2.0TDI Engine VW Erwin

Service Training
Self Study Program 826803
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2.0 Liter TDI Common Rail

BIN5 ULEV Engine
Cover art file number tbd
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2008 Volkswagen of America, Inc.
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Volkswagen of America, Inc.

Volkswagen Academy
Printed in U.S.A.
Printed 4/2008
Course Number 826803
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All rights reserved. All information contained in this manual is

based on the latest information available at the time of printing
and is subject to the copyright and other intellectual property
rights of Volkswagen of America, Inc., its affiliated companies
and its licensors. All rights are reserved to make changes at
any time without notice. No part of this document may be
reproduced, stored in a retrieval system, or transmitted in any
form or by any means, electronic, mechanical, photocopying,
recording or otherwise, nor may these materials be modified
or reposted to other sites without the prior expressed written
permission of the publisher.
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All requests for permission to copy and redistribute

information should be referred to Volkswagen of America,
Inc.
Always check Technical Bulletins and the latest electronic
repair information for information that may supersede any
information included in this booklet.
Trademarks: All brand names and product names used in
this manual are trade names, service marks, trademarks,
or registered trademarks; and are the property of their
respective owners.
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Contents
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Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Engine Mechanics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
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Engine Management System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
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Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
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Knowledge Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Note
This Self-Study Program provides information

regarding the design and function of new
models.
This Self-Study Program is not a Repair Manual.
Important!
This information will not be updated.

For maintenance and repair procedures,
always refer to the latest electronic
service information.
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Introduction
Introduction
A New Generation of Diesel

Engines from Volkswagen
By combining the successful and proven 2.0 Liter TDI

engine with common rail technology, Volkswagen is
setting new standards in terms of such characteristic
TDI attributes as dynamics, driving enjoyment,
economy, and reliability. The superior qualities of
the 2.0 Liter TDI engine with common rail injection
system are oriented towards future challenges in
acoustics, comfort, and exhaust gas after-treatment.
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The engine offers the potential for future

improvements in exhaust gas standards and the
associated technologies.
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The lead taken on by Volkswagen in 1993 with the

introduction of the first turbocharged direct injection
(TDI) diesel engine in a passenger car continues with
the 2.0 Liter TDI engine, confirming Volkswagens role
as a pioneer in diesel technology.
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The 2.0 Liter TDI engine with common rail injection by Vo
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system is the first of a new generation of dynamic
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and efficient diesel engines from Volkswagen.
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S403_051
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Notes
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Overview
Overview
Heritage
The 2.0 Liter TDI engine with common rail injection
system is based on the 1.9 Liter TDI engine with the
Unit Injector System (UIS) also known as the pumpe
dse. This predecessor engine is one of the most
frequently built diesel engines in the world and has
seen the broadest use within the Volkswagen Group,
from passenger cars to transport vehicles.
To accommodate the increasing demand for

improvements in acoustics, fuel consumption, and
exhaust gas emissions, a large number of engine
components were redesigned. The conversion of the
injection system to a common rail design is one of
the major changes to this engine. Equipped with a
special after-treatment system, this engine meets
current emissions standards.
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Overview
Technical CharacteristicsG. Volkswagen
Piezo fuel
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Intake manifold with flap valve control

Electric exhaust gas return valve
Adjustable exhaust gas turbocharger with
displacement feedback
Low and high pressure Exhaust Gas Recirculation
(EGR) system
2.0 Liter TDI Technical Data

4-Cylinder In-Line Engine
Displacement
120 in3 (1968 cm3)
Bore
3.189 in. (81 mm)

3.760 in. (95.5 mm)
16.5:1
Prote
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Maximum Output
140 hp (103 kW) at

4000 rpm
Maximum Torque
236 lb-ft (320 Nm) at

1750 rpm up to 2500 rpm
Engine Management
Bosch EDC 17
(Common Rail Control
Unit)
Fuel
ULSD / ASTM D975-06b

2-D-S<15 (Ultra-Low
Sulfur Diesel, under 15
ppm)
Exhaust Gas Treatment High and Low Pressure

Exhaust Gas Return,
Oxidation Catalytic
Converter, Diesel
Particulate Filter, NOx
Storage Catalytic
Converter
Torque
Compression Ratio
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Valves per Cylinder
S403_003
2.0 Liter TDI Torque and Power

lbs-ft
Nm
hp
kW
295
400
134
100
266
360
121
90
236
320
107
80
207
280
94
70
177
240
80
60
148
200
67
50
118
160
54
40
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Diesel particulate filter with upstream oxidation

catalyst
1000
2000
3000
4000
Output = Power
Common
injectors
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5000
Engine Speed [RPM]
S403_007
Engine Mechanics
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Counterweights
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Crankshaft
Engine Mechanics
Instead of the customary eight counterweights, this

crankshaft has only four. Using four counterweights
reduces the load on the crankshaft bearings, as well
as noise emissions that can occur due to the intrinsic
motion and vibrations of the engine.
Pistons
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The 2.0 Liter TDI common rail engine uses a forged

crankshaft to accommodate high mechanical loads.
Oil Pump Gearing
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For cooling the piston ring zone, the piston has an

annular cooling channel into which piston spray jets
inject oil.
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The 2.0 Liter TDI common rail engine pistons have

no valve pockets. This reduces the cylinder clearance
and improves the swirl formation in the cylinder.
Swirl is the circular flow about the vertical axis of
the cylinder. Swirl has a significant influence on the
mixture formation.
Counterweights
S403_069
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Piston Bowl
The piston bowl, where the injected fuel is circulated

and mixed with air, is matched with the spray pattern
of the injection jets and has a wider and flatter
geometry than the piston in a pump-injection engine.
This allows more homogeneous carburation and
reduces soot formation.
Annular Channel
Ring Package
S403_004
Engine Mechanics
Cylinder Head
Intake Camshaft
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The 2.0 Liter TDI common rail engine has a crossflow aluminum cylinder head with two intake and
two exhaust valves per cylinder. The valves are
arranged vertically upright.
The two overhead camshafts are linked by spur gears

with an integrated backlash adjuster. They are driven
by the crankshaft with a toothed belt and the exhaust
camshaft timing gear. The valves are actuated by lowfriction roller cam followers with hydraulic valve lash
adjusters.
Fuel Injectors
Exhaust Camshaft
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Roller Cam Followers
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Cylinder Head
Exhaust Ports
S403_008
Fuel Injector
The fuel injectors are fixed in the cylinder head with

clamps. They can be removed through small caps in
the valve cover.
Clamp
An additional feature of the cylinder head are

pressure sensors that are integrated into the glow
plugs.
S403_084
Engine Mechanics
Four-Valve Technology
Two intake and two exhaust valves per cylinder are
arranged vertically suspended in the cylinder head.
The vertically suspended and centrally situated fuel
injector is arranged directly over the center of the
piston bowl.
The intake ports are designed as swirl and fill

channels. The air flowing in through the fill channel
produces the desired high level of charge motion.
The swirl channel ensures good filling of the
combustion chamber, particularly at high engine
speeds.
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Camshaft
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Exhaust Camshaft
Fuel Injector
Fill Channel
Swirl Channel
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Shape, size, and arrangement of the intake and

exhaust channels ensure a good degree of fill and a
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favorable charge cycle
combustion chamber.
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Exhaust Valves
Intake Valves
S403_061
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Infinitely variable flap valves are located in the intake

manifold.
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Intake Manifold with Flap

Valves
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Engine Mechanics
Intake Flap Motor V157
Intake Manifold
Through the positioning of the flap valves, the swirl

of the intake air is adjusted based on the engine
speed and load.
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Design
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The flap valves are moved by a pushrod connected

to the Intake Flap Motor V157. This step motor is
activated by the Engine Control Module (ECM)
J623. The Intake Manifold Runner Position Sensor
G336 is integrated in the Intake Flap Motor V157
and electronically regulates its movement. It also
provides the Engine Control Module (ECM) J623 with
feedback of the current position of the flap valves.
Intake Plenum
Swirl Channel
Fill Channel
Flap Valve

with Intake Manifold
Runner Position
Sensor G336
S403_010
Engine Mechanics
Flap Valve Function
During idling and at low engine speeds, the flap
valves are closed. This leads to high swirl formation,
with results in good mixture formation.
Flap Valve
Fill Channel
Swirl Channel
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At startup, during emergency operation,

and at full load the flap valves are
opened.
Flap Valve
Fill Channel
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Starting at an engine speed of approximately 3000

rpm, the flap valves are completely open. The
increased throughput of air insures good filling of the
combustion chamber.
S403_044
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During driving operation, the flap

continuously based on the load and engine speed.
Thus for each operating range the optimum air
movement is available.
S403_045
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Engine Mechanics
Camshaft Operation
Ladder Frame
The intake and exhaust camshafts are linked by

means of spur gearing with an integrated backlash
adjuster. The spur gear on the exhaust camshaft
drives the spur gear on the intake camshaft.
Valve lash compensation ensures quiet camshaft
operation.
Intake Camshaft
Moving Spur Gear
Shim
Stationary Spur
Disk Spring
Retaining Ring
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The narrower part of the spur gear (the moving spur

gear) can move in both radial and axial directions.
There are recesses for the stationary spur gear
ramps in the rear face of the moving spur gear.
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The wider part of the spur gear (stationary spur gear)

is a press-fit on the exhaust camshaft. There are
ramps on the front face of the stationary spur gear.
Exhaust Camshaft
S403_013
S403_012
Moving
Spur Gear
Stationary
Spur Gear
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Design
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Ramps
S403_014
10
Engine Mechanics
How it Works
Both parts of the spur gear are pushed together in
an axial direction by the force of a disk spring. At the
same time, they are rotated by the ramps.
Radial Direction
Disk Spring
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Lash Adjustment
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The rotation leads to a gear displacement of the

two spur gear parts and effects the lash adjustment
between the intake and exhaust camshaft gears.
S403_015
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Axial Direction
Gear
Displacement
S403_016
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Engine Mechanics
Cylinder Head Gasket
Rear Flank Support
The cylinder head gasket is a four-layer design and

has two special attributes that improve the sealing of
the combustion chambers.
Vertically profiled combustion chamber seals
Rear flank support
S403_103
Combustion Chamber Seals

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Rear Flank Support

The profile in the area of the two outer cylinders of
the cylinder head gasket are referred to as rear flank
support. The rear flank support effects a uniform
distribution of the gasket sealing forces in these
areas. This reduces flexing of the cylinder head and
deformation of the outer cylinders.
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Vertically Profiled Combustion Chamber Seals

The sealing edge at the cylinder bore is referred
to as the combustion chamber seal. It is vertically
profiled, which means that the edge profile has
varying heights around the perimeter of the
combustion chamber. This special geometry provides
for the uniform distribution of cylinder head gasket
sealing forces around the combustion chambers.
This prevents deformation at the cylinder bores and
fluctuations in the sealing gap.
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Rear Flank Support
S403_092
12
Engine Mechanics
Toothed Belt Drive
The camshaft, the coolant pump, and the highpressure pump for the common rail injection system
are driven by a toothed belt.
Idler Pulley
High-Pressure
Pump Drive Wheel
Camshaft Timing Gear
Tensioner Pulley
Coolant Pump
Drive Wheel
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Accessory Drive
Ribbed V-Belt
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Crankshaft Pulley
Generator Drive
Wheel
Air Conditioning
Compressor
Tensioner Pulley
Accessory Drive
Ribbed V-Belt
The generator and air conditioning compressor are

driven by a ribbed V-belt. The profile surface of the
ribbed V-belt has a fibrous coating. This improves the
frictional properties of the belt, reducing unpleasant
noise that can occur in wet and cold conditions.
Tooth Profile
thi
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Co
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Fibrous Coating
S403_116
13
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Engine Mechanics
Balance Shaft Module
The balance shaft module is installed below the
crankshaft in the oil pan. The balance shaft module
is driven by the crankshaft by a gear drive. The
duocentric oil pump is integrated in the balance shaft
module.
The gear drive is designed so that the balance shafts

rotate at double the crankshaft speed.
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Please refer to the instructions in the

Repair Manual.
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Intermediate
Gear
be
the
drive gear of the first balance shaft have
been loosened.
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Crankshaft
Gear
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The intermediate gear
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The balance shaft module consists of a gray cast
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iron housing, two counter-rotating balance shafts, hori
ut
a helical-toothed gear drive, and an integrated ss a
duocentric oil pump. The rotation of the crankshaft is
transferred to the intermediate gear on the outside of
the housing. This drives the first balance shaft. From
this balance shaft, the motion is then transferred
inside the housing to the second balance shaft and to
the duocentric oil pump.
ht
rig
py
Co
t.
Design
The tooth backlash of the gear drive is adjusted with

the help of a coating on the intermediate gear. This
coating wears off during startup of the engine and
results in excellent mating of the teeth on the two
gears.
olkswagen AG
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Prote
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Housing
Balance Shaft 2
Drive Gear
Balance Shaft 1
Drive Gear
Duocentric
Oil Pump
S403_017
14
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Notes
15
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Engine Mechanics
Oil Circuit
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Prote
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Co
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16
rrectness of i
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spec
a
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The pressure relief valve is a safety valve. It prevents

damage to engine components from excessive oil
pressure, such as at high speeds and low ambient
temperatures.
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The bypass
valve opens when the oil filter is clogged
to safeguard the lubrication of the engine.
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A duocentric oil pump generates the oil pressure

The oil pressure control valve regulates the oil
olkswagen AG
AG. Vinto
n
e
required for the engine. It is integrated
the
g
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pressure in the engine. It opens as soon as the oil
oes
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balance shaft module and
b
pressure
reaches the maximum permissible value.
a
ran
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drive shaft.
th
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Engine Mechanics
pe
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Co
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S403_106
Legend
1 Oil Pan
2 Oil Level and Temperature Transmitter
3 Oil Pump
4 Oil Pressure Relief Valve
5 Oil Return Block
6 Oil Cooler
7 Oil Filter
8 Bypass Valve
9 Oil Pressure Switch F1

10 Oil Pressure Control Valve
11 Crankshaft
12 Spraying Nozzles for Piston Cooling
13 Camshaft
14 Vacuum Pump
15 Turbocharger
16 Oil Return
17
Crankcase Ventilation
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s
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spec
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Engine Mechanics
wagen AG
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The crankcase ventilation components, the oil filler

inlet, and the pressure reservoir for the vacuum
system of the engine are all integrated in the cylinder
head cover.
Effective oil separation keeps engine oil in the

crankcase and prevents it from entering the intake
manifold. This multistage system separates more oil
than a single-stage system.
The blow-by gases move from the crankshaft and

camshaft chamber into a stabilizing section, which is
integrated in the cylinder head cover. In this section,
the larger oil droplets are separated onto the walls
and collect on the floor. The oil can drip into the
cylinder head through the openings in the stabilizing
section.
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The oil separation is effected in three stages:
Coarse Separation
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In combustion engines, pressure differentials

between the combustion chamber and the crankcase
generate air flow between piston rings and cylinder
barrel, which are referred to as blow-by gases. These
oily gases are returned to the intake area through the
crankcase ventilation system to prevent pollution.
AG.
Prote
cted
by
Coarse separation
Fine separation
Damping section
Vacuum Reservoir
Damping Section
Pressure Control Valve

Oil Filler Inlet
Coarse Separation
Fine Separation
S403_019
18
Engine Mechanics
Design
Cover
To the Intake Manifold
Diaphragm
Support Plate
Spiral Spring
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Co
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Cyclones
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Stabilizing Section
AG. Volkswagen AG d
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Damping Section
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Flutter Valve
Oil Collector Section
Legend
Oily Air from the Crankcase
Air Cleaned of Oil
Oil Return
S403_086
19
Engine Mechanics
Fine Separation
The fine separation takes place over a cyclone
separator consisting of a total of four cyclones.
Depending on the amount of the pressure differential
between the intake manifold and the crankcase, two
or four cyclones are activated by spring steel flutter
valves.
Due to the geometry of the cyclones, the air is set
into a rotating motion. The resulting centrifugal force
slings the oil mist onto the separator wall. The oil
droplets are deposited on the wall of the cyclone and
are captured in a collector section.
When the engine is OFF, a flutter valve opens. This
valve closes during engine operation due to the
increased pressure in the cylinder head. The sole
purpose of this valve is to let oil drain back into the
engine sump when the engine is OFF.
Cyclones
Flutter Valves
AG. Volkswagen AG d
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Flutter Valve
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Oil to the
Crankcase
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rig
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Co
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20
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Co
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Oil Collector Section
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Cleaned Air to the Intake Port
S403_087
Engine Mechanics
The pressure control valve regulates the pressure
for ventilation of the crankcase. It consists of a
diaphragm and a pressure spring.
Pressure Control Valve Opened
Diaphragm
Pressure Spring
When blow-by gases are present, the pressure

control valve limits the vacuum in the crankcase.
Excessive vacuum in the crankcase could result in
damage to the engine seals.
Pressure Control Valve Closes
S403_088
Atmospheric Pressure
do
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Co
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To the Intake Port
rrectness of i
t to the co
nform
spec
at
i
h re
o
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in t
his
If the vacuum in the intake port is too large, the

pressure control valve closes.
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AG. Volkswagen AG d
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If the vacuum in the intake port is too small, the
r
o
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th
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a
opens through the force of the pressure spring.
c
s
s
S403_089
21
Prote
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by
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rig
ht
.
C
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Engine Mechanics
Damping Section
To prevent disruptive swirl upon introduction of the
gases in the intake manifold, a damping section
connects to the cyclone oil separator. In this section
the motion energy of the gases from the cyclone
is reduced, and a residual quantity of oil is again
separated out.
rrectness of i
t to the co
nform
spec
at
i
h re
o
n
wit
in t
his
ht
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Co
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Prote
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hole
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To the Intake Port
do
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Damping Section
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S403_104
22
Engine Mechanics
Coolant Circuit
In the coolant circuit, the coolant is circulated by a
mechanical coolant pump. It is driven by the toothed
belt. The circuit is controlled by an expansion-element
thermostat, the coolant control unit.
AG. Volkswa7gen AG d
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9
1
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Legend
1 Radiator
2 Coolant Control Unit (Expansion Element
Thermostat)
3 Coolant Pump
4 - Transmission Cooler (if applicable)
5 Oil Cooler
6 Cooler for Exhaust Gas Return
7 Heat Exchanger For Heater
8 Equalizing Reservoir
9 -- Engine Block Heater (optional)
ht
rig
py
Co
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rrectness of i
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nf
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spec
atio
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wit
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f
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The engine block heater is not planned

to be available until early in 2009 and
will be a dealer-installed item.
23
Engine Mechanics
High and Low Pressure Exhaust
Gas Recirculation (EGR) System
The most effective measure to reduce nitrogen
oxides (NOx) with an internal combustion engine is
by introducing very high exhaust gas recirculation
rates into the combustion chamber. An additional
advantage is to introduce these very high exhaust
gases at very low temperatures.
The current cooled EGR systems that exist in many

applications today had to be modified. To meet
BIN 5 emission standards, the entire operating
characteristics of the engine up to full-load required
EGR operation.
. Volkswagen AG
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does
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Mass Airflow
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Air Filter
Sensor
ise
Cylinder
pressure sensors
Low Pressure (LP) EGR

VTG
turbocharger
EGR cooler valve

EGR cooler
Throttle valve
HP EGR valve
AG.
Prote
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by
c
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rig
ht
.
C
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24
DOC + DPF
NOx
Exhaust
storage cat. valve
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High Pressure
(HP) EGR
ht
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Co
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Variable inlet manifold

with path feedback
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nf
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m
spec
atio
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wit
Charge air
cooler
thi
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CR injectors
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a
ss
Air
Exhaust
H2S
catalytic converter
Engine Mechanics
With rising engine load and engine RPM, the

recirculation of exhaust gases is shifted to the Low
Pressure EGR system to increase the recirculation
rate. This happens in order to obtain optimal
NOx reduction
at middle and high engine loads.
AG. Volkswagen AG d
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not loads, the cooled Low
Particularly in the high engine
Vol
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Pressure EGR is a very large advantage
over the High
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r
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t
u
r
Pressure EGR system.
The combined EGR operation is continuously s a
ac
s
adjusted depending on engine operating conditions
and revolutions-per-minute (RPM). Thus, no-load
engine operation results in high amounts of High
Pressure EGR application.
The air mass regulation of the High-Pressure EGR
is regulated by the EGR Vacuum Regulator Solenoid
Valve N18 and servo and by the turbocharger vane
direction. The short path of the High-Pressure EGR
is used in order to reach the desired EGR rate while
driving at lower engine speeds and loads.
VTG
turbocharger
Prote
cted
by
Throttle valve
EGR cooler valve

EGR cooler
AG.
c
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p
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Charge air
cooler
agen
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Cylinder
pressure sensors
Exhaust
HP EGR valve
with path feedback
ht
rig
py
Co
t.
CR injectors
Mass Airflow
Sensor
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s
s
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f
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spec
atio
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thi
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Air
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Air Filter
High Pressure
(HP) EGR
DOC + DPF
NOx
Exhaust
storage cat. valve
H2S
catalytic converter
Uncooled EGR001
25
Engine Mechanics
The Fuel System
AG. Volkswagen AG d
Schematic Overview
agen
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2 Fuel Filter with Preheating Valve

The preheating valve prevents the filter from
becoming clogged due to crystallization of paraffin in
low ambient temperatures.
rrectness of i
t to the co
nform
spec
a
t
i
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1
(FP) G6
Feeds fuel continuously in the presupply area (from
the fuel tank).
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Transfer
ut Fuel Pump
a
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3 Auxiliary Fuel Pump V393

Feeds fuel from the presupply area to the fuel pump.
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Prote
cted
by
c
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rig
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.
Co
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i
6 High-Pressure Pump
Generates the high fuel pressure needed for
injection.
AG.
7 Fuel Metering Valve N290

Regulates the quantity of fuel to be compressed
based on demand.
26
ht
rig
py
Co
t.
5 Fuel Temperature Sensor G81

Determines the current fuel temperature.
do
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4 Filter Screen
Protects the high-pressure pump from dirt particles.
Engine Mechanics
8 Fuel Pressure Regulator Valve N276

Adjusts the fuel pressure in the high-pressure area.
9 High-Pressure Accumulator (Rail)
For all cylinders, stores the fuel needed for injection
under high pressure.
12 Cylinder 1 through 4 Fuel Injectors N30,

N31, N32, N33
High Pressure 3,336 26,107 psi

(230 1800 bar)
Return Pressure of the
Fuel Injectors 145 psi (10 bar)
ht
rig
py
Co
t.
Presupply Pressure
Return Pressure
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nf
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spec
atio
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wit
11 Pressure Retention Valve

Retains the return pressure of the fuel injectors
at approximately 145 psi (10 bar). This pressure is
needed for the function of the fuel injectors.
thi
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10
d
ran
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tee
ho Determines the current fuel pressure in the
t
orhighu
ac
a
ss
pressure area.
S403_021
27
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Engine Mechanics
Common Rail Injection System
The common rail injection system is a high-pressure
accumulator injection system for diesel engines.
The term common rail refers to the shared fuel
high-pressure accumulator for all fuel injectors in a
cylinder bank.
pressure required for injection. This fuel pressure

is stored in a high-pressure accumulator (rail) and
supplied to the fuel injectors over short injection
lines.
The common rail injection system is controlled by the
Bosch EDC 17 engine management system.
In this type of injection system, pressure generation

and fuel injection are performed separately. A
separate high-pressure pump generates the high fuel
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High-Pressure Pump
S403_036
28
Engine Mechanics
The characteristics of this injection system are:
The injection pressure is selectable and can be
adapted to the operating conditions of the engine.
A high injection pressure up to a maximum of
26,107 psi (1800 bar) enables good mixture
formation.
A flexible course of injection with multiple pre- and
post-injections.
The common rail injection system can adapt the

injection pressure and the timing of the injection to
the operating conditions of the engine.
This system is very well suited to fulfill the constantly
increasing requirements for an injection system to
provide greater fuel economy, lower emissions, and
quiet operation.
Cylinder 1 through 4 Fuel Injectors

N30, N31, N32, N33
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High-Pressure Pump
High-Pressure
Accumulator (Rail)
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Co
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Fuel Metering Valve
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Fuel Pressure
Sensor G247
Fuel Pressure Regulator

Valve N276
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Fuel Inlet to the HighPressure Accumulator (Rail)
S403_055
29
Engine Mechanics
Fuel Injectors N30, N31, N32, N33
Fuel Inlet
(High-Pressure
Connection)
In the common rail system of the 2.0 Liter TDI

engine, piezo-controlled Fuel Injectors N30, N31,
N32, and N33 are used.
Electrical Connection
Rod Filter
The fuel injectors are controlled over a piezo

actuator. The switching speed of a piezo actuator is
approximately four times faster than a solenoid valve.
Fuel Return
Compared to solenoid actuated fuel injectors, piezo

technology also involves approximately 75% less
moving mass at the nozzle pin.
Coupling Piston
Piezo Actuator
Valve Piston
Valve Piston Spring
This results in the following advantages:
Switching Valve
Very short switching times

Throttle Plate
Multiple injections possible per work cycle
Nozzle Spring
Precise metering of injection quantities
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to the operating conditions of the engine. Up to five

partial injections can be performed per course of
injection.
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Injection (Injection Rate)
Post-Injection
Main Injection
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Pre-Injection
S403_024
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Control Voltage (Volts)
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Due to the very short switching times of the piezocontrolled fuel injectors, it is possible to control the
injection phases and quantities flexibly and precisely.
This enables the course of injection to be adapted
Seal gua
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Nozzle Pin
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Course of Injection
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S403_025
30
Engine Mechanics
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Auxiliary Fuel Pump V393
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The Auxiliary Fuel Pump V393 is a roller-cell pump.

It is located in the engine compartment and has
the task of feeding fuel from the fuel tank to the
high-pressure pump. The Auxiliary Fuel Pump V393
is actuated by the Engine Control Module (ECM)
J623 through a relay and increases the fuel pressure
presupplied by the Transfer Fuel Pump (FP) G6 in the
fuel tank to approximately 73 psi (5 bar).
do
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Effects of Failure
If the Auxiliary Fuel Pump V393 fails, the engine runs
at first with reduced power. An engine startup is not
possible.
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S403_058
From the Fuel Tank
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To the High-Pressure Pump
Electrical Connections
S403_037
Filter Screen
To protect the high-pressure pump from dirt particles,
a filter screen is installed before the high-pressure
pump in the fuel inlet.
Filter
S403_094
31
Engine Mechanics
Fuel Inlet
Prote
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Connection to the Rail
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Piston Spring
Exhaust Valve
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Pump Piston
Fuel Metering Valve N290
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Intake Valve
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Design of the High-Pressure Pump
The injection is always in the operating cycle of the

respective cylinder. This keeps the pump drive evenly
loaded and pressure fluctuations in the high-pressure
area are minimized.
Fuel Return
Roller
Overflow Valve
Drive Shaft
Drive Cam
S403_027
32
rrectness of i
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nf
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spec
atio
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wit
The high-pressure pump has the job of generating

the high fuel pressure of up to 26,107 psi (1800 bar)
needed for injection.
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The high-pressure pump is a single-piston pump.

It is driven via the toothed belt by the crankshaft at
engine speed.
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Pressure
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180
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on
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High-Pressure Pump
Engine Mechanics
AG. Volkswagen AG d
When setting the control times of the
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Please refer to the instructions in thess

Repair Manual.
Design of the High-Pressure Pump Schematic
AG.
Piston Spring
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Pump Piston
Fuel Metering
Valve N290
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Connection to the Rail
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Exhaust Valve
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Intake Valve
Fine Filter
Roller
Overflow Valve
Drive Shaft with Cam
Fuel Return
Fuel Inlet
S403_049
33
Engine Mechanics
High-Pressure Area
The high-pressure pump is supplied with adequate
fuel by the Auxiliary Fuel Pump V393 in each
operating range of the engine.
The fuel enters the high-pressure area of the engine
through the Fuel Metering Valve N290.
The pump piston is moved upward and downward by
the cams on the pump drive shaft.
Exhaust Valve
AG. Volkswagen AG d
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Drive Shaft with Cam
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Pump Piston
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High-Pressure
Accumulator (Rail)
Fuel Metering
Valve N290
Fuel Inlet of the

Auxiliary Fuel Pump
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S403_107
34
not
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Intake Stroke
The downward motion of the pump piston increases
the volume the compression space.
Engine Mechanics
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The intake valve opens and fuel flows into the

compression space.
This results in a pressure differential between the

fuel in the high-pressure pump and the compression
space.
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Intake Valve
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Compression Space
Pump Piston
S403_108
35
AG. Volkswagen AG d
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As soon as the fuel pressure in the compression

space exceeds the pressure in the high-pressure
area, the exhaust valve (check valve) opens and fuel
enters the high-pressure accumulator (rail).
ht
rig
py
Co
t.
Delivery Stroke
With the beginning of the upward motion of the
pump piston, the pressure in the compression space
increases and the intake valve closes.
rrectne
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spec
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Engine Mechanics
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Connection to the HighPressure Accumulator (Rail)
Exhaust Valve
Pump Piston
S403_109
36
Engine Mechanics
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p
space, the valve is actuated by the

Engine Control Module (ECM) J623 with a pulsewidth modulated (PWM) signal.
Through the PWM signal the Fuel Metering Valve
N290 is closed cyclically. Depending on the duty
cycle, the position of the locking piston changes as
does the amount of fuel into the compression space
of the high-pressure pump.
rrectne
s
s
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f
i
t to the co
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form
spec
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thi
sd
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en
of the fuel pressure in the high-pressure area. The

Fuel Metering Valve N290 controls the fuel quantity
that is needed for high-pressure generation. This
represents an advantage, in that the high-pressure
pump must generate only the pressure needed
for the momentary operating situation. The power
consumption of the high-pressure pump is reduced
and unnecessary warming up of the fuel is avoided.
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tho is integrated in the highau
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pressure pump. It ensures
demand-based control
Effects of Failure
Engine power is reduced. Engine management
operates in emergency mode.
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Function
The non-energized state the Fuel Metering Valve
N290 is open. To reduce the feed quantity to the
To the Compression
Space
Feed from
Pump
Interior
S403_110
37
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Engine Mechanics
Low-Pressure Area
Overflow Valve
The fuel pressure in the low-pressure area of the
high-pressure pump is controlled by the overflow
valve.
The overflow valve regulates the fuel pressure in the

high-pressure pump to approximately 62 psi (4.3 bar).
AG. Volkswagen
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fo
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supply to the high-pressure pump is ensured in all

operating conditions.
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spec
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Thelkfuel
Fuel Pump V393
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a a piston spring
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of the overflow valve. With a fuel pressure
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Function
a
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62
psi
(4.3
bar),
the
overfl
ow
valve
opens
and clears
The Auxiliary Fuel Pump V393 delivers fuel from the
the way to the fuel return. The excess fuel flows
fuel tank with a pressure of approximately 73 psi
through the fuel return into the fuel tank.
(5 bar) into the high-pressure pump. Thus the fuel
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Overflow Valve
Fuel Return
Fuel Presupply
S403_111
38
Engine Mechanics
Control of the Fuel High Pressure
In the common rail injection system, the fuel high
pressure is controlled by a so-called two-controller
concept.
Depending on the operating conditions, the high fuel
pressure is regulated either by the Fuel Pressure
Regulator Valve N276 or the Fuel Metering Valve
N290. The valves are actuated by the Engine Control
Module (ECM) J623 with a pulse-width modulated
(PWM) signal.
Control by the Fuel Metering Valve N290

With large injection quantities and high rail pressures,
the high fuel pressure is controlled by the Fuel
Metering Valve N290. This effects a demand-based
regulation of the fuel high pressure. The power
consumption of the high-pressure pump is reduced
and unnecessary heating up of the fuel is avoided.
Control by Both Valves
In idling, in trailing throttle condition, and with small
injection quantities, the fuel pressure is controlled
by both valves simultaneously. This enables precise
control, which improves idling quality and the
transition into trailing throttle condition.
rrectness of i
t to the co
nform
spec
at
i
h re
o
n
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in t
his
es, in part or in w
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Control by the Fuel Pressure Regulator Valve N276

At engine start and for preheating of the fuel, the
high fuel pressure is controlled by the Fuel Pressure
Regulator Valve N276. To heat up the fuel quickly, the
AG. Volkswagen AG d
high-pressure pump delivers and compresses more
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fuel than is needed. The excess fuel is discharged
by
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the Fuel Pressure Regulator Valve N276
into
the
fuel
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return.
s
Control of Fuel High Pressure by Fuel

Pressure Regulator Valve N276
Control of Fuel High Pressure by Fuel
Metering Valve N290
do
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Control by Both Valves
Prote
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rig
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Engine Speed
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Injection Quantity
Two-Controller Concept
S403_030
39
Engine Mechanics
Fuel Pressure Regulator Valve N276
The Fuel Pressure Regulator Valve N276 is located on
the high-pressure accumulator (rail).
Opening and closing of the Fuel Pressure Regulator
Valve N276 adjusts the pressure of the fuel in the
high-pressure area.
Fuel Pressure
Regulator Valve
N276
This is actuated by the Engine Control Module (ECM)

J623 with a pulse-width modulated signal.
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Electrical Connection
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Valve Spring
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Return to Fuel Tank
Valve Anchor
rrectness of i
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spec
a
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Valve Needle
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High-Pressure
Accumulator (Rail)
S403_023
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Solenoid Coil
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Design
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S403_032
Engine Mechanics
How it Works
In contrast to conventional control valves in common
rail injection systems, the Fuel Pressure Regulator
AG. Volkswagen AG d
agen
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Valve N276 is open in the non-energized
gu
by state.
a
ed
ris
ho
t
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ss N276 in
Valve
ran
tee
or
ac
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l purpos
hole
ercia
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Valve Springs
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Rest
Position (Engine Off)
If the Fuel Pressure Regulator Valve N276 is not
activated, the pressure regulator valve is opened
by the valve springs. The high-pressure area is
connected to the fuel return.
rrectness of i
t to the co
nform
spec
at
i
h re
o
n
wit
in t
his
This ensures volume compensation between the

high-pressure and low-pressure areas. Fuel vapor
lock, which can occur during the cool-down with
engine standstill in the high-pressure accumulator
(rail), is avoided and the startup properties of the
engine are improved.
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AG.
Fuel Pressure Regulator Valve N276 Activated

(Engine On)
To set an operating pressure of 3,336 to 26,107 psi
(230 to 1800 bar) in the high-pressure accumulator,
the Fuel Pressure Regulator Valve N276 is actuated
by the Engine Control Module (ECM) J623 with a
pulse-width modulated (PWM) signal. Upon actuation
a magnetic field is generated in the solenoid coil.
The valve anchor is tightened and presses the valve
needle into its seat. A magnetic force opposes the
fuel pressure in the high-pressure accumulator.
Depending on the duty cycle of the actuation, the
flow cross-section to the return line and the exhaust
quantity is changed. This also allows fluctuations in
the pressure in the high-pressure accumulator to be
compensated.
S403_033
S403_034
Prote
cted
by
c
o
py
rig
ht
.
C
op
yi
Effects of Failure
If the Fuel Pressure Regulator Valve N276 fails,
the engine cannot run because adequate high fuel
pressure cannot be developed for injection.
41
Engine Management System

System Overview
Sensors
Glow Plug Indicator

Lamp K29
Engine Speed (RPM) Sensor G28

Camshaft Position (CMP) Sensor G40
Diesel Particle Filte

Indicator Lamp K23
Throttle Position (TP) Sensor G79 / Accelerator Pedal Position Sensor 2 G185
Malfunction
Indicator Lamp
(MIL) K83
Mass Air Flow (MAF) Sensor G70

Engine Coolant Temperature (ECT) Sensor G62
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Intake Air Temperature (IAT) Sensor G42
th
u
ra
Manifold Absolute Pressure (MAP)sSensor
G71
c
sa
Charge Air Pressure Sensor G31
Fuel Pressure Sensor G247

EGR Potentiometer G212
Heated Oxygen Sensor (HO2S) G39

Exhaust Pressure Sensor 1 G450
Low Pressure Exhaust Gas Recirculation (EGR) Pressure
Sensor
Exhaust Gas Temperature (EGT) Sensor 1 G235
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Exhaust Gas Recirculation (EGR) Temperature Sensor G98
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Oxygen Sensor (O2S) Behind Three Way Catalytic Converter (TWC) G130
Clutch Position Sensor G476

Charge Pressure Actuator Position Sensor G581
Intake Manifold Runner Position Sensor G336
Cylinder Pressure Sensors G620 - G623
Throttle Position (TP) Sensor G69
42
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Brake Light Switch F
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Engine Coolant Temperature (ECT) Sensor (on radiator) G83
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Fuel Temperature Sensor G81
Instrument Cluster
Control Module J285
Actuators
Fuel Pump (FP) Relay J17
Transfer Fuel Pump (FP) G6
er
31
Auxiliary Fuel Pump Relay J832

CAN Data
Bus Drive
Cylinder 1 Fuel Injector N30

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Throttle Valve Control Module J338

Exhaust Flap Control Module J883
With Position Sensor
rrectness of i
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EGR Vacuum Regulator Solenoid Valve N18
EGR Valve 2 N213
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Exhaust Gas Recirculation (EGR) Cooler

Switch-Over Valve N345
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Engine Coolant (EC) Circulation Pump 2 V178

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Engine Control
Module (ECM)
J623
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Oxygen Sensor (O2S) Heater Z19

Oxygen Sensor (O2S) Heater Z28
Automatic Glow Time Control Module J179
Glow Plug 1 Q10
Glow Plug 2 Q11
Glow Plug 3 Q12
Glow Plug 4 Q13
S403_028
43

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Electronic Diesel Control (EDC)

Engine Management
rrectness of i
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wit
The engine management system of the 2.0 Liter

TDI engine with common rail injection system is the
electronic diesel control EDC17 from Bosch.
The EDC17 engine management system is the
successor of EDC16. EDC17 has greater processing
capability and a larger storage capacity than EDC16.
It also offers the option of integrating control
functions for future technologies.
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The schematic below shows the integration of the

Engine Control Module J623 into the CAN data bus
structure of the vehicle. Information is transmitted
between control devices over the CAN data bus.
thi
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Control Devices in the CAN Data

Bus
Engine Control
Module J623
S403_052
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Color Codes
CAN Data Bus Drive
CAN Data Bus Comfort
CAN Data Bus Infotainment
S403_090
Legend
J104 ABS Control Module
J217 Transmission Control Module (TCM)
J234 Airbag Control Module
J285 Instrument Cluster Control Module
J519 Vehicle Electrical System Control Module
44
J527 Steering Column Electronic Systems Control

Module
J533 Data Bus On Board Diagnostic Interface
J623 Engine Control Module (ECM)

Exhaust Gas Turbocharger
The boost pressure in the 2.0 Liter TDI engine is
generated by an adjustable turbocharger. It has
adjustable guide vanes that can be used to influence
the flow of exhaust gas onto the turbine wheel. The
advantage is that optimum boost pressure and good
combustion are achieved over the entire engine
speed range. The adjustable guide vanes ensure
high torque and good starting behavior in the lower
speed range, as well as low fuel consumption and
low exhaust gas emissions in the upper speed range.
A linkage controlled by vacuum is used to adjust the
guide vanes.
Charge Pressure Actuator

Position Sensor G581
Exhaust Gas
Turbocharger
Flow Damper
821803_026ba
Resonance Sections
rrectness of i
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nform
spec
at
i
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in t
his
A flow damper is located behind the outlet of the

turbocharger in the charge air section. It has the task
of reducing disagreeable noise from the turbocharger,
such as whistling.
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Flow Damper
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Design and Function

During full-load acceleration the turbocharger must
build up boost pressure very quickly. The turbine and
compressor wheel are accelerated quickly and the
turbocharger approaches its pump limit. This can lead
to burbling in the air flow, which causes disturbing
noise that radiates into the charge air section.
do
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en
The charge air causes the air in the resonance

sections of the flow damper to vibrate. The vibration
has approximately the same frequency as the noise
in the charge air. Disturbing noise is minimized by
superimposition of the charge air sound waves with
the vibration of the air in the resonance sections of
Charge Air from

the Turbocharger
S403_098
45
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Boost Pressure Control
The boost pressure control manages the volume of
air that is compressed by the turbocharger.
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46
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Legend
1 Vacuum System
2 Engine Control Module (ECM) J623
3 Intake Air
4 Charge Air Cooler
5 Vacuum Regulator Valve
6 Turbocharger Compressor
7 Actuator / Guide Vane Position Sensor
8 Exhaust Gas Turbine with Guide Vane Adjuster
9 Diesel Particulate Filter / Oxidation Catalyst
10 Charge Air Pressure Sensor G31 and
11 Low Pressure EGR Valve
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10
rrectness of i
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Wastegate Bypass Regulator Valve
N75
The Wastegate Bypass Regulator Valve N75 is an
electro-pneumatic valve. This valve is used to control
the vacuum needed to adjust the guide vanes over
the vacuum cell.
Effects of Failure
If the Wastegate Bypass Regulator Valve N75 fails
the vacuum cell is not supplied with vacuum. A
spring in the vacuum cell pushes the linkage of the
adjusting mechanism so that the guide vanes of

the turbocharger are brought into a steep approach
angle (emergency mode position). With lower engine
speed and thus lower exhaust gas pressure, only a
low boost pressure is available. The engine has less
power, and an active regeneration of the particulate
filter is not possible.
Wastegate Bypass Regulator Valve N75
rrectness of i
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nf
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m
spec
atio
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S403_097
47
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Cylinder Pressure Sensors
Effect of Failure
A cylinder pressure sensor is integrated into each

If one of the pressure sensors fails, a substitute value
of the Glow Plugs. The glow element is attached
will be used from the other pressure sensors.
to an extension, which can apply pressure to a
diaphragm. The diaphragm has strain gauges that G. Volkswagen
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change resistance by deformation. The integrated
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electronics calculate tension, which isriseproportional to
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the combustion chamber pressure.
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Signal Use
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The pressure sensor collects cylinder burn-data such

as the burn moment and the situation of the burn
in relation to the crankshaft. This can result in an
increase or decrease of the injection amount, as the
pressure is indirectly related to the injection amount.
Correcting the injection using pressure sensor
information balances the injection for all cylinders.
In addition, this correction applies to manufacturing
tolerances and engine aging.
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Prote
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48
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The regulation of the burn is accomplished by shifting

the start of injection. Thus, the burn stabilizes during
times of very large exhaust recirculation rates and
misfires and other running issues can be avoided.
Also, the pressures can help to balance the time
delays caused by bad fuel (low Cetane).
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As a direct result of the pressure sensors, emission

tolerances are clearly reduced over the life span of
the engine.
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Pressure Sensor Power

Pressure Sensor Ground
Pressure Sensor Signal
Glow Plug Power
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Glow Plug / Pressure Sensor Connector
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Electrical Chip
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Membrane with
Strain Gauges
Glow Rod, Moveable by
Approx 4mm
Metal Sealing Bellows
49

and Intake Air Temperature (IAT)
Sensor G42
Charge Air Pressure Sensor G31 and Intake Air
Temperature (IAT) Sensor G42 are integrated in one
component and are located in the intake manifold.
Intake Air Temperature (IAT) Sensor

G42
Engine Control Module (ECM) J623 uses the signal

of Intake Air Temperature (IAT) Sensor G42 to
control the boost pressure. Because the temperature
influences the density of the charge air, the signal
Signal Use
e
g
a
es nControl Module (ECM) J623 as a
is used by Engine
The air pressure in the intake manifold is determined
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correction
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from the Charge Air Pressure Sensor G31 signal.
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Engine Control Module (ECM) J623 needs
ut the signal
ac
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to control the boost pressure.
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s
Effect of Failure
If the Charge Air Pressure Sensor G31 signal fails,
there is no substitute function. The boost pressure
control is disengaged and the engine power
decreases significantly. The particulate filter cannot
be actively regenerated.
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Charge Air Cooler

S403_096
50
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rrectness of i
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Charge Pressure Actuator Position

Sensor G581
un
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Effects of Failure
If Charge Pressure Actuator Position Sensor G581
fails, the signal from Charge Air Pressure Sensor
G31 and the engine speed are used to determine the
position of the guide vanes. Malfunction Indicator
Lamp (MIL) K83 is actuated.
Charge Pressure Actuator Position Sensor G581 is

integrated in the vacuum cell of the turbocharger. It
is a displacement sensor that enables Engine Control
Module (ECM) J623 to determine the position of the
guide vanes in the turbocharger.
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Signal Use
The signal of Charge Pressure Actuator Position
Sensor G581 delivers the position of the guide vanes
of the turbocharger to Engine Control Module (ECM)
J623. Together with the signal of Charge Air Pressure
Sensor G31, this allows conclusions about the state
of boost pressure control.
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Charge Pressure Actuator Position Sensor G581
S403_095
51

EGR Vacuum Regulator Solenoid
Valve N18
rrectness of i
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spec
a
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The EGR Vacuum Regulator Solenoid Valve N18wis
agean
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electric motor controlled valve plate. It isd bactuated
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by the Engine Control Module (ECM)
J623
and
can
h
or
ut
ac
a
be infinitely adjusted by the electric
ss motor. The angle
of the valve plate controls the quantity of returned
exhaust gas.
Effect of Failure
If EGR Vacuum Regulator Solenoid Valve N18 fails,
the valve plate is closed by a valve spring. No exhaust
gas can be returned.
EGR Potentiometer G212
Signal Use
Based on the signal, Engine Control Module (ECM)
J623 recognizes the position of the valve plate. This
enables control of returned exhaust gas volume and
thus the nitrogen oxide content in the exhaust gas.
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52
Exhaust Gas Return Valve with

EGR Potentiometer G212 and
EGR Vacuum Regulator Solenoid Valve N18
ht
rig
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Co
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Effect of Failure
If EGR Potentiometer G212 fails, the exhaust gas
return is deactivated. The EGR Vacuum Regulator
Solenoid Valve N18 drive is switched to the nonenergized state and the valve plate is closed by a
valve spring.
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EGR Potentiometer G212 captures the position of the

valve plate in the exhaust gas return valve.
S403_099

rrectness of i
t to the co
nform
spec
at
i
h re
o
n
wit
in t
his
es, in part or in w
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hole
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Low Pressure Exhaust Gas

Recirculation (EGR) Valve with EGR
Potentiometer and EGR Valve N345
To the Intake Side

of the Turbocharger
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Effect of Failure
If the Exhaust Gas Recirculation (EGR) Cooler SwitchOver Valve N345 fails, the valve plate is closed by a
spring. No exhaust gas can be returned.
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rig
py
Co
t.
The Exhaust Gas Recirculation (EGR) Cooler SwitchOver Valve N345 is an electrically-controlled valve
plate . It is actuated by the Engine Control Module
(ECM) J623 and can be infinitely adjusted by the
electric motor. The position of the valve plate
controls the quantity of the returned exhaust gas.
do
c
um
en
The exhaust gas return cooler is a switchable cooler

that allows the engine and diesel particulate filter
to reach their operating temperatures more quickly.
The exhaust gas cooler is activated when the coolant
temperatures reach 99F (37C)
IMG_0408_edit3
Low Pressure Exhaust Gas

Recirculation Valve with EGR
Potentiometer and EGR Valve N345
EGR Potentiometer
The EGR Potentiometer captures the position of
the valve plate in the Low Pressure exhaust gas
recirculation valve.
Signal Use
Based on the signal, the Engine Control Module
(ECM) J623 recognizes the position of the valve plate.
This enables control of the returned exhaust gas
volume and thus the nitrogen oxide content in the
exhaust gas.
Effect of Failure
If the EGR potentiometer fails, the Low Pressure
recirculation is deactivated. The Low Pressure EGR
Vacuum Regulator Solenoid Valve N345 drive is
switched to the non-energized state and the valve
plate is closed by the valve spring
53
AG. Volkswagen AG d
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Throttle Valve Control Module J338

In the direction of flow, Throttle Valve Control Module
J338 is mounted before EGR Vacuum Regulator
Solenoid Valve N18.
There is an electric motor in Throttle Valve Control
Module J338 that moves the throttle with a gear.
Adjustment of the throttle is infinite and can be
adapted to the respective load and speed of the
engine.
Prote
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by
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In certain operating situations, a differential between

intake manifold pressure and exhaust gas pressure
is generated through the throttle. This pressure
differential facilitates exhaust gas return.
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In the regeneration mode of the diesel particulate

filter, the intake air volume is regulated with the
throttle. When the Throttle Valve Control Module J338
motor is switched off, the throttle is closed. Less air
is taken in and compressed, and the engine shuts
down smoothly.
Effect of Failure
If Throttle Valve Control Module J338 fails, correct
regulation of the exhaust gas return rate is not
possible. An active regeneration of the diesel
particulate filter does not take place.
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Co
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The Throttle Valve Control Module J338 has the

following tasks:
rrectne
s
s
o
f
i
t to the co
n
form
spec
atio
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i
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Throttle Valve Control Module J338 with

S403_101

Throttle Position (TP) Sensor G69 is integrated in
the throttle drive. The sensor element captures the
position of the throttle.
Signal Use
J623 recognizes the position of the throttle. This
information is needed for control of exhaust gas
return and particulate filter regeneration.
Effect of Failure
If Throttle Position (TP) Sensor G69 fails, the exhaust
gas return is deactivated and active regeneration of
the diesel particulate filter does not take place.
54

Exhaust Throttle Valve
The exhaust throttle valve is a new component. In
the direction of exhaust flow, the Exhaust Throttle
Valve is located behind the NOx storage catalytic
converter.
There is an electric motor inside of the Exhaust
Throttle Valve that moves the throttle plate with a
gear. Adjustment of the throttle plate is infinite and
can be adapted to respective load and speed of the
engine.
pressure is generated between the NOx storage

catalyst and the turbocharger.
rrectness of i
t to the co
nform
spec
at
i
h re
o
n
wit
in t
his
This increase in pressure helps with Low Pressure

EGR return.
Effect of Failure
Throttle Valve with Throttle Position

(TP) Sensor
The throttle Position Sensor is integrated into the
throttle valve drive. The purpose of this sensor is to
capture the position of the throttle valve.
Signal Use
J623 recognizes the position of the throttle. This
information is needed for control of exhaust gas
recirculation
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rig
py
Co
t.
If the Throttle Valve Control Module fails, the correct

regulation of exhaust gas recirculation rate is not
possible. Regeneration of the NOx storage catalyst
does not take place.
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es, in part or in w
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ara
The Exhaust Throttle Valve
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In certain operating
conditions, a differential
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Effect of Failure
If Throttle Position (TP) Sensor G69 fails, the exhaust
gas recirculation is deactivated.
55
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Exhaust System
The exhaust system of the 2.0L Common-Rail is very
different from previous engines. The exhaust system
consists of the following main components:
Oxidation Catalytic Converter
Particulate Filter
Nitrogen Oxide Catalytic Converter
H2S Catalytic Converter
Diesel Particulate Filter
Nitrogen Oxide
Catalytic Converter
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H2S Catalytic Converter
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Co
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Low Pressure EGR Filter
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engineameasures
in the 2.0
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The
diesel
particulate
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Diesel Particulate Filter System
rrectness of i
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filter is found together with the

oxidation catalyst in a housing. It is located close to
the engine so that it will reach operating temperature
quickly.
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In addition to internal
Liter TDI engine with common rail injection system,
soot particle emissions are further reduced through a
diesel particulate filter.
Differential Pressure Sensor Pipes
Differential Pressure Sensor Pipes
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Oxygen Sensor
Diesel Particulate Filter (DPF)

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Temperature Sensors
S403_054
57
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Diesel Particulate Filter and NOx

Storage Catalytic Converter System
Overview
10
12
11
4
9
13
14
8
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Legend
1 Mass Air Flow (MAF) Sensor G70
2 Exhaust Gas Temperature (EGT) Sensor 1 G235
3 Turbocharger
4 Heated Oxygen Sensor (HO2S) G39
5 Oxidation Catalyst
6 Particulate Filter
8 Exhaust Pressure Sensor 1 G450
10 Cylinder Pressure Sensors 1,2,3,4
11 Low Pressure EGR Temperature Sensor
12 Low Pressure EGR Potentiometer
13 - Exhaust Gas Temperature (EGT) Sensor 2
14 - Heated Oxygen Sensor (H02S) G130
58
do
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Additional Components not Pictured:

- Low Pressure EGR Differential Pressure Sensor
- Wastegate Bypass Regulator Valve N75

Diesel Particulate Filter System
Design
The diesel particulate filter and the oxidation catalyst
are installed separately in a shared housing. The
oxidation catalyst is located before the particulate
filter in the direction of flow.
This design with the oxidation catalyst upstream
offers the following advantages in connection with
the common rail injection system:
In the regeneration operation, the temperature

of the exhaust gas is accurately controlled. The
determines the temperature of the exhaust
gas directly before the particulate filter. As a
result, the fuel quantity of the post-injection is
precisely calculated to increase the exhaust gas
temperature in the regeneration operation.
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Heated Oxygen Sensor (HO2S)
G39
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Because of the upstream placement of the

oxidation catalyst, the temperature of the
exhaust gas is increased before it enters the
diesel particulate filter. As a result, the operating
temperature of the diesel particulate filter is
reached quickly.
In trailing throttle condition, over cooling of the

diesel particulate filter by the cold intake air is
prevented. In this case, the oxidation catalyst
acts as a heat exchanger, from which the warmth
is routed through the exhaust gas flow to the
particulate filter.
Exhaust Gas Temperature

(EGT) Sensor 3 G495
Oxidation Catalyst
rrectne
s
s
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f
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Exhaust Gas Flow
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Exhaust Gas Temperature

(EGT) Sensor 4 G648
Connection for Exhaust

Pressure Sensor 1 G450
S403_091
59
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AG. Volkswagen AG d
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Oxidation Catalyst
rrectness of i
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The carrier material of the oxidation catalyst is metal,

so the light-off temperature is reached quickly. This
metal body has an aluminum oxide carrier coating,
onto which platinum and palladium are vapordeposited as catalyst for the hydrocarbons (HC) and
the carbon monoxide (CO).
Function
The oxidation catalyst converts a large portion of the
hydrocarbons (HC) and the carbon monoxide (CO)
into water vapor and carbon dioxide.
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The diesel particulate filter consists of a honeycombshaped ceramic body made of aluminum titanide. The
ceramic body is partitioned into a large number of
small channels, which are alternately open and closed
at the ends. This results in inlet and outlet channels
that are separated by filter walls.
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The filter walls are porous and coated with a carrier

coating of aluminum oxide. Vapor-deposited onto this
carrier layer is the precious metal platinum, which
acts as catalyst.
Function
As the soot-containing exhaust gas flows through
the porous filter walls of the inlet channels, the soot
particles are captured in the inlet channels.
60
S403_072

Regeneration
The particulate filter must be regenerated regularly so
that it does not become clogged with soot particles
and its function impaired. During regeneration, the
soot particles collected in the particulate filter are
burned off (oxidized).
The regeneration of the particulate filter is performed
in the following stages:
Warm-up phase
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nitrogen
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Active regeneration
This occurs primarily at higher engine load, such as

in highway driving, when exhaust gas temperatures
range from 662F to 932F (350C to 500C).
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Passive regeneration
Passive Regeneration
During passive regeneration the soot particles are
continuously burned without the intervention of
Engine Control Module (ECM) J623.
Customer-initiated regeneration drive

Service regeneration
rrectness of i
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Warm-Up Phase
To heat up a cold oxidation catalyst and particulate
filter as quickly as possible and thus bring them to
operating temperature, the engine management
system introduces a post-injection after the main
injection.
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The warm-up phase is complete when the operating

temperature of the oxidation catalyst and the
particulate filter has been reached for a specific
period of time.
thi
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This fuel combusts in the cylinder and increases the

combustion temperature. Through the air flow in the
exhaust gas tract, the resulting heat reaches the
oxidation catalyst and the particulate filter and heats
them.
61

Active Regeneration
Active Regeneration Function
The soot load of the particulate filter is calculated
by two pre-programmed
load models in the Engine
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c
the load models is determined

driving profile of the user and the signals from
the exhaust gas temperature sensors and Heated
Oxygen Sensor (HO2S) G39.
Another soot load model is the flow resistance of

the particulate filter. It is calculated from the signals
of Exhaust Pressure Sensor 1 G450, Exhaust Gas
Temperature (EGT) Sensor 3 G495, and Mass Air
Flow (MAF) Sensor G70.
Exhaust Pressure Sensor 1 G450
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Engine Control Module

(ECM) J623
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Exhaust Gas
Temperature (EGT)
Sensor 3 G495
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Mass Air Flow (MAF)

Sensor G70
Heated Oxygen
Sensor (HO2S) G39
Oxidation Catalyst

S403_070
62
rrectness of i
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spec
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In a large portion of the operating range the

exhaust gas temperatures are too low for a passive
regeneration. Because soot particles can no longer
be eliminated passively, soot accumulates in the
filter. As soon as a specific soot load has been
reached in the filter, the Engine Control Module
(ECM) J623 initiates an active regeneration. The
soot particles are burned off at an exhaust gas
temperature of 1022F to 1202F (550C to 650C).

Engine Control Module (ECM) J623 has several ways
to control the increase of exhaust gas temperatures
during active regeneration:
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The intake air supply is

Control Module J338.
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wit
The exhaust gas return is deactivated to increase

the combustion temperature and the oxygen
content in the combustion chamber.
Shortly after a delayed late main injection,

the first post-injection is initiated to increase the
combustion temperature.
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The unburned hydrocarbons of this fuel vapor are

oxidized in the oxidation catalyst. This ensures
an increase in the exhaust gas temperature to
approximately 1202F (650C) as it reaches the
particulate filter.
S403_075
S403_076
thi
sd
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cu
m
en
Late after the main injection an additional postinjection is initiated. This fuel does not combust
in the cylinder, but instead vaporizes in the
combustion chamber.
S403_074
S403_077
S403_078
To calculate the injection quantity for the late

post-injection, Engine Control Module (ECM) J623
uses the signal of Exhaust Gas Temperature (EGT)
Sensor 3 G495 located before the particulate filter.
S403_080
The boost pressure is adjusted so that the torque

during the regeneration operation does not change
noticeably for the driver.
S403_079
63
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Prote
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by
64
This prompts the driver to visit the nearest service

shop. In this case, the Engine Control Module
(ECM) J623 blocks active regeneration of the diesel
particulate filter to prevent damage to the filter and
the particulate filter can only be regenerated by
service regeneration with the VAS 5051.
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Details of the driving behavior required

when the Diesel Particle Filter Indicator
Lamp K231 comes on can be found in
the Owners Manual.
The text Check Engine Service Shop will appear

in the instrument panel display.
thi
sd
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m
en
This signal prompts the driver to perform a

regeneration drive. The vehicle must be driven for a
short period of time at increased speed to ensure
that an adequately high exhaust gas temperature
is reached. The operating conditions must
remain constant over the period for a successful
regeneration.
If the regeneration drive is not successfully

completed and the load condition of the diesel
particulate filter has reached 1.41 ounces (40 grams),
Diesel Particle Filter Indicator Lamp K231 and Glow
Plug Indicator Lamp K29 will light up simultaneously.
ht
rig
py
Co
t.
An exhaust gas temperature high enough for

particulate filter regeneration is not reached when
the vehicle is only driven for short-distances. If the
load condition of the diesel particulate filter reaches a
threshold value, Diesel Particle Filter Indicator Lamp
K231 in the instrument panel will light up.
Service Regeneration
rrectness of i
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nf
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m
spec
atio
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wit
Customer-Initiated Regeneration
Drive
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When the load condition reaches 1.59

ounces (45 grams), service regeneration
is no longer possible. Because the
danger of destroying the filter is too
great with this load, the filter must be
replaced.

rrectness of i
t to the co
nf
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spec
atio
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n in
wit
Filter Replacement
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Load in Grams
Regeneration of the 2.0 Liter TDI

Particulate Filter
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Time
Example: Increase in soot load
Example: Profile with successful regeneration in the respective stage
Passive Regeneration
Active Regeneration
Customer-Initiated Regeneration Drive
Service Generation
Filter Replacement
S403_105
Distance Regeneration
Distance regeneration is a distance-dependent
regeneration of the particulate filter. The Engine
Control Module (ECM) J623 initiates an active
regeneration automatically if during the last 466 to
621 miles (750 to 1000 km) of travel no successful
regeneration has taken place, regardless of the load
condition in the diesel particulate filter.
Distance regeneration serves as additional safeguard
to minimize the load condition of the diesel
particulate filter.
65
rrectness of i
t to the co
nform
spec
at
i
h re
o
n
wit
in t
his
away from the engine in the vehicle underbody,

the thermal aging is considerably reduced. This
also takes advantage that the CO and HC that have
already been oxidized by the particulate filter. This
allows an optimum NOx conversion in the NOx
catalytic converter.
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66
do
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um
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hole
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c
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erm
o
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a
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To attain the BIN5/LEV2 emission level, an efficient

system for exhaust gas after-treatment is required.
The NOx storage catalyst is used to supplement the
particulate filter system.
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Nitrogen Oxide Catalytic Converter
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By
placing
the
NOx
storage
catalytic
converter
s
The second lambda sensor, which is placed

downstream of the NOx catalytic converter, detects
an excess of reduction medium in the regeneration
phase. This is used to determine loading and the
aging condition of the NOx catalytic converter.
The three temperature sensors integrated into the
exhaust system enable the OBD functions for the
catalytic components and are used as initial values in
the regulation of the regeneration operating modes
ad the exhaust temperature model.
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Nitrogen Oxide
Catalytic Converter
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Sulfur Catalytic
Converter
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The exhaust system has two lambda sensors. The

lambda sensor upstream of the oxidation catalytic
converter regulates the air-reduced operating modes
for the NOx catalytic converter. It is also used for
the initial value for the air model stored in the engine
control unit. This air model help to determine the
model-based NOx and soot emissions of the engine.
67
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Additional Engine Operating

Modes for Exhaust AfterTreatment
DeNox Mode
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68
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Unlike particulate filter regeneration, a substoichiometric exhaust gas composition is necessary

for the regeneration of the NOx storage catalytic
converter. In sub-stoichiometric operation, the
nitrogen oxides stored during the lean operation are
reduced by the exhaust enriched reduction media
consisting of HC, CO and H2.
thi
sd
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cu
m
en
The enhancement of the exhaust after-treatment

system with a NOx storage catalytic converter
requires the introduction of new regeneration modes
to ensure NOx conversion throughout the storage
units service life.
DeSOx Mode
A further regeneration mode is provided by the
sulphur removal of the NOx storage catalytic
converter (DeSOx Mode). This is necessary as
the sulphur contained in the fuel causes sulfate
formation which slowly deactivates the NOX storage
catalytic converter.
The sulphur reduction procedure has been designed

so that the storage capacity of the catalytic converter
can mostly be restored without irreversible damage
to the storage material.
Cylinder
pressure sensors
CR injectors
r
fo
ng
HP EGR valve
with path feedback
High Pressure
(HP) EGR
VTG
turbocharger
EGR cooler valve

EGR cooler
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Charge air
cooler
DOC + DPF
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Sensor
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Air Filter
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The sub-stoichiometric mode is very demanding in

terms of engine management. To be able to set air
The de-sulphurization procedure is designed for a
mass and exhaust gas recirculation independently on
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sulfur content of 15 ppm parts per millionolk(ppm)
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each dother,
not two separate control circuits are used.
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orrecirculation rate is set using a
Due to the high thermal stability
of
the
sulfates,
valve.
The
exhaust
u
ac
a
ss
significant levels of sulphur reduction are only
new, model-based regulation concept.
possible at temperatures above 620 C (1150 F).
NOx
Exhaust
storage cat. valve
Exhaust
H2S
catalytic converter
69
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In addition to this, the injection strategy for the

rich mode is changed. Up to six injections are
used depending on characteristic values to attain a
stable and low-soot combustion. This is particularly
important in the sulphur reduction process to prevent
soot accumulation in the particulate filter.
ht
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A suitable combination of high pressure and low

pressure EGR, with corresponding compression
temperatures, enable stable rich operation even in
the low load range with the fuel qualities that are
typical for the USA.
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Sulphur charge [%] Particulate charge [%]

NOx charge [%]
80
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These interventions in engine management

To attain the necessary exhaust gas temperatures in
are regulated to a neutral torque, meaning that
DeSOx operation, the conflict of interests between
the process has no noticeable effect on driving
the component protection of the turbocharger and
AG. Volkswagen AG dAs shown in the figure below, the
the higher sulfur-reduction performance was resolved agencharacteristics.
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regeneration intervals
depend
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fuel partially reacts at the oxidation catalyticthconverter
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sulfur,
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oxide
or
the
soot
load of the
with the residual oxygen contained in thess exhaust
particulate filter. The maximum load conditions were
gas and therefore creates residual heat for the sulfur
adjusted to the permissible operating thresholds of
reduction of the NOx storage catalytic converter.
the components.
0
100
60
40
20
0
600
1200
1800
2400
3000
Path [mi]
71
DeNOx Concept
If the NOx load value exceeds a threshold value

which represents the optimum conversion rate for
the catalytic converter, the regeneration is conducted
when the operating condition of the engine permits a
regeneration mode to be activated.
Taking the necessary engine operation and

regeneration conditions as well as the catalytic
converter properties into consideration, the
corresponding regeneration mode is prioritized by a
coordination program in the engine control module.
Two criteria, which relate to the lambda signal or a

NOx discharge model, are available for determining
the end of regeneration.
DeNOx regeneration is given a higher priority

than other regenerations to prevent thermal NOx
desorption.
As soon as the lambda sensor detects a rise in the

reduction medium after the NOx storage catalytic
converter, it is free of nitrogen oxide and regeneration
has ended.
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A loading and discharging model is stored in the

engine control module for DeNOx regeneration.
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This maps the characteristics of the sDeNOx
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catalytic converter. The load condition
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Due
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converter is modeled during
h engine operation that is
criteria
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t
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dependent on the exhaust
temperature and volume
temperature. For this reason, the discharge of the
velocity as well as the calculated raw NOx emissions.
NOx storage catalytic converter is also modeled
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com
on the basis of the requirement and provision of

reduction medium to reduce the stored NOx.
Sulfur reduction concept

The requirement for a DeSOx mode is necessitated
by the sulfur load of the NOx storage catalytic
converter and is calculated from fuel consumption
and the sulfur content of the fuel.
The sulfur discharge is calculated in the engine

control module. It depends on the sulfur load, the
lambda value and the exhaust gas temperature. The
de-sulfurization process will be ended by reaching
the lower sulfur load threshold of the maximum time
period.
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Long time-limited rich phases (LZF)
Short lean-rich pulses (wobbling)

Exhaust temperature at entry to NSC
Exhaust temperature at entry to NSC
feed and heating

Heating
< 1= removal
of sulphur from
the surface
Sulphur discharge (corrected)
ms
Sulphur discharge (corrected)
Time
+ Good sulphur removal efficiency

+ Optimised sulphur removal time
- Low SO2 selectivity,
primarily formation of H2S
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Time
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+ High SO2 selectivity, suppression of H2S

+ Exothermal Reaction to increase T in NSC
- Extends time for sulphur removal
- Reduces efficiency of sulphur removal
T
600C
Lambda at entry NSC

1
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> 1 = oxygen
Lambda at entry NSC

1
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620C
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To shorten the heating cycle of the exhaust

system, sulfur reduction in the NOx storage
catalytic converter is only conducted at the end of a
particulate filter regeneration cycle.
After reaching the desulphurisation temperature, the

engine begins to use a long time-limited rich phase to
enable an efficient desulphurization. The rich mode
will be periodically interrupted to prevent excessive
soot accumulation in the particulate filter. It is
also interrupted when reaching a high exhaust gas
temerature threshold. Likewise, this process will be
interrupted at very low and very high engine loads.
73
Prote
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The de-sulfurization process will be ended by

reaching the sulfur load threshold or the maximum
duration.
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H2S [ppm]
800
600
400
200
0
1000
800
600
400
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H2oSr c[ppm]
H2S [ppm] l purposeHs2, Sin p[ppm]

art or in
whol
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0
1000
200
9820
9840
9860
9880
Time [s]
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9900
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1.1
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Temperature
[C]
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The duration of the sulfur reduction process depends

on the speed of sulfur reduction that is calculated
for the NOx storage catalytic converter. This, in turn,
depends on the lambda ratio and the temperature as
it is calculated by the engine control module.
The sulfur discharge is calculated in the engine

control module. It depends on the sulfur load, the
lambda value and the exhaust temperature.
9920
9940
0.9
Lambda
The H2S catalytic converter, which was specially

developed for this application, is placed downstream
of the NOx storage catalytic converter and converts
the H2S, which is created during the DeSOx
regeneration mode, completely into SO2.
0.8
with
H2S cat.
without
H2S cat.
9960
9980
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Notes
75

Preheating System
The 2.0 Liter TDI engine with common rail injection
system has a diesel quick-start preheating system.
This system allows an immediate spark-ignition
start without long preheating time in virtually any
climactic condition.
Advantages of the preheating system:

Spark engine start at temperatures to 11.2F
(24C).
Extremely quick preheating time. Within two
seconds a temperature of up to 1832F (1000C) is
reached on the glow-plug.
Controllable temperatures for preheating and postheating.
olkswagen AG
en AG. V
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the On-Board Diagnosis Preheating
eo
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Self-diagnostic
capability.
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Glow Plug 1 Q10
Engine Control Module (ECM) J623
Automatic Glow Time

Control Module J179
Glow Plug 2 Q11
r
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Data Bus
On Board Diagnostic
Interface J533
Prote
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Glow Plug
Indicator
Lamp K29
AG.
Instrument Cluster
Control Module J285
Glow Plug 3 Q12

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Vehicle Electrical System

Control Module J519
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Engine Coolant
Temperature (ECT)
Sensor G62
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Engine Speed (RPM)

Sensor G28
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System.
sa
Glow Plug 4 Q13
S403_057
76

Function
heating.
Post-heating is performed up to a coolant

temperature of 64F (18C) after the engine start for a
maximum of five minutes. Post-heating helps reduce
hydrocarbon emissions and combustion noise during
the engine warm-up phase.
Phase-Displaced Activation of the Glow Plugs
To relieve the vehicle electrical system voltage during
the preheating phases, the glow plugs are activated
in phase displacement. The falling signal flank always
controls the next glow plug.
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Preheating
The steel glow plugs are activated by
Control Module (ECM) J623 over the Automatic Glow
Time Control Module J179 in phase displacement
with the aid of a pulse-width modulated (PWM)
signal. The voltage on the individual glow plugs is
adjusted over the frequency of the PWM impulses.
For quick start with an ambient temperature of less
than 64F (18C), a maximum voltage of 11.5 volts is
present during preheating. This ensures that the glow
plug heats up as quickly as possible (maximum two
seconds) to over 1832F (1000C), thus reducing the
preheating time of the engine.
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the Engine
The PWM signal is reduced to 4.4
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Glow Plug
Cylinder 1
Cylinder 2
Cylinder 3
Cylinder 4
Time
S403_056
77
Service
Service
Special Tools
Designation
Tool
Use
T10172/9 Adapter
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Assembly
Sleeve
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S403_113
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T10377
Adapter for work piece holder

T10172
S403_068
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T10384 Ratchet Ring Wrench
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S403_114
78
For assembly of the O-ring on

the injection nozzle
For removal and installation of

the diesel particulate filter
Service
Designation
Tool

the exhaust gas return pipe
S403_112
T40064/1 Pressure Piece
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T10385 Insert Tool
Use
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Pressure piece for extractor

T40064 for removal of the
toothed-belt wheel for the highpressure pump
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S403_066

the camshaft
T40094 Camshaft Insert Tool

T40094/1 Fixture
T40094/2 Fixture
T40094/9 Fixture
T40094/10 Fixture
T40094/11 Cover
S403_063
79
Service
Designation
Tool
Use
the camshaft
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S403_064
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T40095 Clamp
S403_065
For assembly work on the intake

manifold
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T40159 Insert Tool with Ball

Head
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S403_067
80
For securing the divided

camshaft wheel during
installation and removal of the
camshaft
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T40096/1 Chuck

the EGR Cooler temperature
sensor
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T10401 Socket
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Designation
Service
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81
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82
AG. Volkswagen AG d
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Notes
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Knowledge Assessment
Knowledge Assessment
An on-line Knowledge Assessment (exam) is available for this Self-Study Program.

The Knowledge Assessment may or may not be required for Certification.
You can find this Knowledge Assessment at:
www.vwwebsource.com
For Assistance, please call:
Volkswagen Academy
Certification Program Headquarters
Or, E-Mail:
rrectness of i
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spec
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[email protected]
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Volkswagen of America, Inc.

3800 Hamlin Road
Auburn Hills, MI 48326
Printed in the U.S.A.
April 2008
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Cautions & Warnings

Please read these WARNINGS and CAUTIONS before proceeding with maintenance
and repair work. You must answer that you have read and you understand these
WARNINGS and CAUTIONS before you will be allowed to view this information.
=
If you lack the skills, tools and equipment, or a suitable workshop for any procedure described in this manual, we
suggest you leave such repairs to an authorized Volkswagen retailer or other qualified shop. We especially urge
you to consult an authorized Volkswagen retailer before beginning repairs on any vehicle that may still be covered
wholly or in part by any of the extensive warranties issued by Volkswagen.
Disconnect the battery negative terminal (ground strap) whenever you work on the fuel system or the electrical
system. Do not smoke or work near heaters or other fire hazards. Keep an approved fire extinguisher handy.
Volkswagen is constantly improving its vehicles and sometimes these changes, both in parts and specifications,
are made applicable to earlier models. Therefore, part numbers listed in this manual are for reference only. Always
check with your authorized Volkswagen retailer parts department for the latest information.
Any time the battery has been disconnected on an automatic transmission vehicle, it will be necessary to
reestablish Transmission Control Module (TCM) basic settings using the VAG 1551 Scan Tool (ST).
Never work under a lifted vehicle unless it is solidly supported on stands designed for the purpose. Do not support
a vehicle on cinder blocks, hollow tiles or other props that may crumble under continuous load. Never work under a
vehicle that is supported solely by a jack. Never work under the vehicle while the engine is running.
lkswcorrect
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If you are going to work under

on the ground, make sure that the ground is level. Block the wheels to
keep the vehicle from rolling. Disconnect the battery negative terminal (ground strap) to prevent others from
starting the vehicle while you are under it.
Do not attempt to work on your vehicle if you do not feel well. You increase the danger of injury to yourself and
others if you are tired, upset or have taken medicine or any other substances that may impair you or keep you from
being fully alert.
Never run the engine unless the work area is well ventilated. Carbon monoxide (CO) kills.
Always observe good workshop practices. Wear goggles when you operate machine tools or work with acid. Wear
goggles, gloves and other protective clothing whenever the job requires working with harmful substances.
Tie long hair behind your head. Do not wear a necktie, a scarf, loose clothing, or a necklace when you work near
machine tools or running engines. If your hair, clothing, or jewelry were to get caught in the machinery, severe
injury could result.
Do not re-use any fasteners that are worn or deformed in normal use. Some fasteners are designed to be used
only once and are unreliable and may fail if used a second time. This includes, but is not limited to, nuts, bolts,
washers, circlips and cotter pins. Always follow the recommendations in this manual - replace these fasteners with
new parts where indicated, and any other time it is deemed necessary by inspection.
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Page 1 of 3
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All rights reserved. Information contained in this document is based on the latest information available at the time of printing and is subject to the copyright and other intellectual property rights of
Volkswagen of America, Inc., its affiliated companies and its licensors. All rights are reserved to make changes at any time without notice. No part of this document may be reproduced, stored in a
retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, nor may these materials be modified or reposted to other sites, without
the prior expressed written permission of the publisher.
Version 1.0
Cautions & Warnings

=
Illuminate the work area adequately but safely. Use a portable safety light for working inside or under the vehicle.
Make sure the bulb is enclosed by a wire cage. The hot filament of an accidentally broken bulb can ignite spilled
fuel or oil.
Friction materials such as brake pads and clutch discs may contain asbestos fibers. Do not create dust by
grinding, sanding, or by cleaning with compressed air. Avoid breathing asbestos fibers and asbestos dust.
Breathing asbestos can cause serious diseases such as asbestosis or cancer, and may result in death.
Finger rings should be removed so that they cannot cause electrical shorts, get caught in running machinery, or be
crushed by heavy parts.
Before starting a job, make certain that you have all the necessary tools and parts on hand. Read all the
instructions thoroughly; do not attempt shortcuts. Use tools that are appropriate to the work and use only
replacement parts meeting Volkswagen specifications. Makeshift tools, parts and procedures will not make good
repairs.
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Keep sparks, lighted matches, and open flame away from the top of the battery. If escaping hydrogen gas is
ignited, it will ignite gas trapped in the cells and cause the battery to explode.
Be mindful of the environment and ecology. Before you drain the crankcase, find out the proper way to dispose of
the oil. Do not pour oil onto the ground, down a drain, or into a stream, pond, or lake. Consult local ordinances that
govern the disposal of wastes.
The air-conditioning (A/C) system is filled with a chemical refrigerant that is hazardous. The A/C system should be
serviced only by trained automotive service technicians using approved refrigerant recovery/recycling equipment,
trained in related safety precautions, and familiar with regulations governing the discharging and disposal of
automotive chemical refrigerants.
Before doing any electrical welding on vehicles equipped with anti-lock brakes (ABS), disconnect the battery
negative terminal (ground strap) and the ABS control module connector.
Do not expose any part of the A/C system to high temperatures such as open flame. Excessive heat will increase
system pressure and may cause the system to burst.
When boost-charging the battery, first remove the fuses for the Engine Control Module (ECM), the Transmission
Control Module (TCM), the ABS control module, and the trip computer. In cases where one or more of these
components is not separately fused, disconnect the control module connector(s).
Some of the vehicles covered by this manual are equipped with a supplemental restraint system (SRS), that
automatically deploys an airbag in the event of a frontal impact. The airbag is operated by an explosive device.
Handled improperly or without adequate safeguards, it can be accidentally activated and cause serious personal
injury. To guard against personal injury or airbag system failure, only trained Volkswagen Service technicians
should test, disassemble or service the airbag system.
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Use pneumatic and electric tools only to loosen threaded parts and fasteners. Never use these tools to tighten
fasteners, especially on light alloy parts. Always use a torque wrench to tighten fasteners to the tightening torque
listed.
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Page 2 of 3
Version 1.0
Cautions & Warnings

=
Do not quick-charge the battery (for boost starting) for longer than one minute, and do not exceed 16.5 volts at the
battery with the boosting cables attached. Wait at least one minute before boosting the battery a second time.
Never use a test light to conduct electrical tests of the airbag system. The system must only be tested by trained
Volkswagen Service technicians using the VAG 1551 Scan Tool (ST) or an approved equivalent. The airbag unit
must never be electrically tested while it is not installed in the vehicle.
G do
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wageare highly flammable.
Some aerosol tire inflators
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vehicle is in motion. Objects between you and the airbag can increase the risk of injury in an accident.
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Page 3 of 3
Version 1.0

2.0TDI Engine VW Erwin

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Service Training

Self Study Program 826803

2.0 Liter TDI Common Rail

Cover art file number tbd

2008 Volkswagen of America, Inc.

Volkswagen of America, Inc.

All rights reserved. All information contained in this manual is

All requests for permission to copy and redistribute

Engine Management System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

This Self-Study Program provides information

This information will not be updated.

Page intentionally left blank

A New Generation of Diesel

By combining the successful and proven 2.0 Liter TDI

The engine offers the potential for future

The lead taken on by Volkswagen in 1993 with the

To accommodate the increasing demand for

Intake manifold with flap valve control

2.0 Liter TDI Technical Data

120 in3 (1968 cm3)

3.189 in. (81 mm)

140 hp (103 kW) at

236 lb-ft (320 Nm) at

ULSD / ASTM D975-06b

Exhaust Gas Treatment High and Low Pressure

Valves per Cylinder

2.0 Liter TDI Torque and Power

Diesel particulate filter with upstream oxidation

Engine Speed [RPM]

Instead of the customary eight counterweights, this

The 2.0 Liter TDI common rail engine uses a forged

Oil Pump Gearing

For cooling the piston ring zone, the piston has an

The 2.0 Liter TDI common rail engine pistons have

The piston bowl, where the injected fuel is circulated

The two overhead camshafts are linked by spur gears

Roller Cam Followers

The fuel injectors are fixed in the cylinder head with

An additional feature of the cylinder head are

The intake ports are designed as swirl and fill

Shape, size, and arrangement of the intake and

Infinitely variable flap valves are located in the intake

Intake Manifold with Flap

Intake Flap Motor V157

Through the positioning of the flap valves, the swirl

The flap valves are moved by a pushrod connected

Intake Flap Motor V157

At startup, during emergency operation,

Starting at an engine speed of approximately 3000

During driving operation, the flap

The intake and exhaust camshafts are linked by

Moving Spur Gear

The narrower part of the spur gear (the moving spur

The wider part of the spur gear (stationary spur gear)

The rotation leads to a gear displacement of the