Inhalt

In this Self-Study program you will find information about the technical innovations of the 2.0-liter 16V
engine for the Golf GTI.

This booklet deals exclusively with the new technology Digifant injection system.

SSP 157/1

Compared to the normal golf car, the chassis of the Golf GTI is lowered by 20 mm.
The rear axle is equipped with sports-tuned gas-pressure shocks.
As standard this car is equipped with ABS / EDS and front and rear disc brakes are fitted,
which are ventilated at the front.
 Contents

Page

2.0L – 16v Engine 4

System Overview 6

Sensors 8

Functional Diagram 12

For information on setup and repair work, please refer to the service literature

3
 2.0L - 16V Engine
The engine range of the Golf has been expanded with a powerful variant.
The 2.0L - 16 valve engine with 110 kW (150 PS) closes the gap between the 2.0L - engine with 85 kW (115 PS) and
the VR6 - engine with 128 kW (174 PS)

SSP 157/2

NEW !

All systems are adaptive (learning) and the idle & CO levels no longer need to be set.

The engine load is determined via a MAP sensor, which is integrated into the control unit.

The fuel injection for each cylinder is controlled separately (sequentially).

The knock control for each cylinder operates separately (selective).

The damper on the throttle valve is eliminated.

The damping functions are instead handled by the idle stabilization valve.
Rapid throttle inputs are detected from the signals from the throttle potentiometer and the idle switch.

4
Technical Data

Engine code ABF

Type 4 Cylinder Inline
Displacement 1984 cm3
Stroke 92.8 mm
Bore 82.5 mm
Compression Ratio 10.5 : 1
Injection System Digifant
Fuel Super Unleaded 95 RON
Top speed 215 km/h
Acceleration 0-100 km/h 8.3 Seconds

Torque and Power curve

The highest engine torque of 180 Nm is achieved at 4800rpm

From 2500rpm to 6000rpm 170 Nm of torque is available, to ensure both good acceleration and low speed
characteristics.

The highest power of 110 kW (150 PS) is achieved at 6000rpm.

110

100

90

80

70

60
Power (kW)

50 190
180
40 170
Torque (Nm)

160
30 150
140

2000 3000 4000 5000 6000

Engine speed (rpm) SSP 157/3

5
System Overview

NEW !

G 28
Crank Position Sensor

G 40
Hall Sensor

G 39
Lambda Probe

G 61 and G 66
Knock Sensors

G 69
Throttle Position Sensor

F 25
Idle Switch

G 62
Coolant temperature sender

G 42
Intake air temperature sender

PIN 39
Air conditioning system

6
 Injectors

N 30 N 31 N 32 N 33

J 169
Control unit

N 152
Ignition transformer
and amplifier for
Ignition transformer
N 157

G 71
Intake manifold pressure sensor

N71
Idle stabilisation valve

N 80
Solenoid valve
for activated
carbon canister

J 17
Fuel Pump
Relay

Self-Diagnosis connector
Self-diagnosis of the 2.0L - 16V engine PIN 51
is largely the same as the 2.0L - 85 kW
Fuel consumption
engine
signal
PIN 28
Relay for Lambda-
probe heating
J 208

SSP 157/4
7
 Sensors

Crank position sensor G28

The principle of engine speed and TDC-recognition by a trigger wheel on the crankshaft is
nothing new. It began at first with the Volkswagen VR6 engine.

The only difference is the sensor on the VR6 engine is an inductive pickup, and in this engine
it is a Hall-effect sensor.
As the trigger wheel missing tooth on the crankshaft moves past the Hall sensor, an AC
voltage is generated; the frequency of this change indicates the engine speed.

720° = 2 crankshaft revolutions

80° BTDC 1. Cylinder 80° BTDC 4. Cylinder

TDC 1. Cylinder

Tooth gap frequency Revolution frequency SSP 157/5

TDC-Signal

Signal usage

With the tooth gap of 80° BTDC, the control unit detects TDC for the 1st and 4th cylinders.
Since both cylinders are at top dead centre, the control unit cannot detect which of the 2 cylinders
is at TDC and must ignite the nearest cylinder.
To distinguish between cylinders 1 and 4 the control unit requires the signal from the Hall sensor.
The time between TDC detection and ignition is determined by the control unit ignition timing
calculations.

The AC voltage frequency to the control unit is used to detect engine speed.

Impact

In case of failure of the speed signal after 1 second, the fuel pump is switched off,
engine operation is therefore no longer possible.

Self-diagnosis

Self-diagnosis recognizes "no signal".

8
Crank position sensor

SSP 157/6

Electrical circuit

Crank Sensor

SSP 157/7

9
Sensors

Hall sender G40

The aperture ring of the Hall sensor in the distributor only has one window. The window is
arranged so that as it runs past the hall sensor when the piston #1 is approximately 80° BTDC,
therefore every other crankshaft revolution.

When the Hall sensor signal and the crank sensor TDC signal coincide, the engine control unit
knows cylinder 1 is 80° BTDC.

720° = 2 crankshaft revolutions

80° BTDC 1. Cylinder 80° BTDC 4. Cylinder

TDC 1. Cylinder

TDC-Signal
Hall sensor signal SSP 157/8

Signal usage

The Hall signal is required for sequential injection and cylinder-selective knock control.

Impact

Without the Hall sensor input, the knock control is switched to safe mode with the result of power
loss.

Self-diagnosis

Self-diagnosis recognizes "no signal".

10
Hall sensor

Trigger window

SSP 157/9

Electrical circuit

Hall sensor

SSP 157/10

11
2.0L – 16V Engine Functional Diagram

12
TV14

SSP 157/11

13
2.0L – 16V Engine Functional Diagram

Key

= Input Signal
= Output Signal
= Positive
= Ground

Components

F 25 = Idle switch
G 6 = Fuel pump
G 39 = Lambda probe
G 40 = Hall sender
G 42 = Intake air temp sensor
G 61 = Knock sensor I
G 62 = Coolant temperature sender
G 66 = Knock sensor II
G 69 = Throttle valve potentiometer
G 71 = Intake manifold pressure sensor
N 30 = Injector, cylinder 1
N 31 = Injector, cylinder 2
N 32 = Injector, cylinder 3
N 33 = Injector, cylinder 4
N 71 = Idling stabilization valve
N 80 = Activated charcoal filter system solenoid valve (pulsed)
N 152 = Ignition transformer
N 157 = Ignition transformer output stage

O = Ignition distributor
P = Spark plug connector
Q = Spark plugs

J 17 = Fuel pump relay

J 169 = Digifant control unit, in plenum chamber, right
J 176 = Digifant control unit current supply relay
J 208 = Lambda probe heater supply relay

S 15 = Fuse for engine electrics

S 18 = Fuse for fuel pump
S 21 = Fuse for self-diagnosis port

LK = Self-diagnosis port
TV14 = Terminal for self-diagnosis, above the relay plate

Input and output signals

PIN 51 Fuel consumption signal

PIN 39 Connection (air conditioner), in Digifant wiring harness
PIN 33 Earth
PIN 7 Positive (+) connection (50)
PIN 43 Self-diagnosis

14
4