation is only active at engine speeds of less than 3000 rpm as the oxides of nitrogen level is drastically reduced at higher engine speeds. This effect is the result of the shorter combustion times and lower air excess. Once the quantity of recirculated exhaust is determined, the electronic control unit converts the value into an equivalent signal. This signal is used for accurately meeting the quantity of exhaust and in turn contributes to avoiding environmental pollution. The exhaust gas recirculation valve (solenoid valve) controls the mechanical EGR valve.

G28

SP 16-56

A EGR G28 G62 G70 G72 J248 N18 VP

Charge air cooler EGR valve Engine speed sender Coolant temperature sender Air mass meter Intake manifold temperature sender EDC control unit Exhaust gas recirculation valve Vacuum pump

43

Charge Pressure Control

F96 J248

A
G70

N75

The pressure unit B at the charge pressure valve C is pressurized by the charge pressure control solenoid valve N75. Valve N75 is supplied with electrical signals by the electronic control unit. This enables the charge pressure to be influenced in accordance with a map. Temperature and pressure in the intake manifold are monitored by the intake manifold pressure and temperature sender G71/G72. Differences from the set point are adjusted accordingly. The temperature is monitored because of the influence it has on the density of the air. The charge pressure map is corrected in line with the air pressure by the altitude sender F96 so that the engine is always supplied with approximately the same air mass. From an altitude above MSL of about 1500 metres, the charge pressure is reduced in order to prevent the turbocharger overrevving.

44

G71 + G72

Control of charge pressure The charge pressure is controlled by altering the on/off ratio, the mean pressure being controlled in combination with the atmospheric pressure. The on/off ratio is formed by comparing the sensor signal and the map value. The charge pressure control solenoid valve is actuated with this signal. This valve opens or shuts off the flow of charge air to the pressure unit. If a high air pressure is supplied to the pressure unit, it opens a flap in the turbocharger housing. The exhaust gases flow through this flap directly to the exhaust without passing through the turbocharger. The charge pressure is controlled in line with the altitude above MSL and the air temperature. As the air pressure drops, the charge pressure is reduced in order to prevent any damage to the turbocharger.

A B C F96 G70 G71 G72 J248 N75

Charge air cooler Pressure unit Charge pressure valve Altitude sender Air mass meter Intake manifold pressure sender Intake manifold temperature sender EDC control unit Charge pressure control solenoid valve

SP 16-58

45

Auxiliary Heater System

Large heating capacity relay J360 Terminal DF

Heating elements for coolant Q7 Diesel direct injection system control unit J248

Intake manifold pressure sender G71 and temperature sender G72

Low heating capacity relay J359

Coolant temperature sender G62

SP 16-59

As a result of the high efficiency of the TDI engine, only a very slight amount of heat is dissipated to the coolant. The coolant is heated electrically by the auxiliary heater if the outside temperature is low. An alternator with a higher capacity is installed in order to ensure that adequate capacity is always available. Activation The auxiliary heater is operated in line with the coolant temperature and outside temperature. The auxiliary heater is switched on if the coolant temperature is below 5C. It remains in operation for a period depending on the start temperature. The heating capacity is connected in accordance with the available alternator capacity. The output rating is measured for this purpose at terminal DF. The auxiliary heater is switched on through the relay J359 and J360. One, two or three heating elements can be connected as necessary.

Pin 13 G72 Pin 54 G62 Pin 22 DF

Pin 34 J360

Q7

Q7 J248 Pin 17 J359 Q7

SP 16-60

46

Glow Plug System

Engine speed sender G28

Diesel direct injection system control unit J248

Glow plug relay J52

Glow plugs Q6

SP 16-61

Coolant temperature sender G62

A high pressure and high temperature are produced in the combustion chamber during the compression phase. This has a major impact on the combustion process. The heat dissipation is low as a result of the small surface area of the combustion chamber. Preglowing is only necessary at low temperatures. A basic distinction is made between three glow phases: Preglow period Glow period Afterglow period

Controlling the system The glow plug system is controlled by the electronic control unit. Preglowing is activated only if the coolant temperature is below +10C. The preglow period is all the longer, the colder the coolant. Preglowing is followed by a glow period of 5 seconds. Afterglowing is activated at coolant temperatures below +20C when the engine is started for a period of about 30 seconds. In total, an afterglow period of 90 seconds is possible, depending on the coolant temperature. Afterglowing is switched off once engine speed is greater than 2500 rpm.

47

Emission Characteristics
Pollutants in the exhaust
The most frequent pollutants which occur in the exhaust of diesel engines will already be familiar to you from the information supplied regarding the 1.9-ltr. naturally aspirated diesel engine. The specific characteristics of a TDI engine in respect of pollutants, in particular oxides of nitrogen (NOx), is explained in the section on exhaust gas recirculation. The 1.9-ltr. TDI engine features a wide variety of measures aimed at reducing pollutant level, and betters the exhaust limits which have been in effect since 1996 while at the same time achieving excellent fuel economy. The measures which have been implemented with the aim of reducing the pollutants in the exhaust and how they interact with each other, are explained in detail below.

Reducing pollutants
Measures which are appropriate for reducing the formation of particulates and hydrocarbons (HC), have the effect of increasing the share of oxides of nitrogen. If oxide emissions are to be cut, it is then necessary to accept higher levels of the other exhaust elements, and at the same time fuel consumption will also be greater. The lowest possible exhaust emissions was one of the principal criteria as early as the design phase of all the components involved in the combustion, such as Injection nozzle, Piston bowl, Combustion chamber geometry. The improvements to the engine management system also have contributed to optimising the combustion process. The main influencing factors are commencement of injection, exhaust gas recirculation and oxidation catalytic converter.

Influence of commencement of injection

If the commencement of injection is retarded, it is possible to reduce the level of oxides of nitrogen in the exhaust. The consequence of this is that engine output is reduced and the level of hydrocarbons (HC) and particulates increases. These exhaust elements can be improved by fitting a catalytic converter. The result of these measures is that the fuel consumption is some 4 % higher.

Influence of exhaust gas recirculation (EGR)

By recirculating the exhaust gases into the combustion chamber it is possible to reduce the oxygen content. The result of this measure is a reduction in the emission of oxides of nitrogen, although this may bring about an increase in particulate emissions in certain operating conditions.

48

Oxidation catalytic converter

A major part of the gaseous pollutant emissions (HC, CO) and particulates are converted in the catalytic converter into carbon dioxide (CO2) and water vapour. The oxides of nitrogen (NOx) cannot be converted by the catalyst. The influence of various design measures on exhaust emissions and the relationship to fuel consumption, is shown in the diagram below:
250%

200%

150%

1,9 l TDI

100%

50%

0%
Consumptionoptimised engine HC Retarded commencement of injection CO NOx Retarded commencement of injection and EGR Particulates Retarded commencement of injection with EGR, catalytic converter Consumption

SP 16-62

Note: The exhaust emission levels shown on the diagram are relative, and not absolute figures.

Diesel fuel itself has a decisive influence on clean combustion. A reduction in the sulphur content from the present 0.13 percent by volume to 0.05 percent by volume (development objective) has the effect of reducing particulate emissions by seven percent.

49

Function Diagram
The function diagram represents a simplified current flow diagram and shows how all the system components for controlling the diesel direct injection system are interlinked.

Components
A/+ F F8 F36 F47 F60 G28 G62 G70 G71 G72 G79 G80 G81 G149 J52 J248 J322 J359 J360 N18 N75 N79 N108 N109 N146 Q6 Q7 S... Battery positive Brake light switch Kickdown switch Clutch pedal switch Brake pedal switch Idling switch Engine speed sender Coolant temperature sender Air mass meter Intake manifold pressure sender Intake manifold temperature sender Accelerator pedal position sender Needle lift sender Fuel temperature sender Modulating piston movement sender Glow plug relay (engine) Diesel direct injection system control unit Diesel direct injection system relay Low heating capacity relay High heating capacity relay Exhaust gas recirculation valve Charge pressure control solenoid valve Crankcase breather heating element Commencement of injection valve Fuel cut-off valve Quantity adjuster Glow plug - engine Coolant system heating elements Fuses

30 15
30

J 322 5
85 87

S 234 10A

A/+

S131 50A

J360 J359 N108 N75 N18 Q7 Q7

79

15

29

17

34

33

52

50

1 27 25

13

39

40

12

24 11 23

G70

G72

G71

P
F60/F8 G79

Additional signals
A B C D E F G H J K L M N Brake lights Kickdown signal 31 Accelerator pedal position Engine control signal (only with automatic gearbox) Envisaged for cruise control system (CCS) Engine speed signal AC compressor cut-off AC compressor standby (increase in idling speed) Glow plug warning light Fuel consumption signal Wiring for diagnosis and immobiliser Terminal DF Combination processor in dash panel insert

Colour coding/Legend = Input signal = Output signal = Battery positive = Earth

50

30 15
86 30

J52

4
85 87

S13 10A

S243 15A

B146

S229 15A

S232 10A

S132 50A
A/+

B
F

G62

F47

N79

F36

20 9

46

44 J248

36

35

21

10

19

47

54

70

77

69 67

71

55

62

51

22

45 18

41

48

16

42

28

76

53

64

56

57

80

66 59

N109 G28

G81

G149

5 N146

G80

Q6
31

SP 16-63

B146

= Positive connection in interior wiring loom

51

Self-Diagnosis
Self-Diagnosis and Safety Concept of the TDI with Electronic Diesel Control - EDC

DIAGNOSIS
The control unit carries out the following functions when driving: Comparison of the measurements supplied by the sensors for plausibility. Monitoring the electrical and mechanical operation of the actuators. This is done by conducting a set/actual value comparison. The results have to satisfy certain fixed requirements. Monitoring the state of the electrical plug and cable connections for open circuits and short circuits.

If a fault occurs in the system, the EDC reacts in stages in accordance with the significance of the fault.

REACTION

Stage 1:

If sensors with correction functions fail, the system continues to operate with fixed substitute values or adopts analysable information from other sensors. The driver is usually unaware of this and the fault is detected during the Annual Inspection. More significant faults which can result in failure of subfunctions, result in a reduction in engine output. The driver is advised of this by the glow period/ warning signal lamp flashing. If the driver can no longer influence the power output of the engine with the accelerator pedal, the EDC controls the engine into the fast idling mode. This enables the vehicle to be moved out of flowing traffic. If reliable operation of the engine is no longer assured, the engine is switched off by the quantity adjuster. If the fault does not allow the engine to be switched off with the quantity adjuster, it is then switched off by means of the fuel cut-off valve (redundancy).

Stage 2:

Stage 3:

Stage 4:

52

The diesel direct injection system control unit features a permanent fault memory. This makes it possible to check faults which have occurred during earlier starts. This is a reliable means of rapidly detecting the causes of faults. Self-diagnosis of the electronic control unit is conducted in operating mode "1" - TEST OF VEHICLE SYSTEMS. The faults are analysed with the vehicle system tester V.A.G 1552. All the coloured sensors/actuators are monitored.

1 4 7 C O 8 Q 5

2 6 9

HELP

V.A.G. 1552

SP 17-29

< M40 -GF/ > PBT

G UR Y RB PIE GERMAN 1 1.0 22 7 .18

OW FL

SS LU HF RC DU

1 6 46 4 90 07

3 2 1

4
1/min x 1000

5 6 7
60 40 20

100 80

120
km/h

140 160 180 200 220 240

Pin 48

SP 16-65
DF

Functions of self-diagnosis: Address word "01" - Engine electronics

Note: If the address word "00" - automatic test sequence - is selected, all the control units of the vehicle with a diagnostic capability are interrogated. The control unit version and the fault memory are displayed.
53

01 - Interrogating control unit version 02 - Interrogating fault memory 03 - Final control diagnosis 04 - Basic setting 05 - Erasing fault memory 06 - Ending output 07 - Coding control unit 08 - Reading measured value block 09 - Reading individual measured value 10 - Adaptation

Self-Diagnosis
Function "01": Interrogating control unit version This function enables the control unit versions to be interrogated. This function is used to retrieve the stored data of the control unit which is being examined. The illustration shows the data which appear in the display of the vehicle system tester V.A.G 1552 and the meaning:

Part number of control unit

Displacement of engine

Type of engine

Control unit

Software version of control unit

028906021BT Coding 00000

Coding of control unit

1.9 l R4 EDC SG

DOP WSC 00845

Workshop code

SP 16-66

Function "02": Interrogating fault memory

Note: Faults which occur sporadically are erased again after 40 starts if they have not re-occurred.
Fault code

Interrogating the fault memory makes it possible to read all the faults which have occurred during driving. A number of these faults are indicated by the glow period warning lamp flashing. When the fault memory is read, it is possible to determine the component or signal which is faulty. A fault code is displayed which corresponds to the type of fault which exists. An explanation of this fault code is given in the Workshop Manual, where you can also find the possibilities for rectifying the faults. The following faults are possible: - Short circuit or short to earth - Open circuit - Implausible signal. The readout in the display is able to distinguish between permanent faults and faults which occur sporadically. Sporadic faults are identified at the end of the second line of the display with /SP. The illustration below provides an example:
Element or signal causing the fault

00522

Coolant temperature sender - G62

Short circuit to earth

Type of fault

/SP
SP 16-67

Sporadic or permanent fault

54

Function "03": Final control diagnosis

This function makes it possible to check all the actuators, their operation and function. Activation is checked with the engine idling. The engine stops if the fuel cut-off valve is actuated. The actuators are operated each for 30 seconds. The period of the test can be extended by using the cursor keys. The actuators are checked in the following sequence: Commencement of injection valve N108 Exhaust gas recirculation valve N18 AC compressor, standby Fuel cut-off valve N109 Charge pressure control solenoid valve N75 Glow plug relay J52 Glow period warning lamp K29 Low heating capacity relay J359 High heating capacity relay J360 To repeat final control diagnosis, switch off ignition for 20 seconds.

Function "04": Basic setting

The commencement of injection solenoid valve N108 is activated constantly in function "04". As a result, injection is retarded up to its maximum. The fuel temperature and angle of advance are read for conducting a dynamic test of fuel injection. These values should be compared with the values in the table in the Workshop Manual. It is then possible to calculate the correct advance angle of the injection pump. The following illustration shows these values:

System in basic setting

SP 16-68

43 34 0 18

15

114 77

132 155 109

Commencement of injection

Fuel temperature

55

Self-Diagnosis
Function "05": Erasing fault memory This function erases all faults which do not exist at that moment. If a fault remains in the memory during erasing, a readout appears in the display to the effect that the fault has not been erased. The fault which was not erased is then displayed.

Function "08": Reading measured value block

The measured value block is used for testing the vehicle. If this measured value block is selected, it is then necessary to specify the group to be displayed. There are a total of 15 groups, arranged from 001 to 015. If display group 001, for example, is selected, the following readout appears in the display of V.A.G 1552:

Function

Read measured value block 900 rpm

Display field 1

2.5 mg/H
2

0.720 V
3

88.2C
4

SP 16-69

The table overleaf shows the meaning of the figures which appear in the individual display groups.

56

Table of readouts which appear in the display

Display group 001 002 003 004 005 006 007 008 009 010 011 012 013 014 015 1
Engine speed xxxx rpm

Display field 2
Quantity injected xx.x mg/Stroke

3
Sender voltage modulating piston movement x.xx V Operating state 111 AC compressor on 010 Idling switch closed 100 Idling speed increased Actual inducted air quantity xxx mg/Stroke Actual commencement of injection xxx mg/Stroke Actual commencement of injection xx.x B (A) TDC

4
Coolant temperature xxx.x C

Engine speed xxxx rpm

Accelerator pedal position 0-100 %

Coolant temperature xxx.x C

Engine speed xxxx rpm Engine speed xxxx rpm

Set inducted air quantity xxx mg/Stroke Set commencement of injection xx.x B (A) TDC

On/off ratio EGR valve 0-100 % Excitation commencement of injection valve 0-100 % Coolant temperature xxx.x C

Engine speed xxxx rpm

Start quantity xx.x mg/Stroke

Road speed xxxx km/h

Xxx Clutch xXx Brake F xxX Brake F47 Vacant Injected quantity driver input xx.x mg/Stroke

Vacant

Version with cruise control system xxx Coolant temperature xxx.x C Injected quantity limit smoke map xx.x mg/Stroke Sender voltage modulating piston movement x.xx V Accelerator pedal position 0-100 % On/off ratio charge pressure control valve 0-100 % Coolant temperature xxx C

Fuel temperature xxx.x C Engine speed xxxx rpm

Intake air temperature xxx.x C Injected quantity limit torque map xx.x mg/Stroke Injected quantity limit automatic gearbox xx.x mg/Stroke Charge pressure xxx mbar Actual charge pressure xxxx mbar

Engine speed xxxx rpm

Injected quantity road speed control xx.x mg/Stroke Air pressure xxxx mbar Set charge pressure xxxx mbar

Inducted air quantity xxx mg/Stroke Engine speed xxxx rpm

Vacant Injected quantity difference Cylinder 4 to Cylinder 3 x.xx mg/Stroke Vacant Engine speed xxxx rpm

Glow period xx.xx Injected quantity difference Cylinder 2 to Cylinder 3 x.xx mg/Stroke Vacant

Supply voltage control unit xx.x V Injected quantity difference Cylinder 1 to Cylinder 3 x.xx mg/Stroke Vacant Consumption l/h

Vacant

Vacant Calculated quantity mg/Stroke

mg/Stroke

Note:
You can find the specified values in the Workshop Manual SKODA OCTAVIA - 1.9-ltr./66 kW (TDI) Engine, Fuel Injection and Glow Plug System!

57

58

The TDI Engine

Engine Code AGR

SP 16-70

... CAN ALSO RUN ON BIODIESEL!

59