SSP 055 20 110kw 16 85kw Fsi Engine

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The FSI technology (Fuel Stratified Injection = Injection with stratified

charge) adds a new dimension to the 2.0-ltr. and 1.6-ltr. petrol engines.
FSI engines are more economical, cleaner and more agile than an
intake manifold injector.
These new engines fulfil optimally the current demands for a lower
consumption, a better environmental balance and a high driving
satisfaction.
For Škoda vehicles, the FSI engines are available in the new
ŠkodaOctavia.
In this Self-Study Programme you can get acquainted with the

technical innovations of these engines.
Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not permitted
unless authorised by ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee or accept any liability
with respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�
2 GB
Contents
Part I – 2.0-ltr. FSI engine
Engine mechanical components 4

Engine highlights 4
Cylinder block 6
Crankcase breather 6
Intake manifold - bottom part 7
Piston 7
The cylinder head 8
Camshaft adjustment 9
Engine lubrication 15
Oil circulation 15
Oil filter module 15
Engine management 16
Intake manifold with switching roller 16
Intake air guide and operation modes 17
Double injection 22
Fuel supply 25
Fuel pump control unit J538 25
Fuel system regulated as needed 26
Fuel-high pressure pump 28
Parts of the fuel system 30
Exhaust system 32
Exhaust system 32
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Exhaust system 34
Regeneration of the storage catalytic converter NOx 36
Sender 38
Exhaust gas recirculation 39
Part II – 1.6-ltr. FSI engine
Engine mechanical components 40

Chain drive 41
Camshaft adjustment 42
Sealing the timing case 43
Oil pump 44
Engine cover 46
Intake manifold 47
Cooling 48
Two-circuit cooling system 48
Cooling system overview 50
Exhaust gas recirculation valve N18 AGR 51
Sensors 52
Sensors and senders 52
Appendix 55
PCV control valve for 1.6-ltr. FSI engine 55
Piston shape 2.0-ltr. FSI engine 55
Piston shape 1.6-ltr. FSI engine 55
System overview 56
Function diagra 58
Service Service Service Service Service Service Service Service Service
OCTAVIA
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maintenance, setting and repair instructions

in the
unlessWorkshop
authorised by ŠKODAManual.
AUTO A. S. ŠKODA AUTO A. S. does not guarantee or accept any liability
GB 3
Engine mechanical components
Part I – 2.0-ltr. FSI engine

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SP55_01
Engine highlights
– One piston high pressure pump

– Plastic switching intake manifold
– Intake manifold bottom part with continuously adjustable intake manifold flaps
– Cooled exhaust gas recirculation valve
– Roller rocker arm with hydraulic supporting elements
– Two overhead camshafts
Protected by(DOHC) withfor continuous
copyright. Copying private or commercialinlet camshaft
purposes, adjustment
in part or in whole, is not permitted
– Balance shaft transmission in the oil pan
– Beam guided combustion procedure
Note:
If not specified otherwise, the illustrations and
the descriptions in part I of this brochure refer to
the 2.0-ltr./110 KW FSI engine with the code
letters BLX.
4 GB
Technical Data
stratified
FSI Versions and homogeneous homogeneous
homogeneous
Engine code letters BLX BLR BLY
Design 4-cylinder inline engine
Displacement 1984 cm3
Bore 82.5 mm
Stroke 92.8 mm
Compression ratio 11.5 : 1 10.5 : 1
Valves per cylinder 4
Firing order 1–3–4–2
max. power output 110 kW at 6000 rpm–1
max. torque 200 Nm at 3500 rpm–1
Engine management Bosch Motronic MED 9.5.10
Petrol 95 (91) RON
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Fuel Petrol 98 (95) RON

Emission standard EU4 EU2
Technical highlights
Engine code letters: BLX 150 300

Type: Inline engine
Number of cylinders: 4 135 270
Valves per cylinder: 4
Compression ratio: 11.5 : 1 120 240
Displacement: 1984 cm3
Bore diameter: 82.5 mm
Protected by copyright. Copying for private or commercial purposes, in part or in 105
whole, is not permitted 210
Stroke:unless authorised by ŠKODA AUTO 92.8 A. S.mm
ŠKODA AUTO A. S. does not guarantee or accept any liability
Valve control: Roller rocker arm
with hydraulic 90 180
supporting elements
max. power output: 110 kW at 6000 rpm 75 150
M (Nm)
P (kW)
max. torque: 200 Nm at 3500 rpm

Engine management: Bosch Motronic 60 120
MED 9.5.10
Fuel: Petrol Super Plus 45 90
Unleaded 98 RON
(Super Unleaded 95
30 60
RON is possible, with
low reduction in
15 30
performance)
Exhaust after treatment: NOx storage catalytic
converter und 2 pre- 0 1000 2000 3000 4000 5000 6000 7000
catalytic converters n (min –1 )
Emission standard: EU4 SP55_02
GB 5
Cylinder block
The cylinder block consists of an aluminum

alloy and is the most compact unit of its
category with a cylinder distance of 88 mm
and an overall length of only 460 mm.
SP55_03
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Crankcase
unless authorisedbreather
by ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee or accept any liability
The gases from the combustion chamber, The gases are led via the hose connector into
which are pushed past the piston into the the integrated labyrinth of the cylinder head
crankcase, bind oil particles and penetrate into cover. From there they reach as almost oil-free
the oil separator. The majority of the oil blow-by gases the intake manifold via the
particles is separated from the gases in the oil pressure regulator valve.
separator.
Labyrinth
Cylinder head cover
Hose connection
Oil separator
SP55_04
6 GB
Intake manifold - bottom part
The intake manifold bottom part is bolted to (Engine control unit). The position of the
the fuel distribution pipe. intake manifold flaps influences the mixture
In the intake manifold bottom part, there are formation and thus the exhaust gas values.
four intake manifold flaps, which are adjusted The actuation of the intake manifold flaps
by the intake manifold flap motor V157 via a belongs to the exhaust gas relevant systems
common shaft. The potentiometer for the and is monitored by the EOBD.
intake manifold flap G336, which is integrated
in this engine, serves as feedback for the flap
position at the Motronic control unit J220
Fuel feed for Intake manifold flap

Intake manifold flap motor V157
injection valve motor V157
Fuel pressure sender G247

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SP55_46
SP55_28
Fuel distributor pipe
Fuel distributor pipe Intake manifold flap
Piston
Lightweight constructed smooth shank piston

out of aluminum alloy with closely positioned
piston pin bosses.
Advantage: smaller reciprocating masses and

lower friction values, as the piston shaft runs
SP55_09
only with part of the circumference in the
cylinder.
A flow recess, which guides the air flow in the
stratified charge mode towards the spark plug
is integrated into the piston crown. The
geometrical shaping of the piston sets the air
flow into a rolling motion (Tumble-Effect).
SP55_10
GB 7
The cylinder head
with 4-valve technology and roller rocker arm Each suction channel is divided through a
is adapted to the direct injection procedure: tumble plate into an upper and lower half. Due
to its shaping no incorrect assembly is
The valve control is performed via two possible.
overhead camshafts, which are mounted
torsionally stiff in a ladder frame. The mounts of the high pressure injection
valves are integrated into the cylinder head,
The drive of the exhaust camshaft is whereby the high pressure injection valves
performed by means of the toothed belt, protrude directly into the combustion
which in turn drives the inlet camshaft via a chamber.
single chain.
Ladder frame
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Exhaust camshaft
Inlet camshaft
Cylinder head
Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not permitted SP55_12
Tumble plate
8 GB
Positioning of the camshafts to each other
The inlet and exhaust camshaft must be

turned to each other, so that the markings are
positioned exactly opposite each other.
The drive chain must be positioned in this

camshaft position, without taking into account
the number of rollers. The cylinder head bolts SP55_16
can only be screwed in and unscrewed in this
Cylinder head bolt
position.
Note:
You will find the tightening torque
of the cylinder head bolts in the
current repair manual.
Camshaft adjustment
Only the inlet camshaft is adjusted. The The inlet camshaft is equipped at the one end
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camshaft adjuster is located on the exhaust with the Hall sensor rotor and at the other end
camshaft. with the double cams for the drive of the fuel-
high pressure pump.
Marking
Hall sensor
Exhaust camshaft Camshaft adjuster
rotor
Chain sprocket at
camshaft adjuster
Inlet camshaft
Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not permitted SP55_15
with respect to the Toothed
correctness of belt
information in this document. Copyright by ŠKODA AUTO A. S.�
Drive chain
Chain tensioner
Double cams
GB 9
Structure of the camshaft adjuster
The inlet camshaft is hydraulically map- The external rotor is bolted to the front and
controlled adjusted with a camshaft adjuster rear cover of the camshaft adjuster. The chain
continuously up to 42° crankshaft angle (21° spocket is a component of the rear cover and
camshaft angle). for this reason the external rotor is also
connected to the chain sprocket.
The toothed belt drives the exhaust camshaft
and the exhaust camshaft accomodates on the The twisting of the external rotor towards the
opposite side the internal rotor of the internal rotor is transferred via the drive chain
camshaft adjuster. onto the inlet camshaft. Thus, the timing of
the inlet valves is changed.
Rear cover
Internal rotor
Front cover
Oil bore
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Chain sprocket at
camshaft adjuster
Oil bore SP55_73

External rotor Spring
Locking pin
Screw
Washer
Inlet camshaft timing

adjustment valve -1- N205
Oil supply module

Non-return valve
The inlet camshaft timing adjustment valve
N205 is an important component of the oil
supply module.
The oil supply module is integrated with the
drive chain, the chain tensioner and the
double cams into the cover for the camshaft
adjuster.
Cover SP55_53
10 GB
Working mode
The camshaft adjuster is supplied with oil from the engine oil pump via the oil channels in the
cylinder block, cylinder head and oil supply module.
The different filling of the working chambers with oil, located next to the tabs of the internal
rotor, leads to a twisting of the external rotor in relation to the internal rotor.
The inlet camshaft timing adjustment valve -1- N205 is actuated by the engine control unit and
regulates in line with the engine speed, load and coolant temperature, the adjustment of the
inlet camshaft up to 21°.
Camshaft adjuster unpressurized
The inlet camshaft timing adjustment valve It prevents a twisting of the external rotor (and
N205 is de-energized. The spring-tensioned at the same time an adjustment of the intake
locking pin is latched into a recess in the rear camshaft) during the starting procedure. The
cover of the camshaft adjuster. external rotor and therefore also the inlet
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camshaft are located in the “late position”.
Internal rotor Front cover

Rear cover
External rotor in
“Late” position
°
21
Oil bore
Washer
SP55_54
SP55_55
Working chamber Recess

Tab of internal rotor
Locking pin latched
GB 11
Unlatch the locking pin
The inlet camshaft timing adjustment valve 1 N205 opens the access to the working chamber B.
The flowing oil flows through the recess in the rear cover under the locking pin and raises it.
The locking pin unlatches and the external rotor moves in the direction of “Early position”– red
arrow.
Oil feed into the working chambers B
Oil return from the working chambers A

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SP55_56
Oil feed
Oil return
Locking pin
unlatched
Rear cover
External rotor in
“Late” position Spring
Internal rotor
Recess
Working chamber B
SP55_57
SP55_60
Oil bore Front cover
Working chamber A
Note:
If the engine is switched off, the oil pressure in the working chambers drops
and the locking pin latches again by means of the spring.
12 GB
External rotor in “Control” position
The inlet camshaft timing adjustment valve 1 N205 is adjusted in such a way that both working
chambers are pressurized with oil. Depending on the different oil pressures in the working
chambers A and B the external rotor (red double arrow) adjusts itself and therefore also the
inlet camshaft towards "Early" or "Late". The actuation enables a continuous camshaft
adjustment.
Internal rotor External rotor in

“Control” position
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Working chamber B
SP55_59
Working chamber A
External rotor in “Early” position
If the oil pressure in the working chambers B increases, the external rotor moves further
towards “early” (red arrow), until it reaches the “Early” position.
The external rotor and therefore also the inlet camshaft are located in the “Early” position.
Protected by copyright. Copying for private or commercial External

purposes, inrotor inwhole, is not permitted
part or in
“Early” position
Internal rotor
Working chamber B
SP55_62
Working chamber A
GB 13
External rotor in “Late” position
When adjusting from “early” to “late”, the inlet camshaft timing adjustment valve 1 N205 is
adjusted in such a way that the oil flows into the working chambers A. The oil pressure in the
working chambers B decreases. The external rotor moves back into the “Late” position - red
arrow.
Internal rotor External rotor in

“Early” position
Oil return from the
working chambers B
Oil feed into the

working chambers A
SP55_61
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Oil feed ProtectedOil returnCopying for private or commercial purposes, in part or in whole, is not permitted
by copyright.
unless authorised by ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee or accept any liability SP55_63
Working chamber A Working chamber B
An oil bore is located in the tab of the internal rotor, so that the locking pin does not latch in the
“Late” position. The oil from the working chamber A flows through this oil bore into the slot
under the locking pin shoulder. The oil pressure maintains the spring-tensioned locking pin in
the unlatched position.
External rotor in Oil bore

Oil feed from the
Internal rotor “Late” position
working chamber A
Slot
Working chamber B
SP55_64
Working chamber A
Oil bore Tab of internal
rotor SP55_58
Locking pin
unlatched
14 GB
Engine lubrication
Oil circulation
Through converting to the 4-valve cylinder The hydraulic supporting elements and the
head with roller rocker arm, the oil gallery camshaft bearings are supplied with oil
differs substantially from the 5-valve cylinder pressure by two oil channels. There is a spray
head with bucket tappet. bore in the supporting elements, which serves
The oil passes between the 3rd and 4th as oil supply for the roller rocker arms. During
cylinder in the cylinder head via the main oil the further course of the oil channels, the
channel of the cylinder block. camshaft adjuster is pressurized with oil
pressure for the camshaft adjustment.
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SP55_11
Settling chamber for

crankcase ventilation
Oil outlet
Oil filter module
Oil cooler
The new oil filter module was developed as a Coolant inlet
highly integrated plastic unit and contains the
following units:
– Pressure relief valve Oil inlet
– Oil filter with paper filter element

Coolant
– Coolant flow around oil cooler outlet
Pressure relief valve

– Settling chamber for the coarse oil
separator of the crankcase ventilation
SP55_27
Paper filter element
Oil drain valve
GB 15
Engine management
Intake manifold with switching

roller
The two-stage switching intake manifold Load, engine speed and coolant temperature
improves the desired power output and are relevant sizes for this.
torque characteristics. The pneumatic
actuation of the switching roller from the
torque position to the power output position is
performed map-controlled.
Switching roller
The switching roller is in the power output

Power channel position. The engine draws in air via the
power and the torque channel.
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Torque channel
SP55_29
The switching roller is in the torque position.

The engine draws in air only via the torque
channel.
SP55_30
16 GB
Intake air guide and operation modes
In contrast to conventional petrol engines, which depend on a homogeneous air-fuel-mixture,

engines with gasoline direct injection (FSI), functioning according to the lean concept, can be
operated in the partial load range through well-directed stratified charge with high excess air.
The FSI method creates two substantial operation modes, the homogeneous mode in the full
load range and the stratified charge mode in the partial load range.
Homogeneous mode
The drawn in air mass is guided in both parts This air guide makes the homogeneous mode
of the suction channel (above and below the possible.
tumble plate) into the combustion chamber, if
the intake manifold flap is open.
Drawn in air
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Throttle valve unless authorised by ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee or accept any liability
SP55_31
Intake manifold open
Tumble plate
Stratified charge mode
The drawn in air mass is only guided in the This air guide is used for the stratified charge
suction channel above the tumble plate into mode.
the combustion chamber, if the intake
manifold flap is closed.
Drawn in air
Throttle valve
SP55_32
Intake manifold
closed
Tumble plate
GB 17
Engine management
Homogeneous mode
In the upper load and speed range the intake Throttle valve
manifold flap is opened, so that the drawn in Spark plug
air mass can flow into the cylinder via the
upper and lower suction channel.
Intake manifold
open
Tumble plate
High pressure injection valve

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SP55_33
Drawn in air mass
The fuel injection is performed in the suction

phase and thereby a homogeneous (14.7:1)
filling occurs in the cylinder.
Fuel
SP55_34
18 GB
The air-fuel mixture has far more time to mix
optimally, when injection is performed during
the intake stroke.
Homogeneous air-fuel
mixture
SP55_35
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The combustion takes place in the whole

combustion chamber.
Burning air-fuel
mixture
SP55_36
The advantages in the homogeneous mode result from direct injection in the intake stroke,
whereby part of the warmth is extracted from the drawn in air mass through the vapors of the
fuel. The knock tendency is reduced through the interior cooling; consequently the engine
compression can be increased and the degree of efficiency is improved.
GB 19
Engine management
So that there is a stratified charge, the

injection, the combustion chamber geometry
as well as the interior current in the cylinder
must be optimally co-ordinated. In addition,
certain requirements must be fulfilled.
These are:
– Engine is in the corresponding load and SP55_37

speed range.
– No exhaust gas relevant fault in the system.
– Coolant temperature above 50 °C.
– The temperature of NOx storage catalytic
converter must be between 250 and 500 °C.
– The intake manifold flap must be closed. Throttle valve
Drawn in air mass
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In the stratified charge mode, the intake

manifold flap closes the lower suction channel
completely. The drawn in air mass only flows Intake
via the upper suction channel with a smaller manifold flap
cross-section and thus is accelerated.
Afterwards it flows roller-shaped into the
cylinder. Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not permitted
Tumble plate
High pressure
injection valve SP55_38
The tumble effect is still strengthened by the

flow recess in the piston. At the same time the
throttle valve is opened far enough, in order to
keep the throttle losses as low as possible.
SP55_39
20 GB
During the combustion stroke and shortly
before ignition timing, fuel is injected under
high pressure (5 to 11 MPa) into the close
range of the spark plugs.
Fuel
SP55_40
As the injection direction points directly to the

spark plug, the fuel cloud rarely comes into
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contact with
Protected the piston
by copyright. Copying for crown. We are
private or commercial talking
purposes, in part or in whole, is not permitted
about a “beam guided” combustion
procedure.
Fuel cloud
SP55_41
Ignited mixture
A well ignitable mixture cloud forms within

the close range of the spark plugs, which is
ignited in the compression phase. Additionally
after combustion, there is an isolating air layer
between the ignited mixture and the cylinder
wall. This leads to a reduction of the heat
dissipation via the engine block.
Isolating air
layer
SP55_42
GB 21
Engine management
Double injection
Two other operation modes have been added to the previously described operation modes.
The operation modes are:
– Double injection catalytic converter heating

– Double injection full load.
Thus, on the one hand the catalytic converter is heated much faster and on the other hand the
torque is increased in the lower speed range.
Double injection catalytic converter heating
During double injection catalytic converter heating, the catalytic converter is heated up much
faster and it reaches its operating temperature much earlier. In addition, quiet running is
improved and fewer HC emissions develop. Everything together leads to a reduction in exhaust
emissions and consumption.
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F ir st inject ion
The first injection is performed approx.

300° KW before ignition TDC during the intake
stroke.
This results in an equal distribution of the air-
fuel mixture.
1st
Protected by copyright. injection
Copying for private or commercial purposes, in part or in whole, is not permitted
SP55_48
S econd injection
For the second injection, a small amount of

fuel approx. 60° KW is additionally injected
before ignition TDC. This mixture burns very
late and the exhaust gas temperature
increases.
2st injection
SP55_49
The warmer exhaust gas warms up the

catalytic converter and it reaches its operating
temperature more rapidly.
to the catalytic
converter
SP55_50
22 GB
Double injection full load
Petrol direct injections at speeds up to 3000 rpm as well as full load can partially result in an
undesirable uneven mixture distribution. This is prevented through the use of a double injection
and a torque increase of 1–3 Nm is achieved.
F i r s t inject ion
The first injection is performed once again

approx. 300° KW before ignition TDC during
the intake stroke. At the same time
approximately two thirds of the total fuel
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quantity to be injected, is injected.
1st injection
SP55_51
S e cond inject ion
The remaining fuel quantity, approximately

one third, is injected just at the beginning of
the compression stroke. Thus, less fuel is
deposited at the cylinder wall. The fuel
evaporates nearly completely and the mixture
distribution is improved.
In addition, there is a richer mixture in the 2st injection

area of the spark plug than in the rest of the
combustion chamber. This improves the
combustion cycle and reduces the knocking SP55_52
tendency.
GB 23
Engine management
Operation modes
The beam guided combustion procedure At increasing speed, the time for the mixture
enables a homogeneous and a stratified formation in the combustion chamber is
charge mode. Depending on load condition shortened. An adequately ignitable mixture
and position of the accelerator pedal, the cannot be produced.
engine control unit selects the optimal The engine control unit switches into the
operation mode. homogeneous mode, in order to ensure a safe
In the stratified charge mode, the fuel air mixture formation. The fuel-air mixture is
mixture in the combustion chamber is λ = 1.60 enriched and is reduced in stages to λ = 1 .
– 4.00 (excess air).
4 main operation modes are driven:
– stratified lean with λ = 1.6 – 4.00 and exhaust gas recirculation (= EGR)
– homogeneous lean with λ = 1.55 without EGR

– homogeneous unless
withauthorised
λ = 1 byand EGR
ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee or accept any liability
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– homogeneous with λ = 1 without EGR
homogeneous withλ = 1 without EGR
homogeneous
withλ = 1 and EGR
homogeneous
lean without EGR
stratified
lean with EGR
SP55_43
n = Engine speed
p = Average pressure
24 GB
Fuel supply
Fuel pump control unit F538
The control unit is fitted on the right under the

rear seat bench in the cover of the electrical
fuel pump for pre-supply.
Task
The fuel pump control unit J538 actuates the

electrical fuel pump for pre-supply and
regulates the pressure in the low pressure fuel
system in the range of 0.05-0.5 MPa. The
pressure is increased to 0.6 MPa at hot and
cold start.
SP55_24
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Effects of signal failure
If the signal of the fuel pump control unit fails,

an engine operation is not
unless authorised possible.
Kl. 30
Kl. 15
Electrical circuit
J519
G Fuel gauge sender S S
G G6
G1 Fuel gauge
G6 Fuel pump for pre-supply
J220 Motronic control unit

(engine control unit)
J285 Dash panel insert control unit
J519 Onboard supply control unit
J538 Fuel pump control unit J538
The fuel gauge sender G is supplied with

signal mass from the fuel pump control unit
J538.
The signal mass in turn comes from the J285 31 G1
control unit in the dash panel insert J285.
T94/48
J220
SP55_45
GB 25
Fuel supply
Fuel system regulated as needed
The electrical fuel pump for pre-supply delivers only as much fuel to the fuel high-pressure
pump as it needs. This reduces the electrical power absorption capacity and the fuel
consumption drops.
Note:
If the engine control unit or the electrical fuel pump for pre-supply is replaced, an
adaptation must be carried out.
For this reason, please oberve the notes in the mode of operation “Targeted Fault
Finding” of the VAS 5051.
Driver door contact
Onboard supply control
switch F2
unit J519
Battery
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Motronic control unit

J220
Fuel pressure sender, low

pressure G410
Fuel pump control unit F538
Pressure regulator valve
Fuel feed line
Fuel filter
with respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.� Fuel tank
Electrical fuel pump for
pre-supply G6
Supply voltage unpressurized

Output signal
0.05 to 0.6 MPa – Low pressure
Input signal
Earth 5 to 11 MPa – High pressure
26 GB
Low pressure fuel system High pressure fuel system
In the low pressure fuel system, the fuel In the high pressure fuel system, the fuel
pressure in the normal mode is in the range of pressure is between 5 and 11 MPa.
0.05-0.5 MPa. The pressure is increased to
0.6 MPa at hot and cold start. I t c o n s i s ts o f:
I t c o nsist s of : • the fuel-high pressure pump

• Fuel pressure regulating valve N276
• the fuel feed line • a high pressure fuel line
• the fuel pump control unit J538 • the fuel distributor pipe
• the fuel reservoir • the pressure regulator valve
• the electrical fuel pump for pre-supply G6 • the fuel pressure sender G247
• the fuel pressure sender, low pressure G410 • the injectors for cylinder 1–4 N30 – N33
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Fuel return-flow line

The fuel flows from the fuel distributor
pipe, when the pressure regulator
valve is opened, via the fuel return –
flow line into the fuel feed line.

Fuel-high pressure High pressure
pump fuel line
Pressure regulator valve

For the protection of the
components opens at a
fuel pressure of 12 MPa.
Double cams on the

inlet camshaft
SP55_23
Injectors
for cylinder 1–4
N30 – N33
Fuel pressure regulating
valve N276
GB 27
Fuel supply
Fuel pressure regulating
Fuel-high pressure pump valve N276
The fuel-high pressure pump for FSI engines High pressure connection
is a further development of the conventional
fuel pumps.
A continuous quantity of fuel with a pressure

of up to 0.6 MPa is made available for the fuel-
high pressure pump by an electrical fuel pump
for pre-supply in the tank.
The fuel-high pressure pump produces a
pressure of up to 12 MPa. The high pressure is Flat cover
achieved through the movement of the pump
piston of the high-pressure pump, which is
driven by a double cam located on the inlet SP55_65
camshaft.
Low pressure connection
The fuel pressure regulating valve N276 is
conceptualized for a fuel delivery, which fulfils
the demand. The regulating valve consists of a
coil, a valve actuation piston and a spring- When constructing the fuel-high pressure
ProCarManuals.com
tensioned inlet valve. pump, a weight reduction was consciously

observed while simultaneously optimizing the
The delivery quantity control is performed by firmness. The developed aluminum diecast
a timely co-ordinated electrical actuation of housing is covered with a layer of nickel
the regulating valve in line with the angle phosphorus for the protection against
position of the double cam. If the coil is corrosion. This protective layer makes the
electrically actuated, it results in a magnetic inside of the pump resistant to fuel.
field and the valve actuation piston is pulled On the outer layer, the protection against
into the coil. The inlet valve is closed and the corrosion is increased. Make sure that the
fuel-high pressure pump delivers the coating is not damaged when working on the
requested fuel quantity. fuel-high pressure pump.
Valve actuation piston Pulsation damping

element Low pressure connection
High pressure connection
Exhaust valve
Coil
High pressure chamber
SP55_66 Low pressure

Inlet valve
High pressure
28 Pump plunger
GB
Working mode
A principle sketch of the pump is used for the explanation of the pump actuation. Blue arrows
are used for the fuel with low pressure (pre-supply pressure) and red arrows for the fuel with
high pressure.
S u c t ion f uel
The fuel penetrates from the low pressure

connection via the inlet valve into the high
pressure chamber. The fuel is suctioned into
the high pressure chamber through the
downward movement of the pump piston
during the movement before TDC after BDC of
the double cam.
SP55_67
ProCarManuals.com
R e tu r n delivery of the fue l
In order to adapt the fuel quantity to the actual

consumption, thebycoil
unless authorised ŠKODA isAUTO
notA.excited
S. ŠKODA AUTO initially
A. S. does not guarantee or accept any liability
after reaching the BDC. This means that there
is no magnetic field and the inlet valve
remains open. The fuel is guided back into the
low pressure range.
Developing pulsations are intercepted by
pulsation damping elements which are
integrated in the housing.
SP55_68
H i g h pr essur e de liv e ry
The coil is pressurized with current and

tightens the valve actuation piston. The inlet
valve is closed. No more fuel can flow back
into the low pressure range. A high pressure
build-up occurs through the movement of the
pump piston.
The coil must not be energized permanently.

The differential pressure between the high
pressure chamber and the low pressure side
keeps the inlet valve closed.
The compression occurs continuously until SP55_69

the double cam reaches the TDC.
GB 29
Fuel supply
Parts of the fuel system
The task of the fuel distribution pipe consists adequate volume available for the balancing
of distributing a defined fuel pressure to the of pressure pulsations.
pressure injection valves and making an
Fuel return-flow line

Fuel feed line
Fuel-high
pressure pump
Fuel pressure
regulating valve N276
Fuel pressure
ProCarManuals.com
sender G410
SP55_05
Connection for fuel
pressure sender Connection for
pressure regulator High pressure Low pressure
G247
valve connection
Protected by copyright. Copying connection
for private or commercial purposes, in part or in whole, is not permitted
Connector
The fuel pressure sender has the task, within

the overall system, to measure the fuel
pressure in the fuel distribution pipe (Rail). Housing
The measured pressure is transmitted as an Contact bridge
electrical signal for the fuel pressure control to
the engine control unit.
ASIC*
The analysis electronics integrated into the
sensor is supplied with 5 V.
When the fuel pressure rises, the resistance
Conductor
decreases and at the same time the signal
plate
voltage increases.
Spacer
Sensor element
* Pressure SP55_70
Application-Specific Integrated Circuid
connection
30 GB
Injection valves N30–N33
The injection valve represents the interface

between the fuel distribution pipe and the
combustion chamber.
It is the task of the injection valve to

proportion the fuel and to obtain, by means of
fine atomization, a purposeful mixing of fuel
and air in a certain area of the combustion
chamber. Solenoid coil
When actuating the injection valve, the fuel is

injected directly into the combustion chamber
on the basis of the pressure difference
between the fuel distributor pipe and the
combustion chamber.
Solenoid
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armature
Note:
The teflon gasket must be replaced
at each disassembly of the injection Nozzle needle
nozzle - see notes in the repair
manual.
Teflon gasket
SP55_71
N30 N31 N32
N33
The engine control unit generates the

necessary actuation voltage of 50–90 volt for
the injection valves N30-N33.
This is necessary, in order to ensure a shorter
injection period compared with an intake
manifold injection.
T60/32
T60/33
T60/31
T60/48
T60/46
T60/44
T60/47
T60/34
J220
SP55_72
GB 31
Exhaust system
Exhaust system
The exhaust system is executed at two points The pre-catalytic converters are inseparably
with 2 strands in the front area, in order to connected to the respective exhaust manifold.
increase the torque in the lower speed range.
Each of the two exhaust strands is equipped Two pre-catalytic converter probes (wide band
with a pre-catalytic converter and NOx- probes) monitor the exhaust composition.
storage catalytic converter.
Detail
without hot air drip pan
Pre-catalytic converter probe
Connection for exhaust

gas recirculation
ProCarManuals.com
SP55_74
Pre-catalytic converter
NOx sensor
NOxstorage catalytic converter

(with three-way structure)
32 GB
Pre-catalytic converter Hot air drip pan
Connection for exhaust

gas recirculation
SP55_75
ProCarManuals.com

(linear)
Notes:
For vehicles with engine code letters

Post-catalytic converter probe BLR (EU4):
(jump probe) – the three way main catalytic
converter is fitted –instead of the
NOx-storage catalytic converters,
Exhaust gas temperature sender
– no exhaust gas temperature
sender is fitted,
– a post-catalytic converter probe
There are two post-catalytic probes (jump is fitted instead of the NOx
probes) behind the pre-catalytic converters. sensor.
They monitor the efficency of the pre-catalytic
converters. For vehicles
Protected by copyright. Copying for private or commercial with
purposes, in part engine
or in whole, code letters
is not permitted
Afterwards the two exhaust strands with unite
respect toto BLY
the correctness of information in this (EU2):
document. Copyright by ŠKODA AUTO A. S.�
one exhaust strand. At this location an – no pre-catalytic converters are

exhaust gas temperature sender is placed. fitted with pre-catalytic converter
After the temperature sender, the system probes,
branches out in two strands. One NOx-storage – the three way main catalytic
catalytic converter is situated in each strand. converter is fitted instead of the
NOx-storage catalytic converters,
The storage catalytic converters store the – a pre-catalytic converter probe is
nitrogen oxides (NOx) in the lean mode fitted instead of the exhaust gas
intermediately, whereby the NOxsensor temperature sender,
monitors the saturation degree and releases – a post-catalytic converter probe
the regeneration of the storage catalytic (jump probe ) is fitted instead of
converters. the NOxsensor.
GB 33
Exhaust system
Exhaust system
The further increasing demands on the exhaust systems, due to the decreased emission limit
values, require an innovative concept, which is adapted in particular to the FSI procedure.
The 2.0 l/110 KW FSI engine (EU4) has for each exhaust strand a pre-catalytic converter with a
pre- and a post- catalytic converter probe.
Note:
The illustration shows the
simplified representation only Stratified charge mode
with one exhaust strand.
ProCarManuals.com
Post-catalytic converter probe
NOx sensor control unit J583
The NOx sensor control unit is located at the The fast data transmission enables the engine
vehicle underfloor near the NOx sensor. control unit to determine more effectively the
It prepares the sensor signals and transmits nitrogen oxide saturation of the storage and to
the information via the CAN databus drive to introduce a regeneration.
the engine control unit.
34 GB
Exhaust gas after treatment system
For a lean mixture composition, there is a lot The conversion rate of NOx drops when the
of remaining oxygen in the exhaust gas. CO and HC concentrations in the exhaust gas
are too low. The NOx storage catalytic
converter is used for the reduction of the
increased NOx share in lean mode, (stratified
charge mode).
Motronic control unit J220

(engine control unit)
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NOx sensor control unit
CO – Carbon monoxide
NOx – Nitrogen oxygen
HC – Carbon dioxide
H2O – Water
Exhaust gas temperature sender G235 CO2 – Carbon dioxide
NOx sensor O2 – Oxygen
N2 – Nitrogen
SP55_44
NOx storage catalytic converter NOx storage catalytic converter
The NOxstorage catalytic converter Apart from the desired nitrate formation, the
corresponds in its structure to the three-way sulphur, which is always contained in the fuel,
catalytic converter. The intermediate layer is also deposited.
(wash coat) is however additionally covered
with barium oxide BaO. The storage capacity is limited.
This enables nitrogen oxides to be stored The saturation is communicated to the engine
intermediately at temperatures between 250 control unit by means of the NOx sensor.
and 500 °C through nitrate formation. The engine management introduces
appropriate measures for the regeneration of
the NOxstorage catalytic converter.
GB 35
Exhaust system
Regeneration of the NOxstorage catalytic converter
The regeneration phases are actuated by the engine control unit. They dissolve away the
nitrogen oxides and the sulphur. While doing so, the nitrogen oxides are converted into
innocuous nitrogen N2 and sulphur into sulphur dioxide.
For saturation with nitrogen oxides
The regeneration is performed as soon as the This causes a temperature increase of the NOx
nitrogen oxide concentration in the NOx storage catalytic converter, through which the
storage catalytic converter exceeds the fixed nitrate formations become unstable.
value in the engine control unit. The intermediately stored nitrates disintegrate
when the surrounding conditions are reduced.
The engine control unit arranges the
switchover from the stratified charge mode Finally, the nitrogen oxides are converted into
into the homogeneous mode. harmless nitrogen. The storage is emptied
and the circulation begins again.
ProCarManuals.com

approx. 2 seconds
60–90 seconds
Homogeneous mode λ < 1
Stratified charge mode SP55_76
36 GB
For saturation with sulphur
The regeneration is performed in separate in order to increase the operating temperature

phases, as the barium sulfate formed from the of the NOx storage catalytic converter to
barium oxide is chemically more stable and above 650 °C. At the same time the barium
does not disintegrate during the sulfate is changed back into barium oxide and
transformation of nitrogen oxides. The barium the sulphur, which is thereby released,
sulfate occupies also storage locations, converts into sulphur dioxide SO2.
through which the saturation of the
NOxstorage catalytic converter of nitrogen In case of sulphuric-poor fuels, the
oxides is achieved in increasingly shorter desulphurisation interval is extended
intervals. accordingly, while high sulphuric fuels
introduce more frequent regeneration phases.
As soon as a fixed limit value between two
distances is not reached, the engine
management reacts with the following Note:
measures: Driving with high speed and load
leads automatically to
– It switches for approx. two minutes from desulphurisation.
stratified charge mode into homogeneous
mode
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– and adjusts the igntion timing point

towards “late”,
TDC

approx. 2 minutes
TDC
Homogeneous mode Ignition timing point “late”
TDC
Stratified charge mode SP55_77
GB 37
Exhaust system
Sender
Exhaust gas temperature sender G235
The exhaust gas temperature sender is The sender transmits the exhaust gas
located directly in front of the NOx storage temperature to the engine control unit, from
catalytic converter. which the temperature in the NOx storage
catalytic converter is calculated.
With the help of the exhaust gas temperature The engine management needs this
sender, the operating range of the NOx information,
storage catalytic converter is monitored and – in order to be able to switch into the stratified
actuated in regards to the temperature, in charge mode, as the nitrogen oxides in the
order to ensure an optimal NOx conversion. NOxstorage catalytic converter can only be
stored between 250 and 500 °C and
In addition, the exhaust gas temperature – in order to release the sulphur deposits from
sender serves for the thermal diagnosis of the the NOx storage catalytic converter.
pre-catalytic converters and thus for the That is possible only at catalytic converter
protection of the components in the exhaust temperatures above 650 °C and a rich
strand. mixture.
This is achieved by switching over to the
homogeneous mode and ignition angle
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cancelling.
Housing with holes Base material
Connection pin
SP55_79
Sensor element in Al2O3 substratum Isolation

ultra-thin platinum
NOx sensor G295
The NOx sensor is located directly behind the

NOx storage catalytic converter. The function Platinum electrode
principle of the NOx sensor ressembles the
one of the wide band lambda probe. NOx active elektrode O2 selective elektrode
In the O2 pump cell, the oxygen content is YS-ZrO2

adapted to the constant stoichiometric value
(14.7 kg of air: 1 kg fuel) and the lambda value O2 measuring O2 pump
is measured via the pump current. cell cell
Subsequently, the gas flow penetrates via a

diffusion barrier into the O2measuring cell,
which splits up the nitrogen oxides by means SP55_78
of the reducing electrodes into oxygen (O2)
and nitrogen (N2). The NOx concentration is Heater
determined viaunless
theauthorised
oxygen
Protected by copyright.pump private or commercial purposes, in part or in whole, is not permitted Diffusion barrier
Copying forcurrent.
38 GB
Exhaust gas recirculation
The exhaust gas recirculation accelerates the The exhaust gas quantity then flows through
heating up of the engine to the operating the exhaust gas recirculation valve (EGR) with
temperature. the accurate quantity calculated by the engine
The exhaust gas, which is supplied once again control unit. The position of the exhaust
to the combustion chamber, serves for throttle valve is set by a d.c. motor and is
decreasing the combustion peak temperature monitored by means of a potentiometer. This
as well as for reducing the nitrogen oxide enables the feedback to the engine control
formation. unit. The exhaust gas recirculation valve is self
diagnostic.
The 2.0-ltr. FSI engine has an outer exhaust
gas recirculation. The extraction of the The housing of the exhaust gas recirculation
exhaust gas is performed via a connecting valve is cooled and integrated into the coolant
pipe at the pre-catalytic converter. circuit.
Connection for coolant
Exhaust gas
recirculation
valve N18 Connecting pipe
to pre-catalytic
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converter
Connecting pipe to SP55_80

intake manifold
The exhaust gas recirculation valve N18 EGR is conceptualized as a module and consists of the
following parts:
– an exhaust gas throttle valve

– an electric motor with a potentiometer for exhaust gas recirculation G212
The exhaust gas recirculation is performed in the homogeneous as well as the stratified charge
mode at an average load up to approx. 4000 rpm.
No exhaust gas recirculation occurs in idle.

Note:
After replacing the exhaust gas recirculation valve EGR and/or the engine control
unit, an adaptation must be carried out via the function “Basic setting”.
GB 39
Part II – 1.6-ltr. FSI engine
Engine highlights
– Engine cover with air filter and warm air

control
– Plastic intake manifold top part
– camshaft drive via a timing chain
– continuous camshaft adjustment
– Oil cooler
– regulated Duocentric oil pump
– Two-circuit cooling system
– Cross-flow cooling in cylinder head
– Crankcase fresh air supply and ventilation
– Gasoline direct injection with double
injection
– Engine control unit with integrated ambient
pressure sender
– Intake air temperature sender in the engine
cover
– Fuel system regulated as needed SP55_18
ProCarManuals.com
– Signal spark ignition coil

– Integrated radiator and fan control
Technical highlights
100 200
Engine code letters BLF
Design 4-cylinder inline 90 180
engine
80 160
Displacement 1598 cm3
Bore 76,5 mm 70 140
Stroke 86,9 mm
60 120
Compression ratio 12,0 : 1

50 100
Valves per cylinder 4
M (Nm)
P (kW)
Firing order 1–3–4–2 40 80
max. power output 85 kW at 6000

30 60
rpm
max. torque 155 Nm at 4000 20 40
rpm
10 20
Engine management Motronic
MED 9.5.10
Fuel Petrol 98 (95) 0 1000 2000 3000 4000 5000 6000 7000
n (min –1 )
RON
SP55_101
M = Torque
Emission standard EU4
n = Engine speed
P = Power output
40 GB
Chain drive
For the 1.6-ltr./85 kW FSI engine, a noise The targets were achieved through the use of
optimized timing chain is used for the drive of a tooth chain with 8 mm gaps in the control
the camshafts. It is tightened hydraulically drive. This chain offers an optimal
with a tensioning rail. compromise regarding
When developing the timing chain, the • Installation space,

following targets were pursued: • Load capacity,
• System complexity and
– Maintenance-free operation • Noise behaviour.
– Reduction of the noise level (in comparison
to the previously used timing belt drive) A conventional sleeve chain is used for the
– Low system costs drive of the oil pump, because of the smaller
demands.
Inlet camshaft Exhaust camshaft

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Timing chain
Chain sprocket
Sliding rail
Crankshaft
Crankshaft journal with
Hydraulic tensioning rail 2 chain sprockets
Oil pump drive chain Chain tensioner for oil

pump drive chain
unless authorised by ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee or accept anySP55_103 liability
Oil pump
Oil pump chain sprocket
GB 41
Camshaft adjustment
The 1.6l/85 kW FSI engine is available with a Inlet camshaft timing adjustment valve N205
continuous inlet camshaft adjustment. The
adjustment is performed dependent on load
and speed via a camshaft adjuster directly at
the inlet camshaft.
The camshaft adjustment leads to

• a very good internal exhaust gas
recirculation, which lowers the combustion
temperature and reduces the nitrogen oxide
emissions and
• improves the torque course.
Note:
The central fixing screw of the
SP55_96
camshaft adjuster has a left-hand
Camshaft adjuster
ProCarManuals.com
thread.
Central fixing screw
20°
Camshaft adjuster
The camshaft adjuster is screwed on the

control drive side onto the inlet camshaft.
The adjustment range is maximum 40°
crankshaft and/or
Protected 20° Copying
by copyright. camshaft angle
for private from
or commercial the in part or in whole, is not permitted
purposes,
basic setting towards
with respect “Early”.
to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�
External rotor
Internal rotor SP55_97
Note:
The principle of the camshaft adjustment is similar to the camshaft adjustment of
the 2.0-ltr. FSI engine.
In contrast to the 2.0-ltr. FSI engine, it is not the external rotor which is adjusted,
but the internal rotor.
42 GB
Sealing the timing case
The timing case compared to the cylinder head and the cylinder block is sealed with a rubber
metal gasket.
A fluid gasket is used between the timing case and the oil pan.
Oil filter housing
Transition area of
the engine oil
ProCarManuals.com
SP55_84
Rubber metal gasket

Cross-section
Rubber
with respect to the correctness of information in this document. Copyright by ŠKODAMetal
AUTO A. S.�
SP55_85
Oil filter housing Transition area of the engine oil
The oil filter housing is integrated into the A rubber metal gasket is used for the sealing
timing case. Therefore the sealing surface of the oil duct between the cylinder block and
between the cylinder block and the oil filter the control unit.
housing does no longer exist!
GB 43
Oil pump
As an oil pump, a regulated Duocentric oil pump is used for the first time. With which the oil
pressure is regulated nearly over the entire speed range to approx. 0.35 MPa. The regulation is
performed by a control ring and a control spring.
This can result in the following advantages:
– The drive power output of the oil pump is Chain

decreased by 30 %. Pressure Housing sprocket
regulator valve
– The oil wear is reduced, because less oil is
circulating.
– The oil foaming in the oil pump is External rotor

minimized, because the oil pressure SP55_94
remains nearly constant in the entire speed
range.
Control ring
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Control spring
Oil intake pipe Drive shaft with
internal rotor
Housing cover
Crankshaft
Sleeve chain Spring
Drive of the oil pump
The oil pump is screwed on at the bottom of

the cylinder block and is driven via a
maintenance-free chain drive by the
crankshaft.
The chain is tightend by means of a steel
spring at the chain tensioner.
Spring-tensioned
chain tensioner
SP55_95
Oil pump chain

sprocket
44 GB
Principle of the oil delivery
The internal rotor is fitted onto the drive shaft and drives the external rotor. A space
enlargement on the suction side occurs during the rotary movement due to the different pivots
for the interior and external rotor. The oil is suctioned and tranported to the pressure side. On
the pressure side, the area between the teeth becomes smaller and the oil is injected into the oil
circulation system.
Control of the oil pressure
For the regulated Duocentric oil pump, the oil pressure of 0.35 MPa is regulated via the oil
delivery quantity.
Deliv
Suct
Oil pressure below 0.35 MPa
ery s
External rotor
ion s
The control spring presses the control ring in the oil
ide
ide
against the oil pressure (arrows). The twisting circulation
Internal rotor
of the control ring offsets the pivot of the
ProCarManuals.com
external rotor and a space enlargement occurs

between the internal and external rotor.
This results in more oil being transported
Control
from the suction to the pressure side and
spring
injected into the oil circulation. The oil
pressure increases also with the quantity of
oil. Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not permitted
SP55_100
Control ring
from the
oil pan
Deliv
Suct
Oil pressure above 0.35 MPa External rotor

ery s
ion s
in the oil
ide
The oil pressure (arrow ) presses the control circulation

ide
ring against the control spring. The pivot of Internal rotor

the external rotor returns in the direction
home position. This results in a space
reduction between the internal and external
rotor. Control
This results in more oil being transported spring
from the suction to the pressure side and
injected into the oil circulation. The oil
pressure decreases also with the quantity of
oil. SP55_104
Control ring
from the
oil pan
GB 45
Engine cover
The following is integrated in the engine

cover:
– Air guide for throttle valve module – Damping of intake noises

– Warm air control – Air filter
– Intake air temperature sender 2 G299
Engine cover
Filter element
Intake air temperature

sender 2 G299
ProCarManuals.com
Thermostat cover
for crankcase fresh air

Thermostat warm air
supply at camshaft
control
housing
Air filter
housing
Air outlet for throttle valve

Control flap for intake air module J338
SP55_102
preheating
d
de
fol
Air inlet
Air inlet for

warm air
Bores
used for damping
the intake noises
46 GB
Intake manifold - top part
The intake manifold – top part is made out of plastic.
It has the following advantages:
– Weight reduction
– Flow improvement through smooth suction walls
In the intake manifold – top part there is a vacuum storage, which ensures that the intake
manifold flaps are also actuated at a low vacuum in the intake manifold - bottom part.
Throttle valve module

J338
to vacuum positioning element

for intake manifold flaps in intake
ProCarManuals.com
Plastic intake manifold with manifold - bottom part

vacuum storage
Intake manifold flap

to exhaust gas valve N316
recirculation
valve N18
from diaphragm valve

for crankcase
ventilation
Intake manifold pressure

SP55_83 sender G71 and intake air
to pressure sensor for temperature sender G42
brake servo pressure
sensor G294
Activated charcoal
to activated charcoal reservoir
filter system solenoid
valve 1 N80
GB 47
Cooling
Two-circuit cooling system
The cooling system in the engine is divided Cross-flow cooling in the

into two oil circuits. One third of the coolant in cylinder head, coolant
the engine flows to the cylinders and two temperature 87 °C
thirds to the combustion chambers in the
cylinder head. Longitudinal cooling in the
cylinder head, coolant
temperature 105 °C
from cylinder head
from radiator
to cooler
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from cooler
Thermostat housing
SP55_90
Position of the thermostats up to 87 °C
Both thermostats are closed, through this the

engine is warmed up more rapidly. Thermostat 1
The coolant flows through the following

components:
– Coolant pump
– Cylinder head
– Thermostat housing
– Heat exchanger
– Oil cooler Thermostat 2
– Exhaust gas recirculation valve
– Expansion reservoir
SP55_91
48 GB
Position of the thermostats from
87 °C up 105 °C
The thermostat 1 is opened and the

thermostat 2 is closed. This regulates the Thermostat 1
temperature in the cylinder head to 87 °C and
the temperature is further increased in the
cylinder block.

components:
– Coolant pump
– Cylinder head
– Heat exchanger Thermostat 2
– Oil cooler
– Cooler
SP55_92
ProCarManuals.com
Position of the themostats above

Protected 105 Copying
by copyright. °C for private or commercial purposes, in part or in whole, is not permitted
Both thermostats are opened. This regulates
the temperature in the cylinder head to 87 °C
and in the cylinder block to 105 °C. Thermostat 1

components:
– Coolant pump
– Cylinder head
– Heat exchanger
– Oil cooler
Thermostat 2
– Cooler
– Cylinder block
SP55_93
GB 49
Cooling
Cooling system overview
The cooling system is executed as a two- One for the cylinder block and the other one
circuit cooling system. A separate coolant for the cylinder head.
guiding with different temperatures is A cross-flow cooling of the cylinder head is
performed via the cylinder block and the used, in order to achieve an even cooling of all
cylinder head. The coolant guiding is combustion chambers.
controlled by two thermostats in the
thermostat housing.
Exhaust gas
recirculation valve
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Expansion reservoir
Coolant pump
Coolant circuit
cylinder block
Coolant circuit
cylinder head
Oil cooler
Cooler
50 GB
The two-circuit cooling system has the Exhaust gas recirculation valve N18
following advantages:
EGR
– The cylinder block is heated more rapidly,
because the coolant remains in the cylinder The exhaust gas recirculation valve N18 with
block until it reaches 105 °C. the exhaust gas recirculation potentiometer
– A lower friction in the crank gear through a G212 is screwed onto the cylinder head.
higher temperature level in the cylinder The valve is designed for high exhaust gas
block. recirculation quantities. The exhaust is
– A better cooling of the combustion removed directly at the 4th cylinder of the
chambers through a lower temperature cylinder head.
level in the cylinder head. This achieves a
better filling at a lower risk of knocking. Exhaust gas
recirculation
potentiometer G212
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Heat exchanger
SP55_87
Thermostat 1 of
cylinder head Removal at the Exhaust gas recirculation
(opens at 87 °C) 4th cylinder valve N18
Cooling of the exhaust gas recirculation valve
The exhaust gas recirculation valve is

integrated into the coolant circuit of the
engine and must be cooled, because of its
close location to the exhaust gas removal
point. This cools the exhaust gas recirculation
valve and protects it against high
temperatures.
Thermostat 2
from radiator
(opens at 105 °C)
Expansion
reservoir
SP55_88
to from
SP55_89 coolant cooler
pump Exhaust gas
recirculation
valve
GB 51
Sensors
Sensors and senders
Engine lad detection
The engine load is calculated by the Motronic control unit J220 (engine control unit) from the
signals of the following senders:
– Intake air temperature sender 2 G299

– Altitude sender in the Motronic control unit J220 (engine control unit)
– Intake manifold pressure sender G71
– Intake air temperature sender G42
– Engine speed sender G28
– Throttle valve drive angle sender 1 for electric throttle G187
– Throttle valve drive angle sender 2 for electric throttle G188
– Potentiometer for the intake manifold flap G336
– Hall sender G40
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Intake air temperature sender 2 G299
The sender is fitted in the engine cover in front of the throttle valve module.
Use of signal
The sender detects the temperature of the suctioned fresh air and passes the temperature
signal on to the engine control unit. The engine control unit calculates from this signal and from
the signal of the intake manifold sender G71 the density of the suctioned air.
Air outlet for

Intake air temperature throttle valve
sender 2 G299 module
SP55_106
52 GB
Exhaust gas recirculation quantity
For FSI engines, a high exhaust gas recirculation quantity is necessary, in order to reduce the
nitrogen oxide emissions. In order to bring the exhaust gas quantity close to the misfire limit, it
is necessary to calculate the exhaust gas quantity accurately.
The calculated engine load as well as the signals from the following senders are needed for the
calculation of the exhaust gas recirculation quantity:
– Intake manifold pressure sender G71

– Intake air temperature sender G42
– Altitude sender in the Motronic control unit J220 (engine control unit) – serves for the
calculation of the exhaust gas pressure
– Exhaust gas temperature sender 1 G235
Working mode
If exhaust gas is supplied via the
unlessexhaust gas recirculation,
authorised by ŠKODA AUTO A. S. ŠKODA AUTO thenA. S. the intake
does not guaranteemanifold filling
or accept any liability
increases by the quantity of the supplied exhaust gas and the intake manifold pressure rises.
The intake manifold pressure sender measures this pressure and sends a corresponding
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voltage signal to the engine control unit.

The total quantity (fresh air and exhaust gas) is determined from this signal. In order to calculate
the quantity of exhaust gas, the engine control unit deducts the fresh air mass of the calculated
engine load from the specified total quantity.
Intake manifold pressure sender G71 and

intake air temperature sender G42
Intake manifold flap valve N316
This combination unit is fixed to the plastic
intake manifold, to the right in direction of
travel.
Use of signal
The senders measure the pressure and the

temperature in the intake manifold and
transmit a corresponding signal to the engine
control unit.
It calculates from this the mass of suctioned
air and when the exhaust gas recirculation is
activated also the mass of exhaust in the
intake manifold.
If a signal from these senders fails, the

exhaust gas quantity is determined by the SP55_105
engine control unit according to the values

Intake manifold pressure sender G71
stored in the performance map. However, the
and intake air temperature sender G42
exhaust gas recirculation quantity is reduced.
GB 53
Sensors
Fuel pressure sender, low pressure G410
The sender is fitted in the fuel feed line to the

fuel high pressure pump. It measures the fuel
Fuel pressure sender,
pressure in the low pressure fuel system and
low pressure G410
sends a signal to the engine control unit.
Use of signal
The pressure in the low pressure fuel system

is regulated using this signal. In the normal
mode in the range of 0.05-0.5 MPa and at cold
and hot start to 0.6 MPa.
If the signal of the sender for fuel pressure

fails, the electrical fuel pump for pre-supply is
set to a fixed value. SP55_86
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The sender is located at the intake manifold

bottom part and is screwed into the fuel
distributor pipe. It measures the fuel pressure
in the high pressure fuel system and transmits
the signal to the engine control unit. Fuel pressure sender G247
Use of signal
The engine control unit evaluates the signals

and regulates the pressure in the fuel
distributor pipe via the fuel pressure
regulating valve N276 in the fuel high
pressure pump.
If the signal of the sender for fuel pressure

fails, the fuel pressure regulating valve is
actuated with a fixed value by the engine
control unit.
with respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.� SP55_47
54 GB
Appendix
PCV control valve for 1.6-ltr. FSI PCV control valve

engine
The PCV control valve is screwed onto the
timing case.
It provides a constant vacuum in the

crankcase and a good aeration of the
crankcase.
Note:
You can find more information
regarding the crankcase
ventilation and the PCV control
valve in the Self Study Program
No. 45. SP55_82
Ventilation hose
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Piston shape 2.0-ltr. FSI engine Piston shape 1.6-ltr. FSI engine
The flow recess in the piston strenghtens the For 1.6-ltr FSI engine, the fuel is injected
tumble effect of the flowing-in air. towards the fuel recess, close to the injection
valve, during suction. Therefore, the fuel has
For stratified charge mode, the fuelunless
is injected
Protected enough
by copyright. Copying time
for private for a purposes,
or commercial fine atomization.
in part or in whole, is not permitted
authorised by ŠKODA AUTO A. S. ŠKODA AUTO A. S. does not guarantee or accept any liability
in the close range of the spark plugs.with
The fuel
respect to the correctness of information in this document. Copyright by ŠKODA AUTO A. S.�
cloud rarely comes into contact with the

piston crown (“beam guided” procedure).
Spark plug
Spark plug
Injection valve
Flow recess Injection valve
Fuel recess
SP55_99
SP55_98
GB 55
Appendix
Sensors
System overview
For the 2.0-ltr./110 kw engines (BLX, BLR, BLY)
and the 1.6-ltr./85 kW engine (BLF)
Intake manifold pressure sender G71 Motronic control unit J220
Intake air temperature sender G42 (engine control unit)
Intake air temperature sender 2 G299
Engine speed sender G28
Hall sender G40
Throttle valve module J338
CAN Drive
Throttle valve drive angle sender -1- G187
Throttle valve drive angle sender -2- G188
Accelerator pedal position sender G79

Accelerator pedal position sender 2 G185
Brake light switch F
K-wire
Brake pedal switch F47
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CAN Diagnosis
Fuel pressure sender, low pressure G410
Knock sensor 1 G61

Knock sensor 2 G663)
Coolant temperature sender G62
Radiator outlet coolant temperature sender G83

Diagnostic
connection
Intake manifold flap potentiometer G336
Exhaust gas recirculation potentiometer G212

Lambda probe G39
Lambda probe 2 G108 1) 2)
Lambda probe after catalytic converter G130
1) 2) by ŠKODA AUTO A. S.�
Lambda withprobe
respect to2the
after catalytic
correctness converter
of information G131Copyright
in this document.
Lambda probe 3 after catalytic converter G287 2)
Exhaust gas temperature sender 1 G235 1)
NOx sensor G295 1)

Control unit for NO xsensor J583 1)
Brake servo pressure sensor G294
Clutch position sender G476
Additional signals: • CCS switch

• AC generator – terminal DFM
• Terminal 50 – starter signal
• AC compressor ON
56 GB
Actuators
Radiator fan control unit J293

Radiator fan V7
Radiator fan V35
Fuel pump G6
Fuel pump control unit J538
Injector, cylinder 1 N30

Ignition coil 1 with output stage N70

Data bus diagnostic Ignition coil 2 with output stage N127
interface J533 Ignition coil 3 with output stage N291
(Gateway) Ignition coil 4 with output stage N292
Throttle valve module J338

Throttle valve drive for electric power control G186
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Motronic current supply relay J271
25
30
35 40
45
90
130
90
130
80
100
120 14
0
16
0
Fuel pressure regulating valve N276
km/h
20
50
1/min x 100
180
60
15
55
200 220
40
10
60
20
65
5
24
70
0
unless authorised by ŠKODA AUTO Activated charcoal

A. S. ŠKODA AUTO filter
A. S. does system
not guarantee solenoid
or accept valve
any liability 1 N80
Intake manifold flap valve N316

EPC
Exhaust Fault Exhaust gas recirculation valve N18

emissions indicator
warning lamp
lamp K83 for electric Lambda probe heater Z19
power Lambda probe 2 heater Z28 1) 2)
control K132
Lambda probe heater after catalytic converter Z29

Lambda probe heater 2 after catalytic converter Z301) 2)
Lambda probe heater 3 after catalytic converter Z64 2)
Oil level/oil Heater for NOxsensor Z44 1)
temperature
sender G266
Inlet camshaft timing adjustment valve -1- N205
Intake manifold flap motor V157
SP55_25
1) 2.0-ltr./110 kW engine with code letters BLX

2) 2.0-ltr./110 kW engine with code letters BLR
3) 2.0-ltr./110 kW engine with code letters BLX, BLX and BLY
GB 57
Appendix
Function diagram For 2.0-ltr./110 kW (BLX, BLR and BLY) and 1.6-ltr./85 kW (BLF) engines
Kl. 30
Kl. 15
Kl. 87A
J519
S S S S S S
G G6
G28 G61 G66

N30 N31 N32 N33
J538
N316 N80 N205 N276 J271

G1
J285 31 G1
T60/39
T60/54
T60/38
T60/53
T60/45
T60/35
T60/19
T94/69
T60/33
T60/32
T60/48
T60/31
T60/49
T60/46
T60/34
T60/47
T94/48
T60/36
T60/51
T60/5
T60/8
J220
T60/21
T60/22
T94/35
T94/33
T94/34
T94/12
T94/37
T60/12
T60/26
T60/25
T60/16
T60/17
T60/55
T94/25
T94/11
T60/11
T60/7
T60/6
N70 N127 N291 N292

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J527
G79 G185 G410

J338 G187 G188 G186
A CAN data bus – Low G187 Throttle valve drive angle sender -1- for
B CAN data bus – High electric power control
F Brake light switch G188 Throttle valve drive angle sender -2- for
F47 Brake pedal switch electric power control
G Fuel gauge sender G212 Exhaust gas recirculation potentiometer
G1 Fuel gauge G235 Exhaust gas temperature sender 1 1)
G6 Fuel pump for pre-supply G247 Fuel pressure sender
G28 Engine speed sender G287 Lambda probe 3 after catalytic converter 2)
G39 Lambda probe G294 Brake servo pressure sensor
G40 Hall sender G295 NOx sensor 1)
G42 Intake air temperature sender G336 Intake manifold flap potentiometer
G61 Knock sensor 1 G410 Fuel pressure sender, low pressure
G62 Coolant temperature sender G476 Clutch position sender
G66 Knock sensor 23) G519 Front right brake pressure sender
G71 Intake manifold sender J220 Motronic control unit
G79 Accelerator pedal sender J271 Motronic current supply relay
G83 Radiator outlet coolant temperature sender J285 Dash panel insert control unit
G108 Protected
Lambda probe
by copyright. 21) 2)
Copying for private or commercial purposes, in part or inJ338 Throttle
whole, is not permitted valve module
G130 Lambda
with respect toprobe afterof catalytic
the correctness information in converter J527 AUTO
this document. Copyright by ŠKODA Steering
A. S.� column electronics control unit
G131 Lambda probe 2 after catalytic converter 1) 2) J538 Fuel pump control unit
G185 Accelerator pedal position sender 2 J583 Control unit for NOx sensor 1)
G186 Throttle valve drive forelectric power N18 Exhaust gas recirculation valve
control N30 Injector for cylinder 1
N31 Injector for cylinder 2
N32 Injector for cylinder 3
58 GB
Kl. 30
Kl. 15
Kl. 87A
A B
S S Z44 S S
S S
G295
G39 Z19 Z29 G130 G108 Z28 Z30 G131 G287 Z64 J583 F47 F G476
T94/56
T94/78
T94/77
T94/55
T94/51
T94/29
T94/60
T94/59
T94/53
T94/54
T94/75
T94/76
T94/73
T94/93
T94/81
T94/82
T94/61
T94/84
T94/90
T94/89
T94/24
T94/46
T94/18
T94/68
T94/67
T94/86
T94/7 J220
T94/13
T60/42
T60/27
T60/59
T60/43
T60/28
T60/58
T60/10
T60/23
T60/57
T60/15
T60/30
T94/31
T94/79
T94/57
T94/83
T60/1
T60/2
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N18 G212 G247 G42 G71 G40 G336 by ŠKODA
unless authorised V157AUTO A. S. G235 ŠKODA AUTO G83 G294 or accept any liability
A. S. does not guarantee
G62
SP55_26
N33 Injector for cylinder 4 Colour coding

N70 Ignition coil 1 with output stage
N80 Activated charcoal filter system solenoid Input signal
valve 1
N127 Ignition coil 2 with output stage Output signal
N205 Inlet camshaft timing adjustment valve 1 Bidirectional
N276 Fuel pressure regulating valve
N291 Ignition coil 3 with output stage Supply voltage
N292 Ignition coil 4 with output stage
N316 Intake manifold flap valve Earth
P Spark plug connector CAN data bus
Q Spark plug
S Fuse Diagnostic connection
V157 Intake manifold flap motor
Z19 Lambda probe heater
in out
Z28 Lambda probe 2 heater 1) 2)
Z29 Lambda probe heater after catalytic
converter
Z30 Lambda probe heater 2 after catalytic
converter 1) 2)
Z44 Heater for NOx sensor 1)
1) 2.0-ltr./110 kW engine with code letters BLX
Z64 Lambda probe heater 3 after
catalytic converter 2) 2) 2.0-ltr./110 kW engine with code letters BLR
3) 2.0-ltr./110 kW engine with code letters BLX, BLR and BLY
GB 59

SSP 055 20 110kw 16 85kw Fsi Engine

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ProCarManuals.

The FSI technology (Fuel Stratified Injection = Injection with stratified

In this Self-Study Programme you can get acquainted with the

Engine mechanical components 4

Part II – 1.6-ltr. FSI engine

Engine mechanical components 40

Service Service Service Service Service Service Service Service Service

XXXXXXXXXXXXXXXX XXXXXXXXXXXXXXXX XXXXXXXXXXXXXXXX XXXXXXXXXXXXXXXX XXXXXXXXXXXXXXXX XXXXXXXXXXXXXXXXXXXXXX XXXXXXXXXXXXXXXX XXXXXXXXXXXXXXXXXXXXXX

XXXXXXX XXXXXXX XXXXXXX XXXXXXX XXXXXXX XXXXXXX XXXXXXX XXXXXXX

You will find notes on inspection and XXXXXXXXXXXXXXXXX

maintenance, setting and repair instructions

Part I – 2.0-ltr. FSI engine

– One piston high pressure pump

Fuel Petrol 98 (95) RON

Engine code letters: BLX 150 300

max. torque: 200 Nm at 3500 rpm

The cylinder block consists of an aluminum

Fuel feed for Intake manifold flap

Fuel pressure sender G247

Fuel distributor pipe Intake manifold flap

Lightweight constructed smooth shank piston

Advantage: smaller reciprocating masses and

The cylinder head

The inlet and exhaust camshaft must be

The drive chain must be positioned in this

Structure of the camshaft adjuster

Oil bore SP55_73

Inlet camshaft timing

Oil supply module

Camshaft adjuster unpressurized

camshaft are located in the “late position”.

Internal rotor Front cover

Working chamber Recess

Unlatch the locking pin

Oil feed into the working chambers B

Oil return from the working chambers A

Internal rotor External rotor in

External rotor in “Early” position

Protected by copyright. Copying for private or commercial External

External rotor in “Late” position

Internal rotor External rotor in

Oil feed into the

External rotor in Oil bore

Settling chamber for

– Pressure relief valve Oil inlet

– Oil filter with paper filter element

Pressure relief valve

Oil drain valve

Intake manifold with switching

The switching roller is in the power output

The switching roller is in the torque position.

In contrast to conventional petrol engines, which depend on a homogeneous air-fuel-mixture,

Stratified charge mode

High pressure injection valve

The fuel injection is performed in the suction

The combustion takes place in the whole

Stratified charge mode

So that there is a stratified charge, the

– Engine is in the corresponding load and SP55_37