Service.

Self-Study Programme 260

The 1.2 ltr. 3-cylinder petrol engines

Design and Function

The two 1.2 ltr. engines mark the introduction of 3-cylinder petrol engines at Volkswagen. This pair of entry-level engines rounds off the range of engines of the 2002 Polo. The one engine featuring 2 valves per cylinder has a power output of 40 kW while the second engine featuring 4 valves per cylinder produces 47 kW.

The following objectives were paramount in the development programme: good fuel economy compliance with emission standard EU4 low level of servicing low weight same smooth running as a 4-cylinder engine

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We shall present the design and function of the two 1.2 ltr. petrol engines to you on the pages which follow. Because the base engine of both power plants is identical, with the exception of the cylinder head, the description for the most part presents the 1.2 ltr./47 kW engine.
NEW Important Note

The Self-Study Programme describes the design and function of new developments! The contents are not updated.

Please always refer to the relevant service literature for up-to-date inspection, adjustment and repair instructions.

At a glance
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Technical data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Engine mechanics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Drive of camshafts and of oil pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Cylinder head and camshaft housing . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Valve gear. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Crank assembly with balancer shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Oil filter and oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Fuel system without return flow. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Fuel filter with fuel pressure regulator . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Engine cover with air filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Crankcase ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Engine management system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Single-spark ignition coils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel pump feed control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust post-treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Function diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Self-diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 22 23 24 26 28 30

Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Extended service interval. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

Test your knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

Introduction
The 1.2 ltr. 3-cylinder petrol engines
The base engine of both power plants is identical, consisting of the cylinder block with the top and bottom parts, the crank assembly, the oil pump, the oil pan and the ancillaries. The engines differ only in the cylinder heads, with either 2 or 4 valves per cylinder, and the resulting adaptations.

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The 1.2 ltr./40 kW 3-cylinder petrol engine with 2-valve technology Technical highlights - engine mechanics Camshaft driven by chain Split cylinder block Crank assembly with balancer shaft Cross-flow cooling in cylinder head Upright oil filter Crankcase ventilation

The 1.2 ltr./47 kW 3-cylinder petrol engine with 4-valve technology Technical highlights - engine mechanics Camshaft driven by chain Split cylinder block Crank assembly with balancer shaft Cross-flow cooling in cylinder head Upright oil filter Fuel system without return flow Crankcase ventilation

Technical highlights - engine management Single-spark ignition coils Emission control system with catalytic converter close to engine and two step-type lambda probes

Technical highlights - engine management Single-spark ignition coils Electric exhaust gas recirculation valve Emission control system with catalytic converter close to engine, one broadband pre-cat lambda probe and one step-type post-cat lambda probe

Technical data
Power and torque curve of the 1.2 ltr. 6V engine
60

Power and torque curve of the 1.2 ltr. 12V engine

60

50

50

140 40 120 100 30 80

140 40 120 100 30

Torque Output
80

Output

20

20

1000

2000

3000 4000 5000 (1/min) Engine speed

6000

7000

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1000

2000

3000

Engine speed

4000 5000 (1/min)

6000

7000

Engine code Displacement Type Valves per cylinder Bore Stroke Compression ratio Maximum power output Maximum torque Engine management system Fuel

AWY 1198 3-cylinder in-line engine 2 76.5 mm 86.9 mm 10.3 : 1 40 kW at 4750 rpm 106 Nm at 3000 rpm Simos 3PD Unleaded premium with RON 95 (unleaded regular with RON 91 with slight reduction in output) Three-way catalytic converter with lambda control EU4

AZQ 1198 3-cylinder in-line engine 4 76.5 mm 86.9 mm 10.5 : 1 47 kW at 5400 rpm 112 Nm at 3000 rpm Simos 3PE Unleaded premium with RON 95 (unleaded regular with RON 91 with slight reduction in output) Three-way catalytic converter with lambda control EU4

Emission control system Emission standard

Torque

80

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Engine mechanics
Drive of camshafts and of oil pump
Both the camshafts as well as the oil pump are driven by a maintenance-free chain drive from the crankshaft. The chain drive for the camshafts is tensioned by a hydraulic chain tensioner, while that for the oil pump has a spring-loaded chain tensioner.
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2-valve drive

4-valve drive
Bushed roller chain

Camshaft sprockets

Hydraulic chain tensioner

Timing case

Sprocket drive of camshafts and oil pump

Bushed roller chain

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Spring-loaded chain tensioner

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Oil pump sprocket

Oil pump

The timing case is bolted to the cylinder head, the cylinder block and the oil pan. The chain drive is sealed to the outside by a liquid seal. If the timing case is removed, it is also necessary to take off the oil pan and to reseal it. Refer to the Workshop Manual.

Overview The illustration below provides you with an overview of the following drives: Chain drive of camshafts Chain drive of oil pump Gear drive of balancer shaft

New special tools are used for holding the camshafts in place and for locking the crankshaft. Please also refer to the appropriate Workshop Manual.

Inlet camshaft sprocket Bushed roller chain of camshaft drive Tensioning rail

Guide rail Exhaust camshaft sprocket

Guide rail

Hydraulic chain tensioner

Counterholder

Leaf spring Crankshaft gear

Sprocket drive of camshafts and oil pump

Spring-loaded chain tensioner

Bushed roller chain of oil pump drive

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Balancer shaft gear

Oil pump sprocket

Engine mechanics
The cylinder head and the camshaft housing
Both components are aluminium die castings. On the engine with 2-valve technology half of the camshaft is mounted in the cylinder head cover and the other half in the cylinder head.
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Camshaft housing

On the engine with 4-valve technology the inlet camshaft and exhaust camshaft are mounted in the camshaft housing. The mounting features four bearing bridges which are bolted to the camshaft housing. They are seated in the housing in such a way that they fit flush with the contact surface of the camshaft housing.

Bolts for attaching bearing bridge

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Camshafts

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Bearing bridge

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The cooling of the cylinder head is based on the cross-flow cooling principle. You can find further information regarding this in the section on the cooling system on page 13.

Cylinder head

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The valve gear

2-valve technology is installed in the cylinder head and in the camshaft housing. The valve mechanism consists of the camshaft, the valve, the valve spring, the roller rocker finger and the supporting element.
Camshaft

The design of the valve gear is basically the same on the engine with 2 valves per cylinder and on the engine with 4 valves per cylinder.

Roller rocker finger

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Valve with valve spring

Supporting element

4-valve technology
Inlet camshaft Hydraulic supporting elements Exhaust camshaft

You can find further information on the operation of the valve mechanism in the Self-Study Programme 196 The 1.4 l 16V 55 kW engine

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Valves with valve springs

Roller rocker finger

Engine mechanics
The cylinder block
It is an aluminium die casting and is split at the level of the middle of the crankshaft. It is sealed by means of a liquid seal.

Top part of cylinder block The grey cast iron cylinder liners are cast in the top part of the cylinder block.

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Crankshaft and balancer shaft The crankshaft runs in 4 bearings and is mounted half in the top part of the cylinder block and half in the bottom part of the cylinder block. The balancer shaft is installed in the bottom part of the cylinder block and enhances the smooth running of the engine.
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Bottom part of cylinder block The bottom part of the cylinder block is designed as a stable bearing bridge. This improves the stiffness in the area of the crankshaft and also results in smoother engine running.

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The top part of the cylinder block and the bottom part of the cylinder block must not be separated. If this is done, it will cause stresse in the crankshaft bearings and will result in engine damage during operation.

10

The crank assembly with balancer shaft

The crank assembly features a balancer shaft. Its task is to reduce oscillations and thus to achieve smooth engine running. The balancer shaft runs in the bottom part of the cylinder block and is driven through two gears by the crankshaft. The balancer shaft rotates in the opposite direction of the crankshaft at engine speed. The up and down movements of the pistons and conrods produce forces which cause oscillations. These oscillations are transmitted through the assembly mounting to the body. The task of the balancer shaft is to counteract the forces produced by the pistons, conrods and crankshaft in order to minimize such oscillations.

Crankshaft

Crankshaft gear Balancing weight

Balancer shaft gear with balancing weight Balancing weight

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Please note that you must not remove either the crankshaft or the balancer shaft.

You can find further information regarding the operation of the balancer shaft in Self-Study Programme 223 The 1.2 ltr. and 1.4 l TDI engine.

11

Engine mechanics
The oil filter and the oil pump
The oil filter is attached upright to the cylinder block at the exhaust side. It has a paper filter element which can be lifted up and out for replacing, and is therefore easy to service and environmentally friendly. A further advantage of this arrangement is that it is possible to use a larger exhaust manifold catalytic converter. This is sufficient to comply with the emission standard EU4. At the same time, it eliminates the need for a second catalytic converter.
Upright oil filter
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Sprocket of oil pump drive

The oil pump is known as a duocentric oil pump. It is bolted to the bottom part of the cylinder block and is chain-driven by the crankshaft. The chain is tensioned by means of a leaf spring at the chain tensioner.
Oil pump roller chain Oil pump sprocket To oil circuit

Spring

Spring-loaded chain tensioner

Oil pump

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Suction side Discharge side Internal rotor

The drawing opposite shows you the flow of oil in the oil pump. The function of the oil pump is described in the Self-Study Programme 196 The 1.4 l 16V 55 kW engine.

Oil pump shaft Pressure limiting valve Oil is inducted External rotor
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12

The cooling system

The special feature of the cooling system is the cross-flow cooling of the cylinder head and the flow of the coolant through the cylinder head. This design offers the following advantages: In cross-flow cooling, the coolant flows from the inlet side to the exhaust side of each of the cylinders. This makes it possible to achieve a uniform temperature level at all three cylinders. The coolant galleries, arranged in parallel in the cylinder head, collectively result in a larger opening cross-section than is the case for a cylinder head with a back-to-front flow. This in turn reduces the flow resistance and thus also the power consumption of the coolant pump by as much as 30 %. The coolant in the cylinder head flows in a focused way at a high speed along the combustion chambers. As a result, they are more efficiently cooled which in turn reduces the knocking tendency.

Colour coding/Legend Small cooling circuit (until operating temperature reached) Large cooling circuit (additionally once operating temperature is reached)

Heating system heat exchanger

Expansion reservoir Coolant pump

Thermostat Opens return flow from radiator at coolant temperature of 87 oC.

Coolant distributor housing

Radiator

Coolant temperature sensor G62

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13

Engine mechanics
The fuel system without return flow
The fuel system without return flow is used on the 1.2 ltr. engines only on the 47 kW version. This fuel system makes it possible to eliminate the return-flow line from the fuel rail up to the fuel tank. The fuel is pumped by the electric fuel pump to the fuel filter. From this point, it flows to the fuel rail and to the injectors. The fuel pressure in the system is a constant 3 bar and is regulated by the fuel pressure regulator in the fuel filter. Because the fuel pressure in the system is a constant 3 bar, but the intake manifold pressure varies, the engine control unit adapts the injection time to the intake manifold pressure. The signal which is required for this is supplied by the intake manifold pressure sensor.

Electric fuel pump Fuel pressure regulator

Fuel filter

Bleed valve

Fuel rail

Injectors
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In the return flow-free fuel system there is a bleed valve to the fuel rail. You have to bleed the system after completing any work. Please also refer to the Workshop Manual.

14

The fuel filter with fuel pressure regulator

The fuel filter is located on the right-hand side of the fuel tank. The fuel pressure regulator is inserted into the fuel filter and held in place by means of a retaining clip. The regulator maintains the fuel pressure in the fuel system at a constant 3 bar.
Fuel filter

Retaining clip of pressure regulator

Fuel pressure regulator

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Fuel feed from fuel tank

Diaphragm valve Fuel feed to fuel rail

Fuel return flow to fuel tank Fuel pressure regulator Fuel filter Fuel filter chamber

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Function of the fuel pressure regulator: The electric fuel pump pumps the fuel into the filter chamber of the fuel filter. The fuel is cleaned at this point and flows to the fuel rail and to the injectors. The fuel pressure of 3 bar is maintained by a spring-loaded diaphragm valve in the fuel pressure regulator. If the pressure rises beyond 3 bar, the diaphragm valve opens the return flow to the fuel tank.

15

Engine mechanics
The engine cover with air filter
Engine cover with integrated air filter The following components are integrated in the engine cover the air filter, the air guide up to the throttle valve control unit, the warm air regulator and the insulation of the intake noises. The result is a compact and low-cost component.
Air outlet to throttle valve control part Air filter element

Cold air inlet Warm air inlet

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Thermostat warm air regulation

To crankcase air admission at camshaft housing

Regulating the warm air The engine cover contains an expansion element which operates a regulating flap in line with the temperature. At low temperatures the cross-section to the warm air is increased while it is reduced to the cold air. At high temperatures, this situation is exactly reversed. This makes it possible to achieve a uniform intake air temperature during engine operation. It in turn also has a positive effect on engine power output, fuel consumption and emission levels.
Warm air

Regulating flap in intake air connection Regulating flap Intake air connection To filter element

Cold air

Expansion element

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16

Crankcase ventilation
The crankcase ventilation is a feature of both engines. It reduces the formation of water in the oil and prevents oil vapours and uncombusted hydrocarbons escaping to the atmosphere. The system consists of: an oil separator in the timing case, a diaphragm valve at the timing case, a plastic hose from the diaphragm valve to intake manifold and an air inlet hose with non-return valve from the air filter to the camshaft housing

The non-return valve prevents oil from being forced out of the camshaft housing into the air filter.

Air filter Non-return valve Oil separator Air inlet hose

Port behind throttle valve

Diaphragm valve

Plastic hose Oil return-flow galleries

Air inlet into crankcase

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Crankcase air inlet Air is admitted to the crankcase through a hose from the air filter. The fresh air inducted by the vacuum in the intake manifold flows through the oil return-flow galleries into the crankcase. At this point, it is mixed with the combustion gases before these condense to water on the cold walls of the cylinder block. Together they then flow through the crankcase air outlet to combustion. The result of this is a reduction in the formation of water in the oil and enhanced security against icing up.

17

Engine mechanics
Crankcase ventilation outlet The gases are drawn out of the crankcase by the vacuum in the intake manifold. The oil is separated from the gases in the labyrinth and in the cyclone oil separator and drips back into the oil pan. The remaining gases flow through the diaphragm valve into the intake manifold. At this point, the gases are mixed with the inducted air and flow to combustion. The pressure limiting valve opens if an overpressure exists in the crankcase. In this case, the gases also flow past the pressure limiting valve and the pressure is reduced. An overpressure develops, for example, as a result of wear at the piston rings and cylinder walls. In this case, there is an increased flow of gases from the cylinder into the crankcase.

Cyclone oil separator

Labyrinth oil separator

Diaphragm valve

Pressure limiting valve

To intake manifold

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Gravity valve for oil return flow

From crankcase

18

The diaphragm valve ensures a uniform pressure level and good ventilation of the crankcase. It is split into two chambers by a diaphragm. One chamber is connected to the outside air and the other to the intake manifold.

Outside air inlet

At a high intake manifold vacuum (e.g. idling) the diaphragm is pulled against the force of the spring in the direction of the opening cross-section. As a result, less gas is drawn out of the crankcase.

From crankcase

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To intake manifold

At a low intake manifold vacuum (e.g. full throttle) the spring pushes the diaphragm back. As a result, the cross-section is opened wide and more gas is drawn out of the crankcase.

260_023

To intake manifold

19

Engine management system

System overview
Intake air temperature sender G42 and intake manifold pressure sender G71 Simos 3PD/3PE control unit J361

Engine speed sender G28

Hall sender G40 (for camshaft position)

Throttle valve control unit J338 Throttle valve drive angle sender G187 and G188 (el. throttle)

Accelerator pedal position sender G79 and G185 Diagnostic connection

Clutch pedal switch F36 Brake light switch F and Brake pedal switch F47

Knock sensor G61

Coolant temperature sender G62

Lambda probe G39

Lambda probe downstream of cat G130

Additional signals: Alternator terminal DFM Vehicle speed signal Switch for cruise control system (ON/OFF)

Electrical system control unit J519 Databus diagnostic interface J533

20

Kw ire

Fuel pump relay J17 Fuel pump G6

Injector N30 ... 32

Driv etra in C AN

Ignition coil 1 with power output stage N70 Ignition coil 2 with power output stage N127 Ignition coil 3 with power output stage N291

ABS/EDL control unit J104 Airbag control unit J234 PAS control unit J500 Steering angle sender G85

Throttle valve control unit J338 Throttle valve drive G186 (EPC)

Solenoid valve 1 for activated charcoal filter N80 Control unit with display unit in dash panel insert J285 EGR valve N18* with potentiometer G212*

Heater for lambda probe Z19

Heater for lambda probe downstream of cat Z29

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* only on engine with 4-valve technology

21

Engine management system

The engine control unit
is located on the engine side at the bulkhead and has 121 pins. This installation position has been selected to provide easy access to the engine control unit, while at the same time protecting it from moisture. The engine management systems used are on the 1.2 ltr./40 kW engine the Simos 3PD and on the 1.2 ltr./47 kW engine the Simos 3PE. Both are designed for single-spark ignition coils. The difference between the two engine management systems relates to the differing lambda regulation. The 1.2 ltr./40 kW engine features two steptype lambda probes while the 1.2 ltr./47 kW engine uses one broadband and one step-type lambda probe.

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The designations Simos 3PD and 3PE mean: 1.2 ltr./40 kW engine Simos 3 P D Manufacturer Siemens Version with electric power control Load detected by intake manifold pressure sender Development stage with single-spark ignition coils and two step-type lambda probes 1.2 ltr./47 kW engine Simos 3 P E Manufacturer Siemens Version with electric power control Load detected by intake manifold pressure sender Development stage with single-spark ignition coils, one broadband and one step-type lambda probe

22

The single-spark ignition coils

Both engines feature single-spark ignition coils with integrated power output stage. Installation position on the 1.2 ltr./40 kW engine inserted into the side of the cylinder head and

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on the 1.2 ltr./47 kW engine inserted into the middle of the cylinder head.

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Effects in the event of failure If a single-spark ignition coil fails, this is detected by the misfiring detection system. The corresponding injector is then no longer actuated.

Rubber lips

Rubber studs

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Electric circuit
J361

J361 N127 P Q

Simos control unit Ignition coil 2 with power output stage Spark plug connector Spark plugs

N127

P Q

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23

Engine management system

The fuel pump feed control
The 2002 Polo features a new fuel pump feed control. Two parallel relays take the place of the individual fuel pump relay with integrated crash fuel shut-off. The fuel pump relay J17 and the fuel feed relay J643. Both relays are located on the relay carrier above the vehicle electrical system control unit J519.
Relay carrier

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Electrical system control unit J519

The fuel pump relay J17 is actuated by the engine control unit and the fuel feed relay J643 by the vehicle electrical system control unit. Ignition (terminal 15) off At ignition off, the fuel pump feed control is performed by the vehicle electrical system control unit J519 and by the fuel feed relay J643. Ignition (terminal 15) on At ignition on, the fuel pump feed control is performed by the engine control unit J361 and the fuel pump relay J17.
J643

J519

+30 +15

J17
M

G6

J361 31
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24

Ignition (terminal 15) off When the ignition is off, the fuel pump feed control is activated if driver door open is detected by the door contact switch. The vehicle electrical system control unit thereupon actuates the fuel feed relay and the fuel pump runs for about two seconds. A timer switch in the vehicle electrical system control unit prevents the fuel pump from running constantly if the driver door is opened at short intervals. once again actuates the fuel pump if the driver door remains open for longer than 30 minutes.
J519

+30 +15

J643

J17
M

G6

J361 31
260_073

Ignition (terminal 15) on If ignition is on, the engine control unit actuates the fuel pump relay and the fuel pump runs for about two seconds. If the engine is started and an engine speed of more than 30 rpm is detected, the fuel pump relay is constantly actuated and the fuel pump is switched on. The fuel pump relay continues to be actuated until terminal 15 off is detected, engine speed is less than 30 rpm or a crash signal has been transmitted by the airbag control unit J234 to the engine control unit.
J519

+30 +15 J234

Drivetrain CAN

J643

J17
M

G6

J361

After a crash signal it is not possible to switch the fuel pump on again until the ignition has been switched off and on.

31
260_074

25

Engine management system

Exhaust post-treatment
The exhaust post-treatment features a large three-way catalytic converter. This is installed directly downstream of the exhaust manifold in the exhaust line. The catalytic converter must heat up rapidly and thus be operational within a short time in order to comply with the EU4 emission standard. This is achieved by positioning the catalytic converter close to the engine. Until now, though, the catalytic converter was too small in design, for space reasons, to alone comply with the emission standard. That is why a main catalytic converter was used in addition to the pre-catalytic converter. On the 3-cylinder engines, the installation situation is more favourable as a result of the upright oil filter. The catalytic converter is positioned close to the engine and is now so generously dimensioned that it is able to comply by itself with the EU4 emission standard.

Exhaust manifold

Lambda probe G39 (broadband lambda probe)

Lambda probe G130 (step-type lambda probe)

Catalytic converter

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Decoupling element (vibration damper)

Exhaust pipe

26

Emission control This is performed by means of two lambda probes. The pre-cat lambda probe On the 1.2 ltr./40 kW engine a step-type lambda probe is used as the pre-cat lambda probe. On the 1.2 ltr./ 47 kW engine a broadband lambda probe is used. The pre-cat lambda probe determines the oxygen concentration in the exhaust upstream of the catalytic converter. If deviation from =1 occurs, the injection period is varied accordingly. The post-cat lambda probe On both engines a step-type lambda probe is used as the post-cat lambda probe. The post-cat lambda probe is used for verifying the function of the catalytic converter. Adaptation of the pre-cat lambda probe G39 is also performed.

G28 G42/71

G39

G130

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J361

Legend: G28 Engine speed sender G39 Lambda probe (pre-cat) G42/71 Intake air temperature sender/ Intake manifold pressure sender G130 J361 Lambda probe (post-cat) Simos 3PD/3PE control unit

27

Engine management system

Function diagram
J519

ST

J643

J17

J363

F47

F36

J361 D/50

B
M

N18 G212 G40 G42 G71 G62 G28

G79

G185

31

A B D/50 F F36 F47 G6 G28 G39 G40 G42 G61 G62 G71

Battery Starter Ignition-start switch/terminal 50 Brake light switch Clutch pedal switch Brake pedal switch Fuel pump Engine speed sender Lambda probe Hall sender Intake air temperature sender Knock sensor Coolant temperature sender Intake manifold pressure sender

G79 G130 G185 G186 G187 G188 G212 J17 J338 J361 J363 J519 J533

Accelerator pedal position sender Lambda probe downstream of catalytic converter Sender 2 for accelerator pedal position Throttle valve drive Angle sender 1 for throttle valve drive Angle sender 2 for throttle valve drive EGR potentiometer* Fuel pump relay Throttle valve control unit Simos control unit Power supply relay for Simos control unit Vehicle electrical system control unit Databus diagnostic interface

28

J533 +30 +15

G39 N80

Z19

G130

Z29

Drivetrain CAN

A B

N30

N31

N32

J338 N70
M
M

N127

N291

G6 G186 G188 G187 G61

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P Q P Q P Q

31

J643 N18 N3032 N70 N80 N127 N291 P Q ST Z19 Z29

Fuel feed relay EGR valve* Injectors, cylinders 13 Ignition coil 1 with power output stage Activated charcoal filter solenoid valve Ignition coil 2 with power output stage Ignition coil 3 with power output stage Spark plug connector Spark plugs Fuse carrier on battery Heater for lambda probe Heater for lambda probe 1, downstream of cat

Colour coding/Legend = Input signal = Output signal = Bidirectional = Positive = Earth = CAN databus = Diagnostic connection Additional signals A B Alternator terminal DFM Cruise control switch (ON/OFF) Vehicle speed signal

only on engine with 4-valve technology

29

Engine management system

Self-diagnosis
The sensors and actuators of both engines are tested as part of the self-diagnosis. For diagnosis, please use the up-to-date workshop literature and the Vehicle Diagnostic, Testing and Information System VAS 5051 or the Vehicle and Service Information System VAS 5052.

WO R KS H O P EQUIPMENT

IrDA

VAS 5052

260_053

260_041

The colour-coded sensors and actuators are tested as part of the self-diagnosis and the guided fault finding.

Please note that Repair Group 01 is integrated in the Guided fault finding. It also contains the functions of Read datablock and Final control diagnosis.

G42, G71

Simos 3PD/3PE control unit

J17, G6

G28 N30 ... 32 G40

Driv etra in C AN

J338, G187, G188 G79, G185 F36 F, F47 G61 G62

Diagnostic connection

Kw ire

N70, N127, N291

J338, G186

N80

, N18, G212

Z19 G39 G139 J519, J533 Z29

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30

Service
Extended service interval
The extended service interval is a feature of both engines. The service intervals of both engines can consequently be up to 30,000 km or up to 2 years, respectively. There has been no change in terms of the function - compared to the present models which currently feature the extended service interval. Only the installation position of the oil level/oil temperature sender G266 has been modified for space reasons. It is attached to the timing case at the belt side and projects into the oil pan.

260_039

The work instructions for the extended service interval are described in detail in the Maintenance manual for the particular model. Please also make use of the workshop forms for the particular vehicle model.

260_040

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Service
Special tools
Designation T10120 Locating pin Tool Use For locking camshaft in place, 3-cylinder 2-valve engine

T10121 Locating pin

For locking crankshaft in place, 3-cylinder 2-valve engine and 4-valve engine

T10122 Assembly device

For replacing crankshaft seal at flywheel side, 3-cylinder 2-valve and 4-valve engine

T10123 Camshaft lock

For locking camshafts in place, 3-cylinder 4-valve engine

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Test your knowledge

Which answers are correct? There may be only one or even several correct answers!

1.

Which statements regarding the chain drive are correct? A. B. C. There is one chain drive for driving the camshafts and one for driving the oil pump. The balancer shaft is chain-driven together with the oil pump by the crankshaft. The advantage of chain drives is that they do not require any maintenance.

2.

Which statements regarding the split cylinder block are correct? A. B. C. The grey cast iron cylinder liners are cast in the top part of the cylinder block. Half of the crankshaft is accommodated in the top part of the cylinder block and the other half in the bottom part of the cylinder block. The bottom part of the cylinder block may be separated from the top part for repair purposes.

3.

What is the task of the balancer shaft? A. B. C. Its task is to reduce oscillations and thus to improve engine running. It acts as a drive gear for the oil pump. It is used to drive ancillary components.

4.

What are the advantages offered by cross-flow cooling in the cylinder head? A. B. C. The same temperature level prevails at all three cylinders. The knocking tendency is reduced because the combustion chamber walls are cooler. Large opening cross-sections result in a lower flow resistance and thus in a reduced power consumption of the water pump.

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Test your knowledge

5.

What is the new feature of the fuel system of the 1.2 ltr./47 kW engine? A. B. C. There is no longer a fuel return-flow line from the fuel rail to the fuel tank. The fuel pressure regulator is inserted into the filter and held in place by a retaining clip. The fuel pressure in the system is a constant 3 bar.

6.

Which statements regarding the fuel pump feed control are correct? A. B. C. A relay with integrated crash fuel shut-off is installed for the fuel pump feed control. There are two relays, both of which are actuated by the engine control unit. There are two relays, one of which is actuated by the vehicle electrical system control unit and the second one by the engine control unit.

7.

Which statements regarding the exhaust post-treatment and control are correct? A. B. C. Both engines have a pre-catalytic converter close to the engine and the main catalytic converter. The 1.2 ltr./40 kW engine has one catalytic converter and two step-type lambda probes. The 1.2 ltr./47 kW engine has one catalytic converter, a broadband pre-catalytic converter lambda probe and a step-type post-catalytic converter lambda probe.

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35 Answers 1. A., C.; 2. A., B.; 3. A.; 4. A., B., C.; 5. A., B., C.; 6. C.; 7. B., C.

Service.

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For internal use only VOLKSWAGEN AG, Wolfsburg All rights reserved. Technical data subject to change without notice. 140.2810.79.20 Corresponds to technical state 10/01

This paper was produced from chlorine-free

chemical pulp.