Service 83

1.4 ltr./132 kW TSI petrol engine

with dual-charging (compressor, turbocharger)

Self-study programme
 We would like to introduce you to the first en-
gine produced in series by Škoda, which is also
equipped with a compressor and a turbocharger.

As of 05/2010, the model ŠkodaFabia II RS is fit-

ted with the 1.4 ltr./132 kW TSI engine.

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 Contents

Brief description of the engine 4

Engine characteristics 4
Technical data 5

Engine mechanics 6

Cylinder block 6
Crank mechanism 6
Cylinder head and valve drive 7
Chain drive for the control system and the oil pump 8
Inlet camshaft adjustment 8
V-ribbed belt drive 9
Dual-charging - compressor and turbocharger 10
Schematic overview of the supercharging components 11
Working ranges of the supercharging components 12
Implementation of the working ranges 13
Supercharger 15
Noise insulation of the supercharger 17
Turbocharging 18
Exhaust manifold 18
Charge air cooling 19
Oil supply 20
Two-circuit cooling system 21
Demand-regulated fuel system 23
Exhaust system 24

Engine management 25

CAN networking 25
System overview 26
Sensors 28
Actuators 38

You will find the instructions for the assembly

and disassembly, repair, diagnostics and de-
tailed user information in the workshop manu-
als, the diagnostic units VAS and in the onboard
literature.

The time for going to press was on the 05/2010.

This brochure is not subject to an update.

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Brief description of the engine

Engine characteristics
The fundamental structural part is the 1.4 ltr./92 kW TSI engine which, amongst other things, is in-
stalled on the Superb ll model.
The main technical highlight and the difference to the 1.4 ltr./92 kW TSI engine is primarily the dual-
charging. The engine is charged by the mechanical compressor and/or the exhaust turbocharger,
based on need.
This technical solution ensures that very high engine dynamics is achieved at relatively low fuel con-
sumption, which is a characteristic of the TSI engines.

SP83_02

Technical highlights
• 4-valve technology • engine cover with vacuum reservoir for the
- Grey cast iron-cylinder block intake manifold switchover flap
• forged crankshaft • plastic intake manifold
• Homogeneous charge mode (lambda = 1) • continuous inlet camshaft adjustment
• Double injection catalytic converter heating • demand-regulated fuel system
• Exhaust turbocharger with wastegate • high-pressure fuel pump with a delivery pres-
• switchable mechanical compressor super- sure of up to 15 MPa (150 bar)
charging • communication via the diagnostic transport
• charge air cooling protocol UDS
• maintenance-free chain drive

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Technical data

Engine code CAVE

Design Production engine
Number of cylinders 4
Valves per cylinder 4
Displacement 1390 cm3
Bore 76,5 mm
Stroke 75.6 mm
Compression ratio 10 : 1
max. power output 132 kW at 6200 min-1
max. torque 250 Nm at 2000 - 4500 rpm-1
Control unit Bosch MED 17.5.5
Fuel Super unleaded with octane number 98 or 95 - with low reduction in performance

Exhaust after treatment Three-way-catalytic converter; lambda control

Emission standard EU5

Torque and power output diagram

130 375

120 350

110 325

100 300

90 275

80 250
M (Nm)
P (kW)

70 225

60 200

50 175

40 150

30 125

1000 2000 3000 4000 5000 6000 7000

n (min-1)
SP83_01

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Engine mechanics

Cylinder block
The cylinder block of the 1.4 ltr./132 kW is taken over from the 1.4 ltr./92 kW TSI engine.

Cylinder body

Outer wall of cylinder

block made out of grey
cast iron

SP83_03

Crank mechanism
The crank mechanism of the 1.4 ltr./132 kW TSI engine is based on the drive unit of the 1.4 ltr./92 kW
TSI engine just as the cylinder block.

Piston

Graphite coating of the

Piston pin piston shell

Conrod

Forged crankshaft
SP83_04

Further information regarding the cylinder block and the crank mechanism can be
found in the self-study programme 68.

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Cylinder head and valve drive
Due to the higher loads, the valve seats
Cylinder head
of the outlet valves are reinforced with hard alloy
and the valve springs are made out of stainless
steel.

Due to the higher exhaust gas temperatures,

the valve shafts of the outlet valves are filled
with sodium for better heat transfer. This reduces
the temperature at the outlet valves by approx.
100 °C.

SP83_05
Outlet valve Suction valve

Camshaft housing

The camshafts, which are mounted on three High-pressure Camshaft

bearings, are inserted into the camshaft housing. fuel pump housing
Their axial play is limited by the caps.
with roller tappet
The high-pressure fuel pump is bolted
to the camshaft housing, which is driven
by a double cam on the inlet camshaft.
The stroke of the high-pressure fuel pump
is 5.7 mm. The friction forces are reduced
by a roller tappet between the high-pressure fuel
pump and the camshaft.

SP83_06
Inlet camshaft Double cam of
pump drive

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Engine mechanics

Chain drive for the control system and the oil pump

The drive of the camshafts as well as the oil pump is performed using maintenance-free toothed
chains, which are driven by the crankshaft via gear wheels.

The drive of the camshafts Oil pump drive

The toothed chain has hardened pins and plates The oil pump is driven by a toothed chain
with high load-bearing capacity, which have been with 8 mm pitch for improved sound.
sufficiently adapted to the chain forces. It is tensioned by a spring-loaded chain tensioner.
The toothed chain is tensioned by a mechanical-
hydraulic chain tensioner.

Sprocket for inlet camshaft with Outlet camshaft sprocket

vane adjuster

Camshaft drive sprocket

Slide rail

Tensioning rail
Drive sprockets on crankshaft for
driving camshafts and oil pump
Mechanical-hydraulic chain
tensioner
Spring-loaded chain tensioner

Oil pump chain drive

Oil pump sprocket

SP83_07

Inlet camshaft adjustment

A load- and engine speed-dependent vane ad- The camshaft adjustment allows for an improved
juster is used for the continuous inlet camshaft torque band and very good internal exhaust gas
adjustment. The adjustment range is a maximum recirculation.
40° crank angle.

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 V-ribbed belt drive
The 1.4 ltr./132 kW TSI is fitted with two V-ribbed belts.

- The ancillary components are driven by a six-groove V-ribbed belt. The belt drives the coolant pump,
the alternator and the AC compressor from the crankshaft pulley.

- The supercharger is driven by a five-groove V-ribbed belt. It drives the compressor when the mag-
netic clutch is engaged.

Two tensioning pulleys ensure that the ancillary components are correctly tensioned while the su-
percharger belt is correctly tensioned by one tensioning pulley. The tensioning pulley (on the right
of the crankshaft pulley) also ensures that the V-ribbed belt runs correctly around the crankshaft pulley
and the coolant pump pulley.

Supercharger Ancillary com-

drive belt ponents drive
belt

Tensioning pulley

Supercharger
belt pulley
Alternator belt
pulley

Tensioning pulley

Tensioning pulley

Coolant pump pulley/pulley for su- Air-conditioning

percharger magnetic clutch N421 compressor belt
pulley

SP83_08

Crankshaft belt pulley

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Engine mechanics

Dual-charging - compressor and turbocharger

On Škoda models with charged engines, the supercharging was so far carried out solely with an ex-
haust turbocharger. The 1.4 ltr./132 kW TSI engine is the first to use a combination of compres-
sor and exhaust turbocharger. This means that the engine is charged by a compressor in addition
to the exhaust turbocharger depending on the torque requirements.

Turbocharger
Turbocharger
The turbocharger is constantly driven by the ex-
haust gas.

Advantages:

- very good efficiency due to the use of exhaust

gas energy

Disadvantages:

- in a small engine, the boost pressure produced

in the lower speed ranges is not sufficient
to generate a high torque
- high thermal loading

SP83_09

Supercharger
The compressor is a mechanical charger which
is activated by a magnetic clutch.

Advantages:

- faster build-up of boost pressure

- a high torque at low engine speeds
- only activated when required
- no external lubrication and cooling necessary

Disadvantages:

- requires drive power from engine

- boost pressure is produced depending on en-
gine speed and is then regulated (whereby part
of the generated power is lost again)
SP83_10
Mechanical supercharger

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 Schematic overview of the supercharging components

Regulating flap control Mechanical Intake manifold pres-

unit J808 supercharger sure sender G71
with intake air tempera- Intake air
ture sender G42
Supercharger
drive

Intake manifold
pressure sender
(compressor)
Air filter
G583 with intake
air temperature Intake
manifold
sender G520 Throttle valve module J338

Charge pressure sender G31 with

intake air temperature sender G299
Magnetic clutch

Charge air cooler

Ancillary
components Exhaust Charge pressure control sole-
drive belt manifold noid valve N75

Catalytic
converter

Charge pres-
sure control
vacuum unit Exhaust
gases
Turbocharger air recir- Turbocharger Bypass valve
culation valve N249 (wastegate) SP83_11

The intake air flows through the air filter. The po- The air compressed by the turbocharger flows via
sition of the regulating flap defines whether the charge air cooler and the throttle valve mod-
the intake air flows via the compressor or straight ule J338 into the intake manifold.
to the turbocharger.

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Engine mechanics

Working ranges of the supercharging components

Depending on the torque requirement, the engine control unit determines whether and in which way
the required boost pressure is generated. The turbocharger operates within the entire speed ranges.
The exhaust gas energy is not sufficient in the lower speed ranges to generate the required boost
pressure on its own.

Constant boost range of supercharger

The supercharger is constantly activated up to an engine speed of 2400 rpm. The super-
charger boost pressure is controlled via the regulating flap control unit J808.

Requirement-dependent boost range of supercharger

Up to a maximum engine speed of 3500 rpm, the supercharger is activated when necessary
(for example, this is necessary when the vehicle is driven at a constant speed in this range
and then accelerates quickly). Due to the slow response of the turbocharger, this forceful ac-
celeration would be delayed. Therefore, the supercharger is activated by the engine control
unit and the required boost pressure is reached as quickly as possible.

Turbocharger boost range

In the green area, the turbocharger produces the required boost pressure on its own.
The boost pressure is controlled by the charge pressure control solenoid valve N75.
Torque (Nm)

Engine speed (rpm)

SP83_12

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Implementation of the working ranges
Depending on the load and speed range, the engine control unit regulates how the intake air should
reach the cylinders in order to achieve the required torque. The engine control unit determines wheth-
er the turbocharger can produce the boost pressure on its own or whether the compressor must be
activated.

Naturally aspirated mode at low load

Regulating flap control
The regulating flap of the compressor is fully unit J808
open in the naturally aspirated mode. The intake
air flows via the open regulating flap to the turbo-
charger. The turbocharger is driven by the ex-
haust gas, however the exhaust gas energy is so
low that it only produces a small boost pressure. Throttle valve
The throttle valve position corresponds to the po- module J338
sition of the accelerator pedal and there is a vac-
uum in the intake manifold.

Turbocharger
SP83_13

Supercharger and turbocharger op- Supercharger

eration at high loads and engine speeds Intake manifold
up to 2400 rpm pressure sender Regulating flap control
(compressor) G583 unit J808
In this speed range, the regulating flap is closed.
The supercharger is activated via a magnetic
clutch and compresses the intake air. The com-
pressed air is now led to the turbocharger where
it is compressed even more.
The boost pressure of the supercharger is meas- Throttle valve
ured by the intake manifold pressure sender module J338
G583 and is regulated by the regulating flap con-
trol unit. The overall boost pressure is measured
Charge pressure
by the charge air pressure sender G31. sender G31
The throttle valve is fully open. A pressure of up
to 0.25 MPa (2.5 bar) is built up in the intake
manifold.

Magnetic Turbocharger
clutch SP83_14

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Engine mechanics

Turbocharger and supercharger operation

at high loads and engine speeds in the range Supercharger Regulating flap control
of 2400 up to 3500 rpm unit J808

In this speed range, the boost pressure is pro-

duced at a constant speed by the turbocharger
alone. When the vehicle is driven at a constant
speed and then accelerates quickly, the tur-
bocharger would be too slow to generate the
Throttle valve
required boost pressure fast enough. For this module J338
reason, the engine control unit activates the su-
percharger and adjusts the regulating flap control
unit J808 according to the required boost pres-
sure.
Thus, the supercharger supports the turbocharg-
er in generating the necessary boost pressure.

Magnetic Turbocharger SP83_15

clutch

Turbocharger operation
Supercharger Regulating flap control
As of an engine speed of approx. 3500 rpm, unit J808
the turbocharger can produce the required boost
pressure on its own at any load point. The regu-
lating flap is fully open and the intake air flows
straight to the turbocharger. The exhaust gas
energy is sufficient to produce the required boost
pressure. Throttle valve
A pressure of up to 0.2 MPa (2 bar) is built up module J338
in the intake manifold.
The boost pressure of the turbocharger is meas- Charge pressure
ured by the charge air pressure sender G31 sender G31
and is regulated by the charge pressure control
solenoid valve N75.

Magnetic SP83_16
clutch
Charge pressure
control solenoid
Turbocharger valve N75

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Supercharger
Pulley for supercharger mag-
Supercharger drive netic clutch

Supercharger
The supercharger is activated as required drive belt Coolant pump pulley
with a magnetic clutch located on the coolant
pump module. The supercharger is driven by
the coolant pump via a belt drive.
Due to the gear ratio of the crankshaft belt
pulley to the supercharger belt pulley, the su-
percharger turns at five times the crankshaft
speed. The maximum speed of the supercharger
is 17500 rpm.

Supercharger SP83_17

Compressor Tensioning Crankshaft

belt pulley pulley belt pulley

The supercharger may not be

opened.
The chamber containing the speed
step gears is filled with life-time oil.

SP83_18

Rotors Speed step gears

Mechanical supercharger
Rotors
The mechanical supercharger is bolted to the cyl-
inder block on the intake manifold side after
the air filter. Two screw rotors compress the in-
take air.
The boost pressure is controlled via the regulat- SP83_19
ing flap control unit J808. The maximum boost
pressure generated by the supercharger is ap-
prox. 0.175 MPa (1.75 bar).

Delivery side Suction side

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Engine mechanics

Supercharger function

The two supercharger rotors have been designed Delivery side Suction side
so that, when they rotate, the space on the intake
side becomes larger. The intake air is sup- Rotors Mechanical
plied to the pressure side of the supercharger supercharger
by the rotors.
On the pressure side, the space between the two
supercharger rotors becomes smaller again.
The intake air is compressed and led to the tur-
bocharger.

From air filter

Regulating flap
control unit J808
SP83_20
To turbo-
charger

Supercharger boost pressure regulation

The boost pressure is regulated by the position Delivery side Suction side
of the regulating flap. When the regulating flap
is closed, the supercharger produces a maximum
boost pressure. All of the compressed air is led
to the turbocharger.
If the boost pressure is too high, the regulating
flap is opened partially. Now part of the intake
air is fed directly to the turbocharger and the rest
is led back via the partly opened regulating flap
to the intake side of the supercharger. Thus,
the boost pressure is reduced. The air is drawn
in again on the intake side of the supercharger
and compressed once more.
This reduces the drive power of the supercharger From air filter
(conservation of energy). Regulating flap
The boost pressure is measured by the intake control unit J808
manifold pressure sender (compressor) G583. SP83_21
To turbo-
charger

Intake manifold pressure sender

(compressor) G583 with intake air
temperature sender G520

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 Noise insulation of the supercharger
Due to the arrangement of the supercharger in the direction of the passenger compartment, the nois-
es resulting from its operation can be heard by the occupants.
Several measures have been taken to reduce the noise level:

Design features:

- the geometry of the gearing has been modified - both sides (fill and discharge side) of the super-
(meshing angle and twisting play) charger have been sound-proofed
- the supercharger shafts have been stiffened - the supercharger has been encapsulated
- the supercharger case has been reinforced in plastic and the housing parts are also lined
with special ribs with insulating foam for sound proofing

Sound-proofing on Plastic housing of

the fill side the supercharger

Insulating foam

Insulating foam Sound-proofing on

the discharge side

Plastic housing of Supercharger

the supercharger drive belt
Mechanical SP83_22
supercharger

Supercharger Magnetic clutch

During fast acceleration, the su- When the magnetic clutch is switched
percharger can “whine” at speed off, three leaf springs pull the friction
ranges between 2000 - 3000 rpm. plate of the compressor belt pulley
However, this is the normal operat- back to the starting position. In this
ing noise of a supercharger. case, a normal "clicking" of the mag-
netic clutch can be heard. This can
also occur up to an engine speed
of 3400 rpm.

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Engine mechanics

Turbocharging
Turbocharger air
The turbocharger forms a module with the ex- recirculation valve Turbocharger Oil connec-
haust manifold. N249 module tion
The turbocharger module is made from highly
heat-resistant cast steel due to the exhaust gas
temperatures. The turbocharger has been incor-
porated in the cooling circuit to protect the shaft
bearings from high temperatures. The circulating
pump V50 ensures the circulation of the coolant
in the cooling circuit after the engine has been
switched off (up to 15 minutes). This prevents
the urbocharger from overheating and steam
bubbles forming in the cooling circuit.
The shaft bearings are connected to the oil circuit
of the engine to ensure lubrication and to im-
prove the cooling.
Furthermore, the electrical turbocharger air recir-
culation valve N249 and a charge pressure con-
trol vacuum unit with the waste gate are located SP83_23
on the turbocharger module.
Charge pres- Bypass valve Coolant connection
sure control (wastegate)
vacuum unit

Exhaust manifold Turbocharger Exhaust manifold

The exhaust manifold of the 1.4 ltr/132 kW TSI
engine is designed for exhaust gas temperatures
up to 1050 °C. Therefore, the engine can be
run with a high boost pressure and with Lamb-
da 1 in almost all map ranges.

SP83_24

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Charge air cooling
The 1.4 ltr./132 kW engine uses a charge air cooler.
The compressed and thus the heated charge air flows via the aluminium fins of the cooler where
it releases a large part of its heat energy. The aluminium fins are cooled by the flow of the ambient air.
The cooled charge air flows to the throttle valve and then into the intake manifold module.

Regulating flap control Heated charge air of

unit J808 Turbocharger turbocharger

Air-cooled charge
air cooler
Throttle valve mod-
ule J338

from the super-

charger or from the
regulating flap of the
supercharger

Cooled charge air to

throttle valve
SP83_25

After the intake air has passed the turbocharger, it is very hot. The charge air is heated up to 200 °C
mainly by the compression process, but also by the high temperature of the exhaust gases.
As a result, the charge air has a low density and less oxygen will reach the cylinders. Cooling
the charge air will increase its density and more oxygen is fed to the cylinders.
Furthermore, the knocking tendency and the production of nitrogen oxides are reduced.

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Engine mechanics

Oil supply

Oil circuit
Oil filter Turbocharger
The turbocharger and the piston cooling nozzles
are integrated in the oil circuit of the 1.4 ltr./132
kW TSI engine.

Legend:

Oil suction
Oil feed
Oil return

Piston
cooling
nozzles

SP83_26
Oil pump

Duo-centric oil pump

The duo-centric oil pump is located under the cyl- Drive chain sprocket on the crank-
inder block and is driven by the crankshaft via shaft for the oil pump drive
a maintenance-free toothed chain drive.
The chain is optimally tensioned by a mechanical
spring-loaded chain tensioner.
Spring-load-
ed chain
tensioner

Toothed chain

SP83_27

Oil pump sprocket

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Two-circuit cooling system
The 1.4 ltr./132 kW TSI engine uses a dual-circuit cooling system with different temperatures
and with a separate coolant flow due to the cylinder block and cylinder head.
In the cylinder head, the coolant passes from the suction side (inlet side) to the outlet side. An even
temperature level is thus reached in the cylinder head. This method is called crossflow cooling.

Technical highlights:

- two-circuit cooling system for various coolant - electrical pump for coolant circulation V50
temperatures in the cylinder head and the cylin- - cooling of the turbocharger
der block (two thermostats)
- thermostat 1 for the cylinder head is a two-
stage type

2
13 Legend:

1 throttle
2 heat exchange for heating system
1 3 thermostat 1 for cylinder head
(opens at 80 °C)
4 coolant distributor housing
5 thermostat 2 for cylinder block
(opens at 95 °C)
12 6 radiator
7 oil cooler
3 8 electrical pump for coolant circula-
4 tion V50
11 9 turbocharger
10 cylinder head coolant circuit
5
10 11 cylinder block coolant circuit
12 coolant pump
13 expansion reservoir

9 7
1

8
6
SP83_28

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Engine mechanics

The cooling system of the 1.4 ltr./132 kW TSI

engine is divided into two circuits. Approximately
one third of the coolant circulates in the cylin- Cylinder head
Thermostat 2 cooling circuit
der block and two thirds flow to the combustion
chambers in the cylinder head.

The two-circuit cooling system has the following

advantages:

- The cylinder block warms up faster because

the coolant remains in the cylinder block until
it reaches 95 °C (the fast heating up of the cyl-
inder walls reduces the emissions of hydrocar- Thermostat 1
bons).
- The higher temperature level in the cylinder
block leads to less friction in the crankshaft
drive.
- The lower temperature level (80 °C) in the cyl- Cylinder block
inder head allows a better cooling of the com- cooling circuit SP83_29
bustion chambers. This achieves better filling
with a lower knocking tendency.

Coolant distributor housing with two-

stage thermostat 1 for the cylinder head

Due to the relatively high coolant delivery quan-

tity, high pressure occurs in the cooling system
at high engine speeds. The two-stage thermostat
1 for the cylinder head also opens in these condi-
tions, based on the exact need.
If a single-stage thermostat was used, a large
thermostat plate would have to be opened
against the high pressure. Due to the counter-
acting forces, the thermostat would only open
at high temperatures.
The two-stage thermostat only opens a small
thermostat plate at first when the desired coolant
temperature is reached. The counteracting forces Thermostat plate
are lower due to the smaller surface of the small stage 1 Thermostat plate
plate and the thermostat opens at the exact tem- stage 2
perature. After a specific path, the small thermo- Stage 1 SP83_30
stat plate moves a larger plate and the maximum
Stage 2
possible cross-section is opened.

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Demand-regulated fuel system
The fuel system of the 1.4 ltr./132 kW TSI engine has been taken from the 1.4 ltr./92 kW TSI engine.
The electrical fuel pump as well as the high-pressure fuel pump always deliver the amount of fuel
required by the engine at that moment. This reduces the electrical and mechanical drive power
of the fuel pumps and fuel is saved.

Low-pressure fuel system High-pressure fuel system

Door contact switch for fuel pump Onboard supply control unit (BCM) J519;
supply G6 voltage supply for fuel pump supply G6

Engine control unit J623 Fuel pressure sender G247

Pressure limiting valve

(opens at a pressure of 17 MPa)
Fuel pump con-
trol unit J538
Rail

Fuel filter with pressure

regulator valve

Fuel pressure High-pres-

regulator valve sure fuel
N276 pump

Injectors for cylinder 1-4

Electric fuel pump N30-N33
G6

0.05 - 0.64 MPa (0.5 - 6.4 bar) 5 - 15 MPa (50 - 150 bar)

SP83_31

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Engine mechanics

Exhaust system
The exhaust gases are treated by a three-way catalytic converter. The connecting pipe between
the turbocharger and the catalytic converter has thermal insulation which ensures a quick warm-up
of the catalytic converter and at the same time serves as a heat protection for the surrounding compo-
nents.

A linear lambda probe is mounted in the inlet funnel of the catalytic converter. Due to its position,
it is exposed evenly to the exhaust gas from all cylinders. A fast start of the lambda control is reached
because it is located near the engine.

Connecting pipe with

thermal insulation

Rear silencer

Three-way-cat-
alytic converter

Pre-silencer

Flexible decou-
pling element
Linear lambda probe
in front of catalytic con-
SP83_32 Step-type lambda probe af- verter G39/ lambda probe
ter catalytic converter G130/ heater in front of catalytic
lambda probe heater after converter Z19
catalytic converter Z29

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 Engine management

CAN networking
The diagram below shows the control units with which the engine control unit J623 communicates via
the CAN data bus.

G419

T16 J623 J745 J104 J743

J500 J587

J234 G85
J533
J362
J285
J519 E221

J527
J255

SP83_42

E221 Operating unit in steering wheel J587 Selector lever sensors control unit of the
G85 Steering angle sender automatic gearbox
G419 ESP sensor unit J623 Engine control unit
J104 ABS/ESP control unit J743 Mechatronics for double clutch gearbox
J234 Airbag control unit J745 Cornering light and headlight range control
J255 Climatronic control unit unit
J285 Control unit with display in dash panel insert T16 Diagnosis connector
J362 Immobiliser control unit
J500 Power steering control unit
J519 Onboard supply control unit (BCM) CAN data bus drive train
J527 Steering column electronics control unit CAN data bus - Convenience
J533 Data bus diagnostic interface (GATEWAY) Data bus LIN

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Engine management

System overview
Sensors

Intake manifold pressure sender G71 with intake

air temperature sender G42
Intake manifold pressure sender (compressor)
G583 with intake air temperature sender G520

Charge pressure sender G31 with intake air tem-

perature sender G299

Engine speed sender G28

Hall sender G40

Throttle valve module J338 with throttle valve drive Diagnosis con-
angle sender 1 G187 and throttle valve drive angle nector
sender 2 G188
Regulating flap control unit J808
with regulating flap potentiometer G584

Accelerator position sender G79 and accelerator

position sender 2 G185

CAN data bus drive train

Brake pedal position sender G100

Fuel pressure sender - high pressure G247

Knock sensor 1 G61

Coolant temperature sender G62

Radiator outlet coolant temperature sender G83

Lambda probe G39

Lambda probe after catalytic converter G130

Onboard supply con-
trol unit (BCM) J519/
Brake servo pressure sensor G294 data bus diagnostic
interface (GATEWAY)

Additional input signals

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 Actuators

Fuel pump control unit J538/fuel pump G6

Engine control unit

J623 with ambient Injection valves N30, N31, N32, N33
pressure sender
Ignition coils 1 - 4 with output stages N70, N127,
N291, N292

Throttle valve module J338 with throttle valve

drive G186
Regulating flap control unit J808 with regulating
flap position control motor V380

Motronic current supply relay J271

Fuel pressure regulator valve N276

Activated charcoal filter system solenoid

valve N80

Magnetic clutch for supercharger N421

Control unit with

display in dash Lambda probe heater Z19
panel insert J285
Lambda probe heater after catalytic converter
Z29
Camshaft adjustment valve 1 N205

Turbocharger air recirculation valve N249

Electric power control fault lamp

Exhaust gas warning lamp K83

Charge pressure control solenoid valve N75

Additional coolant pump relay J496/coolant circu-

lation pump V50
K132

Additional output signals

SP83_43

GB
27
Engine management

Sensors
Intake manifold pressure sender G71 with intake air temperature sender G42

This combined sender, which is screwed into

the plastic intake manifold, measures the pressure
and the temperature of the intake air.

Signal use

The engine control unit calculates the intake air

mass from the signals and the engine speed.
Depending on the calculated air mass, the boost
pressure is adapted to the performance map
stored in the engine control unit.

Effects of signal failure

SP83_33
If the signal of the sender fails, the information
about the throttle valve position and the signal Intake manifold pres-
of the intake air temperature sender G299 are sure sender G71 with
used as a replacement signal. The turbocharger intake air temperature
is only operated with regulation. sender G42

Intake manifold pressure sender (compressor) G583 with intake air temperature
sender G520

This combined sender, which is screwed

to the plastic intake manifold behind the regulat-
ing flap control unit J808 measures the pressure
and the temperature of the intake air in this area.
Signal use

Using the signal of this sender, the engine control

unit controls the regulating flap control unit J808
and thus regulates the supercharger boost pressure.
At the same time, the signal is used to protect the com-
ponents against high temperatures. The supercharger
power is throttled once the temperature of the intake
air is above 130 °C.
SP83_34
Effects of signal failure Intake manifold pressure sender
(compressor) G583 with intake
If the combined sender fails, the supercharger boost air temperature sender G520
pressure cannot be regulated and its operation
is no longer possible. The turbocharger is only oper-
ated with regulation. The engine power is reduced
in the lower speed ranges.

GB
28
Charge pressure sender G31 with intake air temperature sender G299

This combined sender is screwed into the plas-

tic intake manifold just in front of the throttle
valve module J338. It measures the pressure
and the temperature of the intake air in this area.

Signal use

The signal from the charge air pressure sender

G31 is used by the engine control unit to con-
trol the boost pressure of the turbocharger via
the charge pressure control solenoid valve N75.
The signal from the intake air temperature sender
G299 is used to calculate a correction value
for the boost pressure, whereby the temperature SP83_35
influence on the density of the charge air is taken
into consideration. Charge pressure sender G31 with intake air
temperature sender G299
Effects of signal failure

If the signals of both senders fail, the turbocharg-

er is only operated with regulation. The boost
pressure is reduced and the engine power drops.

Ambient pressure sender

The sender is integrated in the engine control unit

and measures the ambient air pressure.

Signal use

The sender signal for the charge pressure value

is used as a correction value for boost pressure
regulation as the density of the air falls as the
altitude rises.

Effects of signal failure

If the sender for ambient pressure fails, the turbo-

charger is only operated with regulation. SP83_36
Higher emissions values and a loss in engine
power can occur.

GB
29
Engine management

Throttle valve module J338 with throttle valve drive angle sender 1 G187
and throttle valve drive angle sender 2 G188

The throttle valve module J338 with throttle valve

drive angle senders G187 and G188 is located
at the end of the intake manifold in front of the in-
take module.

Signal use

Using the signals from the angle senders,

the engine control unit recognises the position
of the throttle valve and can control it accordingly.

Effects of signal failure

If a sender fails, system components such SP83_37

as the cruise control system (Tempomat) will
be switched off. The throttle valve module J338
If both senders fail, the throttle valve drive will with throttle valve drive angle sender
be switched off and the engine speed is limited 1 G187 and throttle valve drive angle
to 1500 rpm. sender 2 G188

Regulating flap control unit J808 with regulating flap potentiometer G584

The regulating flap potentiometer G584 is inte-

grated in the regulating flap control unit J808,
which is located in the intake duct behind the air
filter.

Signal use

Using the signal of the regulating flap potenti-

ometer G584, the engine control unit recognises
the position of the regulating flap and can control
it accordingly.

Effects of signal failure

SP83_38
If the signal fails, the regulating flap remains con-
stantly open and the supercharger is no longer Regulating flap control unit J808
activated. with regulating flap potentiometer G584

GB
30
Accelerator position sender G79 and accelerator position sender 2 G185

The two senders G79 and G185 are part

of the accelerator module and operate as con-
tact-free inductive senders.

Signal use

The engine control unit uses the signals to

determine the accelerator position or to calcu-
late the torque required by the driver. For safety
reasons, there are two senders whose values are
compared with each other just as with the throttle
valve module J338.

SP83_39
Accelerator position
senders G79 and G185

Signal failure of one sender Signal failure of both senders

If the signal of one sender fails, the system If the signals of both senders fail, the engine will
initially switches to idle. If the second sender only run with an increased idle speed (maximum
is recognised in the idle position within a certain 1500 rpm) and will no longer respond to the ac-
test time, the journey can be continued. celerator pedal.
At the required full load, the engine speed is only
increased slowly.

GB
31
Engine management

Brake pedal position sender G100

The brake pedal position sender operates

according to the principle of the Hall effect
and is screwed to the master brake cylinder. It rec-
ognises whether the brake pedal is being pressed.

Signal use

Using the signal of the brake pedal position send-

er, the brake lights are operated via the onboard
supply control unit (BCM).
Furthermore, the signal of the engine control unit
SP83_44
prevents the vehicle accelerating if the brake
and accelerator pedals are pressed at the same
time (the fuel injection quantity is reduced
or the ignition time and the throttle valve position
are adjusted). Brake pedal position sender G100

Function

For safety reasons, the Hall senders integrated in the body of the sender G100 interact to detect
if the brake pedal has been pressed.
When the brake pedal is pressed, the pressure rod in the master brake cylinder moves the piston
with magnetic ring (permanent magnet), which passes both Hall senders.

In the following explanation, only Hall sender 1 with its signal patterns is described for reasons of sim-
plification. The signals from sender 2 are in the opposite direction.

Brake pedal not pressed

Piston with magnetic ring in
front of the Hall senders
When the brake pedal is not pressed, the pis-
ton with the magnet ring is in the rest position,
this means in front of the Hall senders.
The evaluation electronics of the brake pedal
position sender G100 issues a signal voltage
of 0 - +2 V to the engine control unit and the on-
board supply control unit.
This signal indicates that the brake pedal has not
been pressed. Evaluation elec-
tronics of the
sender G100

Hall sender 1 Hall sender 2

SP83_46

GB
32
Brake pedal pressed Piston with magnetic ring over
the Hall senders
When the brake pedal is pressed, the piston
with the magnetic ring is pushed over the Hall
sender.
When the piston with the magnetic ring crosses
the switching points of the Hall senders, the eval-
uation electronics issues a signal voltage, which
is up to 2 volts below the onboard supply voltage,
to the engine control unit. Hall sender
This signal indicates that the brake pedal has
been pressed.
Hall sender 1 Hall sender 2
- signal in- - signal de-
creases creases

SP83_47

Electrical circuit

- The voltage for the brake pedal position sender

G100 is supplied via the voltage supply relay J681
J519
J681 (terminal 15).
- The earth connection is via the earth point
of the vehicle body.
- The two output signal lines go to the engine S S S
control unit J623. The signal also goes from one
cable to the onboard supply control unit (BCM) G100
A
J519, which operates the brake lights.

J623

SP83_45

Voltage supply of the sender G100

Earth
Output signal of sender G100

A Battery
S Fuse

Effects of signal failure

If the signal of one of the two senders fails,

the injection quantity is reduced and the engine
has less power.

GB
33
Engine management

Fuel pressure sender - high pressure G247

The fuel pressure sender G247 is on the lower

part of the intake manifold on the flywheel side
and is screwed into the high-pressure fuel tank
(rail).
It measures the fuel pressure in the high-pres-
sure fuel system and transmits the measured
value to the engine control unit.
Signal use

The engine control unit evaluates the informa-

tion about the fuel pressure value and regulates
the pressure in the high-pressure fuel tank (rail)
via the fuel pressure regulator valve N276.
SP83_48
Effects of signal failure
Fuel pressure sender - high pressure G247
If the signal of the sender G247 fails, the fuel
pressure regulator valve N276 is switched off
or opened, which decreases the fuel pressure
in the rail. This reduces the power and the engine
torque drastically.

Knock sensor 1 G61

The knock sensor 1 G61 is screwed to the cyl-

inder block below the supercharger. The signals
from the sensor are used to detect knocking com-
bustion in specific cylinders.

Signal use

When engine knock is recognised in the corre-

sponding cylinder, the ignition angle is adjusted
by the engine control unit as a response until
there is no more knocking.

Effects of signal failure

If the knock sensor 1 G61 fails, the ignition angle

of all cylinders is set to a fixed value in the "late" SP83_49
direction. This leads to an increase in fuel con-
Knock sensor 1 G61
sumption and the power as well as the engine
torque are reduced.

GB
34
Coolant temperature sender G62

The sender G62 is located on the coolant dis-

tributor housing, there it measures the coolant
temperature. The information of the measured
value is forwarded to the engine control unit.

Signal use

Using the signal of the coolant temperature send-

er, the engine control unit calculates the injection
quantity and the ignition time.

Effects of signal failure

If the signal of the sender fails, the coolant tem- SP83_41

perature is calculated by the engine control unit
according to the engine map. Coolant temperature
sender G62

Radiator outlet coolant temperature sender G83

This temperature sender (NTC - negative temper-

ature coefficient thermistor) is located in the side
wall of the radiator body and measures the initial
temperature of the coolant leaving the radiator
outlet.
Signal use

The radiator fan is controlled by comparing both

signals from the coolant temperature sender G83
and the sender G62.

Effects of signal failure

If the signal of the sender G83 fails, the tempera- SP83_40

ture from the sender G62 is used as a substitute
value.

Coolant temperature
sender G83

GB
35
Engine management

Lambda probe G39 with lambda probe heating Z19

The lambda probe G39 is a linear lambda probe

and is screwed into the exhaust pipe in front
of the catalytic converter close to the engine.
The linear lambda probe makes it possible to drive
with lambda 1 in almost all engine modes. The lamb-
da probe is used to determine the residual oxygen
content in the exhaust, whereby the air-fuel ratio
in the combustion chamber is maintained.
The lambda probe heating ensures that the lambda
probe reaches its operating temperature very quickly.

Signal use
SP83_50
The signal of the lambda probe is used to evalu-
ate the timing of the fuel injection. Lambda probe G39 with lamb-
da probe heating Z19
Effects of signal failure

If the signal of the lambda probe G39 in front

of the catalytic converter fails, there will be
no lambda control and the engine runs in emer-
gency mode using the performance map stored
in the engine control unit.

Lambda probe after catalytic converter G130 with lambda probe heating Z29

The lambda probe G130 is a step-type lambda probe

and is screwed into the exhaust pipe after the catalytic
converter. The lambda probe G130 determines the re-
sidual oxygen content in the exhaust.
The lambda probe heating ensures that the lambda
probe reaches its operating temperature very quickly.

Signal use

The signal of the lambda probe G130 after

catalytic converter is used to check the catalytic
converter function and the lambda control loop.

Effects of signal failure SP83_51

If the signal of the lambda probe G130 after cata- Lambda probe G130 with lambda
lytic converter fails, the lambda control contin- probe heating Z29
ues however the catalytic converter function will
no longer be monitored.

GB
36
Brake servo pressure sensor G294

The sensor G294 is located in the hose between

the intake module and the brake servo and meas-
ures the pressure in the brake servo.

Signal use

Using the signal of the pressure sensor G294,

the engine control unit recognises whether
the vacuum is sufficient for the operation
of the brake servo, if the vacuum is too low,
the air conditioning system is switched off. This
closes the throttle valve slightly and the vacuum
pressure rises again.
SP83_53
Effects of signal failure
Brake servo pressure sensor G294
If the signal of the sensor G294 fails, a substi-
tute value from the performance map stored
in the engine control unit is used, with which
the corresponding parameters are calculated.

GB
37
Engine management

Actuators
Motronic current supply relay J271

The Motronic current supply relay is located

on the left of the holder for the onboard supply
control unit (BCM) under the dash panel insert.

Function

Using the current supply relay, the engine con-

trol unit can carry out certain functions and work
in run-on mode even after the engine has been
switched off (ignition OFF).
In this operating mode, the pressure senders
are compared with each other or the radiator fan
is operated.
SP83_56
Effects of functional failure

If the current supply relay fails, the corresponding Motronic current supply relay
sensors and actuators are no longer triggered. J271
The engine switches off and can also no longer
be started.

Ignition coils 1 - 4 with output stages N70, N127, N291, N292

The ignition coils with output stages are located

in the centre of the cylinder head.

Function

The ignition coils with output stages have the task

of igniting the fuel-air mixture at the correct time.
The ignition angle is separately controlled
for each cylinder.

Effects of functional failure

If an ignition coil fails, the injection of the relevant

cylinder will be deactivated. Deactivating the ig- SP83_57
nition coils is possible with a maximum of one
cylinder. Ignition coils with output stages N70,
N127, N291, N292

GB
38
Throttle valve module J338 with throttle valve drive G186

The throttle valve module J338 with the throttle

valve drive G186 is located at the end of the in-
take manifold in front of the intake module.

Function

The throttle valve drive is an electric motor that

is operated by the engine control unit. The elec-
tric motor operates the throttle valve via a gear
mechanism. The adjustment range is continuous
from idle to full load setting, at which the throttle
valve is fully opened.

Effects of functional failure SP83_58

If the throttle valve drive fails, the throttle valve Throttle valve module J338 with throttle
will move automatically to the emergency po- valve drive G186
sition. An entry is made in the faul memory
and the warning light lights up to indicate a fault
of the electronic accelerator control.
The convenience and safety systems, which influ-
ence the torque, are switched off.

Regulating flap control unit J808 with regulating flap position control mo-
tor V380

The regulating flap control unit J808 with regulat-

ing flap position control motor V380 is located in
the intake duct behind the air filter.

Function

The regulating flap position control motor

is controlled by the engine control unit. It oper-
ates the control flap continuously. Depending
on the regulating flap position more or less
compressed air flows back to the supercharger.
This regulates the boost pressure after the super-
charger.
SP83_59

Effects of functional failure Regulating flap control unit J808 with regu-
lating flap position control motor V380
If the control motor fails, the regulating flap will
move automatically to the emergency mode
position (fully open). At the same time, the super-
charger is deactivated.

GB
39
Engine management

Camshaft adjustment valve 1 N205

The solenoid valve for camshaft adjustment N205

is located in the camshaft housing and is incorpo-
rated in the oil circuit.

Function

The solenoid valve N205 is actuated by the en-

gine control unit. The valve N205 distributes
the oil pressure in the vane adjuster of the cam-
shaft based on the direction and path of the cam-
shaft adjustment. Depending on which oil chan-
nel in the adjuster is opened by the valve N205,
the camshaft is adjusted in the (early/late) direc-
tion as required. SP83_61

Effects of functional failure Camshaft adjustment valve 1 N205

If the valve N205 fails, a camshaft adjust-

ment of the inlet valves is no longer possible
and the camshaft is held in the basic position.
This results in a rapid loss of engine torque.

Charge pressure control solenoid valve N75

The charge pressure control solenoid valve N75

is screwed to the non-return valve for crankcase
ventilation.
Function

The charge pressure control solenoid valve

N75 is clocked by the engine control unit
and switches the control pressure (which con-
sists of intake pressure combined with boost
pressure) in the pressure capsule for charge
pressure control. The pressure capsule oper-
ates the bypass valve (wastegate) which diverts
part of the exhaust gases passed the turbine
to the exhaust system. This regulates the turbine SP83_62
power and the boost pressure.
Charge pressure control solenoid
valve N75
Effects of functional failure

If the valve N75 fails, the boost pressure is di-

rectly applied to the diaphragm in the pressure
capsule. The maximum boost pressure is thus
limited to the basic boost pressure value. There-
fore the engine power is reduced.

GB
40
Turbocharger air recirculation valve N249

The electrical turbocharger air recirculation valve

N249 is screwed to the turbocharger housing.

Function

The turbocharger air recirculation valve N249

prevents disturbing noises of the turbocharger
and damage to the compressor wheel of the tur-
bocharger upon switchover to boost mode
and when a sharp drop in speed of the turbo-
charger occurs.
Upon switchover to boost mode, the continuously
delivered charge air accumulates in the turbo-
charger housing. The pressure of the accumulat-
SP83_63
ed charge air would rise continuously and brake
the compressor wheel of the turbocharger which Turbocharger air recirculation valve N249
in turn would reduce the pressure of the charge
air and lead to disturbing noises of the turbo-
charger.
To avoid this, the turbocharger air recirculation
valve N249 is opened electrically. This opens
a bypass duct through which the compressed air
is led back via the compressor wheel of the tur-
bocharger to the intake side of the turbocharger.
This is how the compressor wheel obtains
its speed. When the throttle valve is opened,
the turbocharger air recirculation valve N294
is closed and the boost pressure is immediately
available again.

Effects of functional failure

If the air recirculation valve N249 is leaking,

the boost pressure is reduced and therefore also
the engine output.
If the valve N249 can no longer be operated,
there will be disturbing noises from the turbo-
charger in boost mode.

GB
41
Engine management

Magnetic clutch for supercharger N421

The magnetic clutch for supercharger N421

is part of the coolant pump module. It is used
to activate the supercharger whenever neces-
sary.

Function

The magnetic clutch for supercharger is engaged

by the engine control unit. The magnetic clutch
then closes and forms a positive connection be-
tween the coolant pump pulley and the magnetic
clutch pulley for the supercharger.

Effects of functional failure SP83_64

Magnetic clutch for Coolant pump
If the magnetic clutch N421 fails, the supercharg- supercharger N421 module
er can no longer be operated.

The magnetic clutch is controlled

with the PWM signal.

Clutch lining

Electromagnetic coil Friction plate

Design

The magnetic clutch consists of the following

components:

- a coolant pump pulley with a spring-loaded fric- Coolant pump

tion plate (screwed to the coolant pump drive impeller
shaft)
- a magnetic clutch pulley mounted on bearings
for the supercharger with a clutch lining (mount-
ed pivotably in a two-row deep-groove ball bear-
ing on the coolant pump housing)
- a magnetic coil (mounted permanently
to the coolant pump housing)

SP83_65

Pulley for supercharger Coolant pump pulley

magnetic clutch

GB
42
Function description:
Clutch lining Friction plate
Magnetic clutch - not engaged
A
The coolant pump pulley is driven by the crank-
shaft via the ancillary components drive belt.
As the magnetic clutch is not engaged, the com-
pressor belt pulley does not turn. Thus, the su-
percharger is not driven. A gap “A” is present
between the clutch lining and the friction plate.

SP83_66
Pulley for electromagnet-
ic clutch for supercharger Coolant pump pulley

Magnetic clutch - engaged

When the supercharger should be activated,

a voltage is applied to the magnetic coil.
An electromagnetic force field is formed. The
magnetic clutch then closes and forms a posi-
tive connection between the coolant pump pulley
and the magnetic clutch pulley for the super-
charger.
The supercharger is driven.
It operates until the power circuit for the mag-
netic coil is interrupted. The friction plate is re-
turned by springs on the coolant pump pulley
and the supercharger pulley then no longer
rotates. SP83_67

Magnetic coil Magnet flux

GB
43
Engine management

Fuel pump control unit J538

The fuel pump control unit J538 is mounted un-

der the rear seat bench in the cover of the electri-
cal fuel pump.

Function

The fuel pump control unit J538 receives a signal

from the engine control unit and controls the elec-
trical fuel pump G6 with a PWM signal (pulse-
width modulation). It regulates the pressure in the
low-pressure fuel system between 0.05 - 0.5 MPa
(0.5 - 5 bar).
The pressure is raised to up to 0.64 MPa
(6.4 bar) for warm and cold starts. SP83_68

Effects of functional failure Fuel pump control unit J538

If the fuel pump control unit fails, the engine can

no longer be operated.

Fuel pump G6

The electric fuel pump G6 and the fuel filter are

combined in the fuel delivery unit. The fuel deliv-
ery unit is located in the fuel tank.

Function

The electrical fuel pump delivers the fuel

in the low-pressure fuel system to the high-pres-
sure fuel pump. It is controlled with a PWM signal
from the fuel pump control unit J538.
The electrical fuel pump G6 supplies as much
fuel as the engine requires.

Effects of functional failure SP83_69

If the electrical fuel pump fails, the engine can Fuel pump G6
no longer be operated.

GB
44
Injection valves N30 - N33

The injection valves are inserted in the cylinder

head. They inject the fuel directly into the cylinder
at high pressure.

Function

The injection valves must atomise and precisely

inject the fuel in a very short time.
For example, double fuel injection during an oper-
ating cycle. The first time during the intake stroke
and the second time before the compression
stroke (approx. 50° before ignition TDC) to warm
up the catalytic converter quickly.
SP83_70

Injection valves N30 - N33

Multi-port injector

The injector has a nozzle with 6 fuel outlet High-pressure injector

bores. The individual jets are arranged so that
the combustion chamber parts do not become
wet and air-fuel mixture is distributed evenly.
The maximum injection pressure of the valve
is 15 MPa (150 bar).

Effects of functional failure

A faulty injector is detected by the fault recogni-

tion system and is no longer controlled.
6 individual jets
SP83_71

GB
45
Engine management

Fuel pressure regulator valve N276

The fuel pressure regulator valve N276 is located

on the side of the high-pressure fuel pump.

Function

The fuel pressure regulator valve has the task

of supplying the required quantity of fuel at the re-
quired pressure in the high-pressure fuel tank
(rail).

Effects of failure

The fuel pressure regulator valve is closed and not

powered. If the fuel pressure regulator valve fails, SP83_72
the fuel pressure is built up as long as the fuel pres-
Fuel pressure regu- High-pressure fuel
sure limiting valve in the high-pressure fuel pump
lator valve N276 pump
does not open at a pressure of 15 MPa (150 bar).
The engine control system adapts the injection time
to the high pressure and limits the engine speed.

Activated charcoal filter system solenoid valve 1 N80

Activated charcoal filter system
To turbocharger solenoid valve N80
The solenoid valve for the activated charcoal filter
system N80 is mounted near the throttle valve
module J338.

Function

The valve N80 is operated at a certain frequency

and ventilates the activated charcoal filter sys-
tem. The fuel vapours are delivered to the intake
duct behind the throttle valve module or in front
of the turbocharger depending on the pressure
conditions. A specific pressure drop is required
to suction the fuel vapours from the activated
charcoal filter system. The non-return valve SP83_73
ensures that no air flows back to the activated Non-return
charcoal filter system. valve To the intake From active char-
manifold coal filter system
Effects of functional failure

If the power supply is interrupted, the valve re-

mains closed.
The tank is not ventilated and there may be
a smell of fuel.

GB
46
Additional coolant pump relay J496

The additional coolant pump relay is located

in the engine compartment on the holder
of the main fuse box (at the point of the glow con-
trol unit for diesel engines).

Function

The high working currents for the coolant circula-

tion pump V50 are switched via the relay.

Effects of functional failure

If the relay fails, the coolant circulation pump V50

can no longer be actuated. SP83_74

Additional coolant pump relay

J496

Pump for coolant circulation V50

The coolant circulation pump is on the left-hand

side of the engine compartment near the three-
way catalytic converter and is part of its own
cooling circuit.

Function

After the engine has been switched off, overheating

can occur (steam bubbles) near the turbocharger as
the coolant is still being heated.
To avoid this, the coolant circulation pump is activated
by the engine control unit for a maximum of 15 min-
utes.
The switch-on conditions for the coolant circulation SP83_75
pump result from the following signals:
Pump for coolant circulation
- coolant temperature sender G62 V50
- oil level and oil temperature sender G266

Effects of functional failure

If the pump V50 fails, overheating could occur.

The pump cannot be checked by self-diagnosis.
A possible fault is recognised by comparing the
temperatures before and after the charge air
cooler and the exhaust gas warning lamp K83
lights up in the dash panel insert.

GB
47
 83
List of Self-Study Programmes so far
Title No. Title No.
1 Mono-Motronic 51 2.0 ltr./85 kW petrol engine with balancing shafts
2 Central locking and two-stage intake manifold
3 Vehicle alarm 52 ŠkodaFabia; 1.4 ltr. TDI engine with unit injection
4 Working with wiring diagrams system
5 ŠKODA FELICIA 53 ŠkodaOctavia; Presentation of the vehicle
6 Safety of the ŠKODA vehicles 54 ŠkodaOctavia; Electrical Components
7 Principles of ABS - were not published 55 FSI petrol engines; 2.0 ltr./110 kW and 1.6 ltr./85
8 ABS - FELICIA kW
9 System for safe start-up with transponder 56 Automatic gearbox DSG-02E
10 Air conditioning in the vehicle 57 Diesel engine; 2.0 ltr./103 kW TDI with pump-nozzle
11 Air conditioning FELICIA units, 2.0 ltr./100 kW TDI with pump-nozzle units
12 1.6 engine - MPI 1AV 58 ŠkodaOctavia, Chassis and electromechanical
13 Four-cylinder diesel engine power-assisted steering
14 Power-assisted steering 59 ŠkodaOctavia RS, 2.0 ltr./147 kW FSI turbo engine
15 ŠKODA OCTAVIA 60 2.0 ltr./103 kW 2V TDI diesel engine; particle filter
16 1.9 ltr. TDI diesel engine with additive
17 ŠKODA OCTAVIA Convenience electronic system 61 Radio navigation systems in the Škoda
18 ŠKODA OCTAVIA mech. gearbox 02K, 02J 62 ŠkodaRoomster; Vehicle presentation part l
19 1.6 ltr. and 1.8 ltr. petrol engines 63 ŠkodaRoomster; Vehicle presentation part ll
20 Automatic gearbox - fundamentals 64 ŠkodaFabia II; Vehicle presentation
21 Automatic gearbox 01M 65 ŠkodaSuperb II; Vehicle presentation part l
22 1.9 ltr./50 kW SDI, 1.9 ltr./81 kW TDI diesel engines 66 ŠkodaSuperb II; Vehicle presentation part ll
23 1.8 ltr./110 kW and 1.8 ltr./92 kW petrol engines 67 Diesel engine; 2.0 ltr./125 kW TDI with Common
24 OCTAVIA, CAN BUS databus Rail injection system
25 OCTAVIA - CLIMATRONIC 68 1.4 ltr./92 kW TSI petrol engine with turbocharger
26 OCTAVIA - safety of the vehicle 69 3.6 ltr./191 kW FSI petrol engine
27 OCTAVIA - 1.4 ltr./44 kW engine and gearbox 002 70 All-wheel drive with Haldex coupling of the lV.
28 OCTAVIA - ESP - fundamentals, design, function generation
29 OCTAVIA 4 x 4 - all-wheel drive 71 ŠkodaYeti; Vehicle presentation part l
30 2.0 ltr. 85 kW and 88 kW petrol engines 72 ŠkodaYeti; Vehicle presentation part ll
31 Radio navigation system - design and functions 73 LPG system in Škoda vehicles
32 ŠKODA FABIA - technical information 74 1.2 ltr./77 kW TSI petrol engine with turbocharger
33 ŠKODA FABIA - electrical systems 75 Automatic 7-speed gearbox with double clutch 0AM
34 ŠKODA FABIA - electro-hydraulic power-assisted 76 Greenline vehicles
steering 77 Geometry
35 1.4 ltr. - 16 V 55/74 kW petrol engines 78 Passive safety
36 ŠKODA FABIA - 1.9 ltr. TDI Unit injection 79 Additional heating
37 Mechanical gearbox 02T and 002 80 Common Rail engines
38 ŠkodaOctavia; model 2001 81 Bluetooth in Škoda vehicles
39 Euro-On-Board-Diagnosis 82 Sensors in Škoda vehicles
40 Automatic gearbox 001 83 1.4 ltr./132 kW TSI petrol engine with dual-charging
41 Six-speed gearbox 02M (compressor, turbocharger)
42 ŠkodaFabia - ESP
43 Exhaust emissions
44 Extended service intervals
45 Three-cylinder petrol engines 1.2 ltr.
46 ŠkodaSuperb; Presentation of the vehicle; part I
47 ŠkodaSuperb; Presentation of the vehicle; part Il
48 ŠkodaSuperb; 2.8 ltr./142 kW V6 petrol engine
49 ŠkodaSuperb; 2.5 ltr./114 kW TDI V6 petrol engine
50 ŠkodaSuperb; Automatic gearbox 01V

Only for the internal use in the service network ŠKODA.

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