Ssp296 The 1.4 Ltr. And 1.6 Ltr. FSI Engine With Timing Chain
Service.Self study programme 296The 1.4 ltr. and 1.6 ltr. FSI enginewith timing chainDesign and function
For Volkswagen, new and further development of engines with direct petrol injection is an importantcontribution towards environmental protection.The frugal, environmentally-friendly and powerful FSI engines are offered in four derivatives for the following vehicles:-1.41.41.61.6ltr./63 kW FSI engine in the Pololtr./77 kW FSI engine in the Lupoltr./81 kW FSI engine in the Golf/Boraltr./85 kW FSI engine in the TouranS296 008In this self-study programme you will be shown the design and function of the new engine mechanicaland management systems.Further information about engine management can be found in self-study programme 253 "The petroldirect injection system with Bosch Motronic MED 7".NEW2The self-study programme shows the designFor current testing, adjustment and repair instructions,and function of new developments!The contents will not be updated.refer to the relevant service literature.ImportantNote
ContentsIntroduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4Technical properties . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5Engine mechanics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6Engine cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6Intake manifold upper part . . . . . . . . . . . . . . . . . . . . . . .7Control housing seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8Electrical exhaust gas recirculation valve . . . . . . . . . . . .9Cooling system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10Regulated Duocentric oil pump . . . . . . . . . . . . . . . . . . . 14Variable valve timing . . . . . . . . . . . . . . . . . . . . . . . . . . . 16Engine management . . . . . . . . . . . . . . . . . . . . . . . . . . . 18System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18Engine control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20Operating types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22Intake system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24Supply on demand fuel system . . . . . . . . . . . . . . . . . . 28Fuel pump control unit . . . . . . . . . . . . . . . . . . . . . . . . . 30Fuel pressure sender . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31High pressure fuel pump . . . . . . . . . . . . . . . . . . . . . . . 32Functional diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36Self-diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37Test yourself . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 383
IntroductionBoth engines are basically the same, in that they consist of cylinder block and cylinder head, camshaftdrive, control housing, oil pump and ancillaries.The significant differences of the 1.6 ltr. FSI engine are the greater stroke, variable valve timing and further developed operating condition "double injection".S296 011S296 051Technical propertiesEngine mechanicsEngine management---Engine cover with air cleaner andhot air controlIntake manifold upper part made of plasticCamshaft driven by chainContinually variable valve timing *)Oil cooler *)Regulated Duocentric oil pumpDual circuit cooling systemCross flow cooling in cylinder headCrankcase breather system-Petrol direct injection with double injectionEngine control unit with integrated ambientair pressure senderIntake air temperature sender in engine coverSupply on demand fuel systemSingle spark ignition coilExhaust gas treatment with NOx storagecatalyst and NOx senderIntegrated radiator and fan control*) 1.6 ltr./85 kW FSI engine onlyThe regulated Duocentric oil pump, the dual circuit cooling system and the supply on demandfuel system are new technologies that will also be used in other vehicles in the future.4
Technical 08040803060306020402040102010200Performance [kW]1800100020003000400050000Torque [Nm]1.6 ltr./85 kW FSI engine90Torque [Nm]Performance [kW]1.4 ltr./63 kW FSI engine01000Speed [rpm]20003000400050006000Speed [rpm]S296 049S296 050Engine codesAUXBAGDisplacement13901598Type4-cylinder in-line engine4-cylinder in-line engineValves per cylinder44Bore76.5 mm76.5 mmStroke75.6 mm86.9 mmCompression ratio12:112:1Maximum output63 kW at 5000 rpm85 kW at 5800 rpmMaximum torque130 Nm at 3500 rpm155 Nm at 4000 rpmEngine managementBosch Motronic MED 7.5.11Bosch Motronic MED 9.5.10FuelSuper unleaded at RON 98(unleaded at RON 95 with reduction in performance)Exhaust gas treatmentThree-way catalyst with Lambda control, NOx storage catalyticconverterEmissions standardEU45
Engine mechanicsEngine coverIntegrated in the engine cover:-Air guide to throttle valve control unitHot air regulatorIntake noise insulationAir cleanerIntake air temperature sender 2 G299Engine cover, undersideAir outlet to throttle valve controlunit J338Intake air temperature sender 2G299Air cleanerto crankcase breatheron camshaft housingIntake noiseinsulationAir inletCold airS296 009Air inletHot air6ThermostatHot air regulator
Intake manifold upper partThe intake manifold upper part is made of plastic.This has the following advantages:-Reduction in weightAir flow improvement thanks to smoother intake wallsIn the intake manifold upper part there is a vacuum unit that assures actuation of the intake manifoldflaps even when vacuum pressure is low.Throttle valve control unit J338Tovacuum positioner element for intake manifoldPlastic intake manifoldwith vacuum unitIntake manifoldflap air flow controlvalve N316To EGRvalve N18From diaphragm valvefor crankcase breatherIntake manifoldpressure sender G71 andair intaketemperature sender G42To pressure sensorfor brake servo G294S296 018Solenoid valve 1 for activatedcharcoal filter system N80Toactivated charcoal filter7
Engine mechanicsControl housing sealThe control housing is sealed to the cylinder head and the cylinder block by a bonded rubber gasket.Between the control housing and the oil sump there is a fluid gasket.Oil filter housingThe oil filter housing is integrated in the control housing. This means that there is no requirement for asealing surface between the cylinder block and the oilfilter housing.Cross section ofbonded rubber gasketS296 003S296 017S296 016Holes for thefluid gasketFluid gasketThe seal between the control housing and the oil sumpis made by a fluid gasket. This is pressed between thesealing surfaces by means of a special drilling in thecontrol housing.8Engine oil cross-over areaFor transference of engine oil from the cylinder blockinto the control housing, there is an oil pressure ofapprox. 3.5 bar. Therefore, a bonded rubber gasket isused.
Electric exhaust gas recirculation valveThe electric exhaust gas recirculation valve withEGR valve N18 and the potentiometer forexhaust gas recirculation G212 are bolted to thecylinder head.The valve is designed for treatment of high levelsof exhaust gas and draws the exhaust gasdirectly from the 4th cylinder of the cylinderhead.S296 036Withdrawal at cylinder no. 4Potentiometer for exhaust gasrecirculation G212Exhaust gas recirculation valve N18Electric exhaust gas recirculation valve in the coolant circuitDue to the vicinity of the exhaust gas withdrawal point, the exhaust gas recirculation valve is integratedin the coolant circuit of the engine. This allows the exhaust gas recirculation valve to be cooled and protected from excessively high temperatures.Expansion tankS296 037Tocoolant pumpFromradiatorExhaust gas recirculation valve9
Engine mechanicsCooling systemThe cooling system is of a dual circuit design. This system features a separate coolant path, with differenttemperatures, through the cylinder block and the cylinder head. The coolant flow is controlled by twothermostats in the coolant distribution housing. One for the cylinder block and one for the cylinder head.Furthermore, both engines feature cross flow cooling of the cylinder head.Exhaust gas recirculation valveExpansion tankCoolant pumpCoolant circuit ofcylinder blockCoolant circuit ofcylinder headOil cooler(1.6 ltr./85 kW FSI engine only)Radiator10
The dual circuit cooling system has the following advantages:-The cylinder block is heated up faster because the coolant stays in the cylinder block until it reaches105 C.There is less friction in the crankcase drive system due to higher temperatures in the cylinder block.There is improved cooling in the combustion chambers thanks to lower temperatures in the cylinderhead. This leads to improved filling with less risk of knocking.Heating system heat exchangerThermostat 1from cylinder head (opens at 87 C)Coolant distribution housingThermostat 2from cylinder block (opens at 105 C)S296 02011
Engine mechanicsDual circuit cooling systemThe cooling system is split into two circuits in the engine. A third of the coolant in the engine flows to thecylinders and two thirds to the combustion chambers in the cylinder head.From cylinder headFrom cylinder blockTo radiatorFrom radiatorCoolant temperature 87 CCoolant distribution housingCoolant temperature 105 CS296 055Position of thermostats up to 87 C:Both thermostats are closed, which means theengine is heated up faster.Thermostat 1The coolant flows through the following components:-Coolant pumpCylinder headCoolant distribution housingHeating system heat exchangerOil cooler(1.6 ltr./85 kW FSI engine only)- Exhaust gas recirculation valve- Expansion tankThermostat 2S296 03812
Position of thermostats from 87 C to 105 C:Thermostat 1 is open and thermostat 2 is closed.This regulates the temperature in the cylinderhead to 87 C and increases the temperature inthe cylinder block further.Thermostat 1The coolant flows through the following components:-Coolant pumpCylinder headCoolant distribution housingHeating system heat exchangerOil cooler(1.6 ltr./85 kW FSI engine only)- Exhaust gas recirculation valve- Expansion tank- RadiatorThermostat 2S296 039Position of thermostats above 105 C:Both thermostats are open. This regulates thetemperature in the cylinder head to 87 C and inthe cylinder block to 105 C.Thermostat 1The coolant flows through the following components:-Coolant pumpCylinder headCoolant distributorHeating system heat exchangerOil cooler(1.6 ltr./85 kW FSI engine only)- Exhaust gas recirculation valve- Expansion tank- Radiator- Cylinder blockThermostat 2S296 04013
Engine mechanicsRegulated Duocentric oil pumpA regulated Duocentric oil pump is installed for the first time. Thanks to this equipment, oil pressure isregulated to approx. 3.5 bar across almost the entire rev range. Regulation is by means of a control ringand control spring.This provides the following advantages:-The drive performance of the oil pump isreduced by up to 30 %.Wear in the oil is reduced because less oil isbeing circulated.The build up of oil foam in the oil pump isminimised as oil pressure remains constantacross almost the entire rev range.In the adjacent diagram you can see the individual parts of the regulated oil pump.HousingChain sprocketPressure limiter valveOuter rotorControl ringControl springDrive shaft with inner rotorS296 023Housing coverOil suction pumpDrive of regulated oil pumpCrankshaftThe oil pump is bolted to the underside of thecylinder block and is chain driven from thecrankshaft. The chain is maintenance-free.The chain is tensioned by means of a steel springon the chain tensioner.SpringRoller chainSpring-loadedchain tensionerChain sprocketoil pumpS296 01314
Principle of oil deliveryThe inner rotor sits on the drive shaft and drives the outer rotor. Due to the different rotating axes of theinner and outer rotors, a larger space is created on the suction side due to the rotating motion. The oil isdrawn in and transported to the pressure side. On the pressure side, the space between the teethbecomes smaller again and oil is forced into the oil circuit.Regulation of oil pressureOn the regulated Duocentric oil pump, oil pressure is regulated at 3.5 bar in the amount of oildelivered.Pressure sideOil pressure below 3.5 barThe control spring forces the controlring against the oil pressure(arrows). The control ring also causesthe outer rotor to turn and anincrease in space between inner andouter rotors is the result. This meansthat more oil is transported from thesuction side to the pressure side andforced into the oil circuit. With agreater amount of oil, there is alsogreater oil pressure.Suction sideInner rotorControl springControl ringFromoil sumpS296 014Pressure sideOil pressure above 3.5 barThe oil pressure (arrows) forces thecontrol ring against the controlspring.The outer rotor is also turned in thedirection of the arrow and adecrease in space between the innerand outer rotors is the result. Thismeans that less oil is transportedfrom the suction side to the pressureside and forced into the oil circuit.With a reduced amount of oil, thereis less oil pressure.Outer rotorInoil circuitSuction sideOuter rotorIntooil circuitInner rotorControl springControl ringS296 015Fromoil sump15
Engine mechanicsVariable valve timing (1.6 ltr./85 kW FSI engine)The 1.6 ltr./85 kW FSI engine has variable inletvalve timing. Adjustment of the camshaft is loadand speed dependent and comes from a vanecell adjuster attached directly to the inlet camshaft.Inlet camshaft timing adjustment valve N205Variable valve timing leads to:--very effective inner exhaust gas recirculation,whereby combustion temperature and nitrogen oxides are reduced, andalso improved torque development.Vane cell adjusterS296 068The central securing bolt of the vane cell adjuster has a left-handed thread.Vane cell adjusterThe vane cell adjuster is bolted to the timing control side of the inlet camshaft.Adjustment rangecamshaft20 The adjustment range covers a maximum 40 crankshaft angle and a 20 camshaft angle,starting from the basic position towards"advanced".The advantages of the vane cell adjuster asopposed to the camshaft adjuster of the1.4 ltr./77 kW FSI are:-Adjustment is possible even at lowoil pressuresIt is easierIt is cheaperHousingS296 069Inner rotorFurther information about this principle of variable valve timing can be found in self-studyprogramme number 246 "Variable valve timing with the vane cell adjuster".16
Inlet camshaft timing adjustment valve N205This can be found in the camshaft housing and isincluded in the oil circuit of the engine.RetardedadjustmentInlet camshafttiming adjustment valve N205AdvancedadjustmentOil supplyActuation of the inlet camshaft timing adjustmentvalve results in oil being fed to one or both oilchannels.Depending on which oil channel is accessible,the inner rotor is adjusted in the direction of"advanced" or "retarded", or held in its position.As the inner rotor is bolted to the inlet camshaft,the camshaft is adjusted in the same way.Effects of failureIf the inlet camshaft timing adjustment valveN205 fails in its function, there is no variable timing adjustment.Oil returnS296 067Oil coolerDue to the higher rev range of the 1.6 ltr./85 kWFSI engine, the engine oil is subjected to greaterheat. To guarantee precise adjustment of the inletcamshaft across the entire rev range, an oilcooler is installed.Oil coolerS296 05717
Engine managementSystem overviewInlet manifold pressure sender G71Intake air temperature sender G42Intake air temperature sender 2 G299Engine speed sender G28Hall sender G40Throttle valve control unit J338Throttle valve drive angle sender 1 2 G187 and G188Accelerator pedal position sender G79 and G185Clutch pedal switch F36DiagnosisconnectionBrake light switch F and brake pedal switch F47Fuel pressure sender, high pressure G247Fuel pressure sender, vacuum pressure G410Coolant temperature sender - radiator outlet G83CAN driveCoolant temperature sender G62Communications lineKnock sensor G61Potentiometer for intake manifold flap G336Potentiometer for exhaust gas recirculation G212Lambda probe G39Onboard power supplyExhaust gas temperature sender G235NOx* sender G295,NOx sensor* control unit J583Brake servo pressure sensor G294Temperature selection potentiometer G267Additional input signals18control unit J519Diagnosis interfacefor databus J533
Fuel pump control unit J538Fuel pump G6Motronic control unit J220with ambient air pressure senderInjectors, cylinders 1-4 N30-33Ignition coils 1 - 4 with output stages N70, N127,N291, N292Throttle valve control unit J338Throttle valve drive G186Motronic current supply relay J271ABS/EDL control unit J104Airbag control unit J234Fuel pressure control valve N276Power steering control unit J500Steering angle sender G85Solenoid valve foractivated charcoal filter system N80Intake manifold flap air flow control valve N316Exhaust gas recirculation valve N18EPCLambda probe heating Z19Control unit withdisplay unit in dash panelinsert J285NOx sender heater* Z44Inlet camshaft timing adjustment valve N205(1.6 ltr. FSI engine only)Additional output signalsS296 022*(One component on 1.6 ltr./85 kW FSI engine)19
Engine managementEngine control unit J220 (1.4 ltr./63 kW FSI engine)The engine control unit on the Polo can be foundon the bulkhead in the engine compartment andhas 121 pins.The installation location was carefully selected toallow easy access but also to protect againstdampness.The torque-based engine management system isBosch Motronic MED 7.5.11. In the housing of thecontrol unit there is also an ambient air pressuresender.The engine control unit calculates and controlsthe optimum fuel and air mixture for the following modes of operation. Stratified injectionHomogeneous-leanHomogeneousDouble injection, catalyst warm-upEngine control unitwith ambient airpressure senderJ220S296 025The designation MED 7.5.11 stands for:M MotronicE Electric throttle operationD Direct injection7. Version5.11 Development stage20
Engine control unit J220 (1.6 ltr./85 kW FSI engine)The engine control unit on the Touran can befound in the plenum chamber and has 154 pins.The torque-based engine management system isBosch Motronic MED 9.5.10.The engine control unit calculates and controlsthe optimum fuel and air mixture for the following modes of operation. Stratified injectionHomogeneous-leanHomogeneousDouble injection, catalyst warm-upDouble injection, full throttleEngine control unitwith ambient airpressure senderJ220S296 056The designation MED 9.5.10 stands for:M MotronicE Electric throttle operationD Direct injection9. Version5.10 Development stage21
Engine managementOperating typesIn addition to the operating types stratified injection, homogeneous-lean and homogeneous, there aretwo further operating modes. These are 'double injection, catalyst warm-up' and 'double injection, fullthrottle'. Thanks to these two modes, firstly, the catalyst is warmed up faster and, secondly, torque isincreased in the lower rev range.Double injection, catalyst warm-upIn homogeneous catalyst warm-up mode, the catalyst is warmed up faster and it therefore reaches itsoptimal operating temperature earlier. Furthermore, quieter running is the result and there are fewer HCemissions. All in all, there is a reduction in exhaust emissions and fuel consumption.First injectionThe first injection is when the crankshaft angle isat approx. 300 before TDC during the intakestroke. This helps to achieve a balanced distribution of the air and fuel mixture.1st injectionS296 059Second injectionDuring the second injection, a small amount offuel is injected when the crankshaft angle is atapprox. 60 before TDC. This mixture burns verylate and exhaust gas temperature increases.2nd injecti
For Volkswagen, new and further development of engines with direct petrol injection is an important contribution towards environmental protection. The frugal, environmentally-friendly and powerful FSI engines are offered in four derivatives for the fol-lowing vehicles: - 1.4 ltr./63 kW FSI engine in the Polo - 1.4 ltr./77 kW FSI engine in the Lupo
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