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Design and function

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 following vehicles: 1.4 1.4 1.6 1.6 ltr./63 kW FSI engine in the Polo ltr./77 kW FSI engine in the Lupo ltr./81 kW FSI engine in the Golf/Bora ltr./85 kW FSI engine in the Touran

S296_008

In this self-study programme you will be shown the design and function of the new engine mechanical and management systems. Further information about engine management can be found in self-study programme 253 "The petrol direct injection system with Bosch Motronic MED 7".

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For current testing, adjustment and repair instructions, refer to the relevant service literature.

F<,)#,)8
1,)*<-96)3<,$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&' Technical properties . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 A,23,#$5#6"+,368 $&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&. Engine cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 Intake manifold upper part . . . . . . . . . . . . . . . . . . . . . . .7 Control housing seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8 Electrical exhaust gas recirculation valve . . . . . . . . . . . .9 Cooling system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 Regulated Duocentric oil pump . . . . . . . . . . . . . . . . . . . 14 Variable valve timing . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

A,23,#$5+,+2#5#,) &$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$& %G System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Engine control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Operating types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Intake system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Supply on demand fuel system . . . . . . . . . . . . . . . . . . 28 Fuel pump control unit . . . . . . . . . . . . . . . . . . . . . . . . . 30 Fuel pressure sender . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 High pressure fuel pump . . . . . . . . . . . . . . . . . . . . . . . 32 Functional diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

0#*?36# $&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$ H. Self-diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36 Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37 !#8)$:<9*8#(7 &$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$&$& $HG
3

1,)*<-96)3<,

Both engines are basically the same, in that they consist of cylinder block and cylinder head, camshaft drive, 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_011

S296_051

!#6",36+($;*<;#*)3#8
A,23,#$5#6"+,368 Engine cover with air cleaner and hot air control Intake manifold upper part made of plastic Camshaft driven by chain Continually variable valve timing *) Oil cooler *) Regulated Duocentric oil pump Dual circuit cooling system Cross flow cooling in cylinder head Crankcase breather system A,23,#$5+,+2#5#,) Petrol direct injection with double injection Engine control unit with integrated ambient air pressure sender Intake air temperature sender in engine cover Supply on demand fuel system Single spark ignition coil Exhaust gas treatment with NOx storage catalyst and NOx sender Integrated radiator and fan control

*) 1.6 ltr./85 kW FSI engine only

The regulated Duocentric oil pump, the dual circuit cooling system and the supply on demand fuel system are new technologies that will also be used in other vehicles in the future.

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90 180

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90 180

80

160

80

160

70

140

70

140

60

120

60

120

50

100

50

100

40

80

40

80

Performance [kW]

Performance [kW]

30

60

30

60

Torque [Nm]

20

40

20

40

10

20

10

20

0 1000 2000 3000 4000 5000

0 1000 2000 3000 4000 5000 6000

Speed [rpm]

Speed [rpm]

S296_049

S296_050

Engine codes Displacement Type Valves per cylinder Bore Stroke Compression ratio Maximum output Maximum torque Engine management Fuel Exhaust gas treatment Emissions standard

AUX 1390 4-cylinder in-line engine 4 76.5 mm 75.6 mm 12:1 63 kW at 5000 rpm 130 Nm at 3500 rpm Bosch Motronic MED 7.5.11

BAG 1598 4-cylinder in-line engine 4 76.5 mm 86.9 mm 12:1 85 kW at 5800 rpm 155 Nm at 4000 rpm Bosch Motronic MED 9.5.10

Super unleaded at RON 98 (unleaded at RON 95 with reduction in performance) Three-way catalyst with Lambda control, NOx storage catalytic converter EU4 5

Torque [Nm]

A,23,#$5#6"+,368
A,23,#$6<?#*
Integrated in the engine cover: Air guide to throttle valve control unit Hot air regulator Intake noise insulation Air cleaner Intake air temperature sender 2 G299

A,23,#$6<?#*L$9,-#*83-# Air outlet to throttle valve control unit J338 Intake air temperature sender 2 G299 Air cleaner

to crankcase breather on camshaft housing

Intake noise insulation

Air inlet Cold air Air inlet Hot air Thermostat Hot air regulator

S296_009

1,)+J#$5+,37<(-$9;;#*$;+*)
The intake manifold upper part is made of plastic. This has the following advantages: Reduction in weight Air flow improvement thanks to smoother intake walls

In the intake manifold upper part there is a vacuum unit that assures actuation of the intake manifold flaps even when vacuum pressure is low.

Throttle valve control unit J338 To vacuum positioner element for intake manifold

Plastic intake manifold with vacuum unit Intake manifold flap air flow control valve N316

To EGR valve N18

From diaphragm valve for crankcase breather

To pressure sensor for brake servo G294

Intake manifold pressure sender G71 and air intake temperature sender G42
S296_018

Solenoid valve 1 for activated charcoal filter system N80

To activated charcoal filter

A,23,#$5#6"+,368
F<,)*<($"<983,2$8#+(
The 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.
F*<88$8#6)3<,$<7 E<,-#-$*9EE#*$2+8J#)

M3($73()#*$"<983,2 The oil filter housing is integrated in the control housing. This means that there is no requirement for a sealing surface between the cylinder block and the oil filter housing.

S296_003

S296_017

S296_016

N<(#8$7<*$)"# 7(93-$2+8J#)

A,23,#$<3($6*<88C<?#*$+*#+ For transference of engine oil from the cylinder block into the control housing, there is an oil pressure of approx. 3.5 bar. Therefore, a bonded rubber gasket is used.

/(93-$2+8J#) The seal between the control housing and the oil sump is made by a fluid gasket. This is pressed between the sealing surfaces by means of a special drilling in the control housing.

A(#6)*36$#O"+98)$2+8$*#63*69(+)3<,$?+(?#
The electric exhaust gas recirculation valve with EGR valve N18 and the potentiometer for exhaust gas recirculation G212 are bolted to the cylinder head. The valve is designed for treatment of high levels of exhaust gas and draws the exhaust gas directly from the 4th cylinder of the cylinder head.

S296_036

Withdrawal at cylinder no. 4 Potentiometer for exhaust gas recirculation G212 Exhaust gas recirculation valve N18

A(#6)*36$#O"+98)$2+8$*#63*69(+)3<,$?+(?#$3,$)"#$6<<(+,)$63*693) Due to the vicinity of the exhaust gas withdrawal point, the exhaust gas recirculation valve is integrated in the coolant circuit of the engine. This allows the exhaust gas recirculation valve to be cooled and protected from excessively high temperatures.

Expansion tank

S296_037

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/*<5 *+-3+)<* Exhaust gas recirculation valve

A,23,#$5#6"+,368
F<<(3,2$8:8)#5
The cooling system is of a dual circuit design. This system features a separate coolant path, with different temperatures, through the cylinder block and the cylinder head. The coolant flow is controlled by two thermostats 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 valve Expansion tank

Coolant pump

Coolant circuit of cylinder block

Coolant circuit of cylinder head

Oil cooler (1.6 ltr./85 kW FSI engine only)

Radiator

10

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 reaches 105 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 cylinder head. This leads to improved filling with less risk of knocking.

Heating system heat exchanger

Thermostat 1 from cylinder head (opens at 87 C)

Coolant distribution housing

Thermostat 2 from cylinder block (opens at 105 C)

S296_020

11

A,23,#$5#6"+,368
R9+($63*693)$6<<(3,2$8:8)#5
The cooling system is split into two circuits in the engine. A third of the coolant in the engine flows to the cylinders and two thirds to the combustion chambers in the cylinder head.

From cylinder head From cylinder block To radiator From radiator

Coolant temperature 87 C Coolant distribution housing

Coolant temperature 105 C

S296_055

S<83)3<,$<7$)"#*5<8)+)8$9;$)<$GTU$FV Both thermostats are closed, which means the engine is heated up faster. The coolant flows through the following components: C C C C C F<<(+,)$;95; F:(3,-#*$"#+F<<(+,)$-38)*3E9)3<,$"<983,2 N#+)3,2$8:8)#5$"#+)$#O6"+,2#* M3($6<<(#* P%&.$()*&IGK$JB$/01$#,23,#$<,(:Q C AO"+98)$2+8$*#63*69(+)3<,$?+(?# C AO;+,83<,$)+,J
Thermostat 1

Thermostat 2

S296_038

12

S<83)3<,$<7$)"#*5<8)+)8$7*<5$GTU$F$)<$%WKU$FV Thermostat 1 is open and thermostat 2 is closed. This regulates the temperature in the cylinder head to 87 C and increases the temperature in the cylinder block further. The coolant flows through the following components: Coolant pump Cylinder head Coolant distribution housing Heating system heat exchanger Oil cooler (1.6 ltr./85 kW FSI engine only) - Exhaust gas recirculation valve - Expansion tank C X+-3+)<*
Thermostat 1

Thermostat 2

S296_039

S<83)3<,$<7$)"#*5<8)+)8$+E<?#$%WKU$FV Both thermostats are open. This regulates the temperature in the cylinder head to 87 C and in the cylinder block to 105 C. The coolant flows through the following components: Coolant pump Cylinder head Coolant distributor Heating system heat exchanger Oil cooler (1.6 ltr./85 kW FSI engine only) - Exhaust gas recirculation valve - Expansion tank - Radiator C F:(3,-#*$E(<6J
Thermostat 1

Thermostat 2

S296_040

13

A,23,#$5#6"+,368
X#29(+)#-$R9<6#,)*36$<3($;95;
A regulated Duocentric oil pump is installed for the first time. Thanks to this equipment, oil pressure is regulated to approx. 3.5 bar across almost the entire rev range. Regulation is by means of a control ring and control spring.

This provides the following advantages: The drive performance of the oil pump is reduced by up to 30 %. Wear in the oil is reduced because less oil is being circulated. The build up of oil foam in the oil pump is minimised as oil pressure remains constant across almost the entire rev range.

Housing Pressure limiter valve

Chain sprocket

In the adjacent diagram you can see the individual parts of the regulated oil pump.

Outer rotor

Control ring

Control spring Drive shaft with inner rotor Oil suction pump Housing cover
S296_023

R*3?#$<7$*#29(+)#-$<3($;95; The oil pump is bolted to the underside of the cylinder block and is chain driven from the crankshaft. The chain is maintenance-free. The chain is tensioned by means of a steel spring on the chain tensioner.

Crankshaft

Spring

Roller chain

Spring-loaded chain tensioner Chain sprocket oil pump

14

S*3,63;(#$<7$<3($-#(3?#*: The inner rotor sits on the drive shaft and drives the outer rotor. Due to the different rotating axes of the inner and outer rotors, a larger space is created on the suction side due to the rotating motion. The oil is drawn in and transported to the pressure side. On the pressure side, the space between the teeth becomes smaller again and oil is forced into the oil circuit. X#29(+)3<,$<7$<3($;*#889*# On the regulated Duocentric oil pump, oil pressure is regulated at 3.5 bar in the amount of oil delivered.
S*#889*#$83-# 096)3<,$83-#

M3($;*#889*#$E#(<4$H&K$E+* The control spring forces the control ring against the oil pressure (arrows). The control ring also causes the outer rotor to turn and an increase in space between inner and outer rotors is the result. This means that more oil is transported from the suction side to the pressure side and forced into the oil circuit. With a greater amount of oil, there is also greater oil pressure.

Outer rotor

In oil circuit Inner rotor

Control spring

Control ring
S296_014

From oil sump

S*#889*#$83-#

096)3<,$83-#

M3($;*#889*#$+E<?#$H&K$E+* The oil pressure (arrows) forces the control ring against the control spring. The outer rotor is also turned in the direction of the arrow and a decrease in space between the inner and outer rotors is the result. This means that less oil is transported from the suction side to the pressure side and forced into the oil circuit. With a reduced amount of oil, there is less oil pressure.

Outer rotor

Into oil circuit Inner rotor

Control spring

Control ring
S296_015

From oil sump

15

A,23,#$5#6"+,368
Y+*3+E(#$?+(?#$)353,2$P%&.$()*&IGK$JB$/01$#,23,#Q
The 1.6 ltr./85 kW FSI engine has variable inlet valve timing. Adjustment of the camshaft is load and speed dependent and comes from a vane cell adjuster attached directly to the inlet camshaft. Variable valve timing leads to: very effective inner exhaust gas recirculation, whereby combustion temperature and nitrogen oxides are reduced, and also improved torque development.
Inlet camshaft timing adjustment valve N205

Vane cell adjuster

S296_068

The central securing bolt of the vane cell adjuster has a left-handed thread.

Y+,#$6#(($+-Z98)#* The vane cell adjuster is bolted to the timing control side of the inlet camshaft. 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 as opposed to the camshaft adjuster of the 1.4 ltr./77 kW FSI are: Adjustment is possible even at low oil pressures It is easier It is cheaper
Adjustment range camshaft =WU

Housing Inner rotor

S296_069

Further information about this principle of variable valve timing can be found in self-study programme number 246 "Variable valve timing with the vane cell adjuster".

16