New modern vehicle concepts such as the Fabia also call for matching

power units.

Consequently, the two new engines

1.4-ltr. – 16 V 55 kW and
1.4-ltr. – 16 V 74 kW

are used on the Fabia.

These engines are representatives of a new generation of engines in

the Group.

In addition to offering a number of new technical highlights, they are

particularly characterised by their lightweight design, improved fuel
consumption, environmental friendliness and low noise emissions.

SP35_13

55 kW/74 kW …
SP35_13 Who's who then?

You will be acquainted with the design and functional

details of the engines in this Self-Study Programme.

2 GB
 Contents

Engineering 4

Engine Mechanical Components 6

Air Filter 20

Fuel Supply System 22

Exhaust System 26

System Overview 28

Engine Management System 30

Emission Control System 34

Exhaust Gas Recirculation System 40

Function Diagram 44

Self-Diagnosis 47

Test Your Knowledge 49

Service Service Service Service Service Service Service Service

xxxxxxxxxxxxxxxx xxxxxxxxxxxxxxxx xxxxxxxxxxxxxxxx xxxxxxxxxxxxxxxx xxxxxxxxxxxxxxxx xxxxxxxxxxxxxxxx xxxxxxxxxxxxxxxx
FABIA FABIA FABIA
FABIA FABIA FABIA FABIA

XXXXXXXXXXXXX
XXXXXXXXXXXXXXX XXXXXXXXXXXXX XXXXXXXXXXXXX XXXXXXXXXXXXX XXXXXXXXXXXXX
XXXXXXXX XXXXXXXXXXXXXXX XXXXXXXXXXXXXXX XXXXXXXXXXXXXXX XXXXXXXXXXXXXXX XXXXXXXXXXXXX XXXXXXXXXXXXX
XXXXXXXX XXXXXXXX XXXXXXXX XXXXXXXX XXXXXXXXXXXXXXX XXXXXXXXXXXXXXX
XXXXXXXX XXXXXXXX

You will find notes on inspection and maintenance,

setting and repair instructions in the Workshop
Manual.

GB 3
Engineering

Technical data

Differences/Common features

1000 2000 3000 4000 5000 6000 7000

n (1/min)
SP35_04
1.4-ltr. – 16 V (55 kW) AUA
SP35_14

Engine code letters AUA AUB

Type 4-cylinder in-line engine

Displacement 1390 cm3

Bore 76.5 mm

Stroke 75.6 mm

Compression ratio 10.5 : 1

Rated output 55 kW at 5000 rpm 74 kW at 6000 rpm

Torque 126 Nm at 3800 rpm 126 Nm at 4400 rpm

4 GB
 1000 2000 3000 4000 5000 6000 7000
n (1/min)
SP35_50
1.4-ltr. – 16 V (74 kW) AUB
SP35_15

Engine code letters AUA AUB

Engine management Magneti Marelli 4LV multipoint fuel injection
system

Lambda control system Probe upstream of cat

Probe downstream of cat
Knock control system 1 knock sensor

Ignition system Rotorless high-voltage distribution system

with 2 double-spark ignition coils
Emission standard EU4
Intake system Plastic intake manifold Die cast aluminium intake manifold

Oil pan Sheet steel Aluminium, with integrated engine-

gearbox support
Throttle valve Small cross section Enlarged cross section
Fuel Unleaded petrol 95 RON Unleaded petrol 98 RON
(91 possible with reduced output) (95 possible with reduced output)

GB 5
Engine Mechanical Components

The intake manifold

Two different versions are used in these engines

– 1.4-ltr. – 16 V 55 kW engine – plastic

– 1.4-ltr. – 16 V 74 kW engine – metal Injectors

Fuel rail
Intake manifold
to the cylinders (resonance manifold)

Intake air
from filter

SP35_51

Throttle valve
Intake manifold complete – metal version
control unit

The following components are installed at the In addition, the intake manifold features two
intake manifold: mounting studs for the engine trim panel with air
filter.
– Injectors
– Fuel rail
– Throttle valve control unit
– Intake manifold pressure sender with intake
manifold temperature sender

6 GB
Intake manifold manufactured of plastic

The intake manifold consists of three parts which

are connected to each other as non-detachable
parts. The material used is polyamide, which is
heat-resistant for short periods up to a maximum
of 140 ˚C.

The intake manifold has a specific geometrical

design to take into account the material used.

The use of polyamide offers weight savings of

some 36 % compared to a comparable intake
manifold made of metal.

SP35_52

Intake manifold manufactured of metal

It is manufactured from aluminium and consists of

six parts which are bolted to each other.

The main body and the manifold cover are

aluminium die castings.

The resonance pipes are sand castings.

SP35_53

GB 7
Engine Mechanical Components

The valve gear 4 Camshaft housing

Plungers
The cylinder head contains the valves, the roller
rocker fingers and the hydraulic supporting Exhaust camshaft
Inlet camshaft
elements (plunger).
Roller rocker
finger
The inlet camshaft and the exhaust camshaft are
mounted in the camshaft housing.

The camshaft housing at the same time performs

the function of the cylinder head cover.

The camshafts are mounted on 3 bearings and

inserted into the camshaft housing. Their axial
play is limited by the camshaft housing and the
end covers.

SP35_16
Cylinder head
Valve

End covers

Inlet camshaft

Exhaust camshaft

Camshaft housing

Cylinder head

SP35_17

Note:
Camshaft housing and cylinder head
are sealed using a liquid sealant.
The sealant must not be applied too
thick.
Excess sealant might otherwise get
into the oil drillings and thus cause
engine damage.

8 GB
Operation of valves by roller rocker
fingers
Advantages:
– reduced friction
– small number of moving masses
– low level of force required by
engine to operate valves

Camshaft

Cam roller

Roller rocker finger

Securing
clamp
Valve stem
Hydraulic supporting
element

Roller bearing of
cam roller

SP35_20

Design

The roller rocker finger consists of a lever
manufactured as a metal formed part, and a cam
roller with roller bearing.
It is supported at the one side on the supporting
element and on the other side on the valve stem.
At the supporting element, it is held by a securing
clamp and placed on at the valve stem.
The hydraulic supporting element is similar in
terms of its function to the hydraulic bucket
tappet.
The specific design of the supporting element
ensures that the cam roller is positioned against
the camshaft, both when the supporting elements
are installed, as well as during subsequent
operation of the engine.
The piston of the supporting element adapts
accordingly in terms of its height position.
This design compensates not only for installation
tolerances, thermal expansion but also for wear
over the life of the engine.
The cam stroke is transmitted to the valve stem
with a low level of friction.

GB 9
Engine Mechanical Components

The hydraulic supporting element

Top part of piston
consists of the main components of the piston –
in turn subdivided into top and bottom part of
Cylinder Oil reservoir
piston – cylinder and piston spring.
It is linked to the oil circuit of the engine. A small
ball together with the compression spring in the Leak gap 2
high-pressure chamber acts as a one-way valve.
Oil passage
The installed height of the supporting element
can be set both during installation as well as in Leak gap 1
subsequent operation of the engine so as to
constantly compensate for any play which is Bottom part of
produced in the valve gear. piston
High-pressure
The mechanism of the compensation is
chamber
characterised essentially by the following two
processes. Piston spring SP35_25
One-way valve
Lower of the piston

When the cam runs onto the cam roller, the piston
of the supporting element is pressed slightly into
the cylinder. This is possible because the oil of
the high-pressure chamber, which is subjected to
increasing pressure, is forced out through the
leak gap between cylinder and bottom part of
piston 1 and is able to escape into the oil
reservoir (slight quantities of oil also escape
through the leak gap between cylinder and top
part of piston 2 .

The lowering of the piston results in a slight play

in the valve gear 3 , which is then, however,
immediately compensated for again. SP35_27

Compensating play
Play 3
When the cam runs off the cam roller, the piston
pin again pushes the piston sufficiently far out of
the cylinder 4 , until the cam roller moves 4
against the cam and compensates for the play
produced. At the same time, the oil pressure in
the high-pressure chamber is reduced. The one-
way valve opens and oil flows into the high-
pressure chamber. Once the pressure between
oil reservoir and high-pressure chamber is
balanced, the one-way valve closes.

.
SP35_26

10 GB
Function when valve operated
Cam
During the movement of the roller rocker finger,
the hydraulic supporting element acts as a
support of the roller rocker finger and as a pivot Cam roller
point.

The cam runs on the cam roller and pushes the

rocker finger down. The valve is operated by the Rocker finger
rocker finger.

The lever arm between cam roller and supporting

element is smaller than between valve and
supporting element. Consequently, a large valve
stroke is achieved with a relatively small cam.

SP35_24

Lubrication

Lubrication between the hydraulic supporting

element and the roller rocker finger, as well as
between the cam and the cam roller, makes use Cam roller
Oil
of oil drillings in the supporting element.

In this case, the oil sprays through a drilling in the

roller rocker finger onto the cam roller.

SP35_23

Note:
Oil passage in
It is not possible to check the
cylinder head
hydraulic supporting elements.
Oil drilling in
supporting element

GB 11
Engine Mechanical Components

The camshaft drive Coupling

Main drive
drive toothed
toothed belt
The two camshafts are driven by a toothed belt belt
running on toothed belt sprockets.

Because of the compact overall width of the

cylinder head, the toothed belt drive is split into a
main drive and a coupling drive. Guide pulley
Coupling drive
tensioning
Main drive Coolant pump pulley
belt pulley Guide
The coolant pump and the inlet camshaft are pulley
driven by the crankshaft by means of toothed belt
of the main drive.
An automatic tensioning pulley and two guide Crankshaft
pulleys prevent the toothed belt from oscillating. toothed belt
sprocket
Main drive
tensioning pulley
Coupling drive SP35_28

The toothed belt of the coupling drive is located

immediately behind the toothed belt of the main Inlet camshaft
Coupling drive
drive, outside of the camshaft housing. sprocket
Exhaust
In the coupling drive, the exhaust camshaft is camshaft
driven by the inlet camshaft by means of a sprocket
toothed belt.

In this case also, an automatic tensioning pulley

prevents oscillations of the toothed belt.

Tensioning pulley
SP35_29

Note: Fit holes

Fit holes are provided in the camshaft
housing and in the gears of the
camshaft for installation, and for
setting of the timing.
Both gears are fixed in place using a
special tool.
Further information on this can be
found in the Workshop Manual Fabia,
1.4-ltr./55 kW; 1.4-ltr./74 kW Engine,
Mechanical Components.

SP35_32

12 GB
The cylinder block

The cylinder block of both engines is an The cylinder liners are manufactured from cast
aluminium die casting. A very slim design has iron. They are integrally cast and can be
been adopted with the aim at achieving weight machined.
savings.
The webs with integrated cast liners are 5.5 mm
The necessary stiffness is achieved by thick and have likewise been designed very slim.
pronounced ribbing, the stiffness being further
enhanced by the bearing pedestals for the
crankshaft bearings (refer also to crankshaft,
important!).

Web with integrated

cast liners

Coolant passage

SP35_33
Note:
Only coolant additive G12 may used.
This prevents not only frost damage to
the aluminium housing but also scale
deposits and corrosion damage in the
coolant passages.

GB 13
Engine Mechanical Components
The crankshaft
The crankshaft is manufactured from grey cast
iron and features only four balancing weights.
Despite this weight saving, the crankshaft offers
the same running properties as the crankshaft
with eight balancing weights.
Bearing pedestals
Balancing weight
Balancing weight
Bearing cap
Bearing cap
Note:
The crankshaft must not be slackened
or removed.
The moment the bearing cap bolts are
slackened, this results in the stress in
the inner structure of the aluminium
bearing pedestals of the cylinder block
being relieved, which in turn causes a
deformation of the bearing pedestals.
As a result of this deformation the
bearing play is reduced.
14
The bearing pedestals enhance the inner
stiffness of the aluminium cylinder block.
Bearing pedestals
SP35_34
Balancing weight
Bearing cap
Even if the bearing shells were not
replaced, bearing damage can result
from the altered bearing play.
If the bearing cap bolts have been
slackened, it is then necessary to
replace the cylinder block complete
with the crankshaft.
It is not possible to measure the
crankshaft bearing play with
workshop equipment.
GB
The connecting rod

Depending on the production location, connecting

rods are manufactured using two different
machining methods:

1. cutting,
2. cracking.

Cutting

If cutting is employed, the connecting rod is first

SP35_35
of all pre-machined roughly and then cut apart
into conrod and conrod cap.

Both parts are bolted together for final machining.

Cracking
SP35_36
If the cracking process is employed, the
connecting rod is machined as a complete part. A
predetermined breaking point is made at the base
of the conrod using a laser beam for the
subsequent cracking process. Following this,
conrod and conrod cap are separated by applying
considerable force with a tool.

The advantages:

– This process produces an unmistakable

fracture surface. The conrod cap fits only in
one position and only to the matching conrod. SP35_38
– Manufacturing is more cost-effective and it is
possible to reduce the weight of the conrod.
– Good positive connection because of the Predetermined
rough surface of the fracture surface and the breaking point
high jointing accuracy.
– No additional centring aids necessary.

SP35_37

Only conrods manufactured using the

cracking process are fitted to the 1.4-ltr. – Note:
16 V 55/74 kW engines. Conrods must always be replaced as a
set. Don't forget to mark the conrod to
the matching cylinder.

GB 15
Engine Mechanical Components

The sealing flange

The cylinder block is sealed on the flywheel side

by means of a sealing flange.

The sealing flange also includes the sensor gear

for the engine speed sender G28.

Note:
In this new generation of engines,
sealing flanges with a new sealing Engine speed sender G28
system are installed.
The design (e.g. the housing of the
engine speed sender) is so different
that, when a new sealing flange is
installed, only the type of sealing
flange which was previously installed,
must be used.

Sealing flange with spring lock washer seal

On this type, the seal between the sealing flange

and the sensor rotor is achieved by means of a
spring lock washer seal. The sensor rotor in
addition has an elastomere seal to the crankshaft
side. The sensor rotor is pressed onto the SP35_41
crankshaft in exactly the correct position.
Sealing flange
Crankshaft Elastomere seal
Sensor rotor

Sensor rotor
Crankshaft

Seal

Note:
The seal is
achieved at the Sensor rotor
sensor rotor.
Sealing flange

SP35_42

16 GB
Sealing flange with PTFE sealing ring

PTFE means polytetrafluoroethylene.

It is more commonly known by the name Teflon

and is used to describe a certain type of heat and
wear-resistant plastic.

The PTFE sealing ring provides a direct seal

between the sealing flange and the crankshaft.
Consequently, it is not necessary to have an
additional elastomere seal. With this type of
sealing flange as well, the sensor rotor is pressed
on in exactly the correct position. Engine speed sender G28
PTFE seal

You will find more detailed instructions for

installation of the various sealing flanges in the
Workshop Manual.

Crankshaft
SP35_40

PTFE sealing ring Sealing flange

Sensor rotor

Crankshaft

Note:
The seal is
achieved at the Sensor rotor
crankshaft.

Sealing flange

SP35_39

GB 17
Engine Mechanical Components

The oil pump

The oil pump is driven directly by the crankshaft.

The inner rotor of the oil pump is mounted directly
on the front stud area of the crankshaft.
It is know as the duocentric oil pump.

As a result of the particular shaping of this area it

has been possible to design an oil pump with a
very small outer diameter.

The term "duocentric" is based on the

geometrical offset of the axes of the inner rotor
and outer rotor.

In addition to achieving low friction and a weight

saving of some 1 kg, the direct drive by the
Crankshaft stud
crankshaft also reduces the noise level produced
with polygon
in the engine.
profile (polygon =
regular multiple
The oil pump housing seals off the cylinder block
planes)
to the front.
SP35_44

Oil pump housing

Outer rotor

Inner rotor

Oil pump housing cover

SP35_43

18 GB
Function

The inner rotor is located on the crankshaft stud

and drives the outer rotor. As a result of the
different rotating axes of the inner rotor and outer
rotor, an enlarged space is produced on the inlet
side during the rotational movement.

Oil is drawn in along an intake line and

transported on to the delivery side.

SP35_48

Oil is drawn in

On the delivery side, the space between the teeth Oil is pressed into the
becomes increasingly smaller. The oil is pressed oil circuit
into the oil circuit.

A pressure limiting valve prevents the pressure

rising above the permissible oil pressure, for
example at high engine speeds.

Note:
Pay attention to the particular
installation position when installing
the oil pump.
Further information is given in the SP35_49
Workshop Manual.

Pressure limiting valve

GB 19
 Air Filter

The air filter is part of the engine trim panel.

New!
Design of the air filter

The air filter has been designed in such a way as

to unite several tasks in a single component.
S KO
In addition to the actual task of filtering the air, it

D
A
U T O

A
also serves as the engine trim panel.

As a result of this matching design features, it

also makes a significant contribution to reducing
structure-borne sound emissions.

The main elements of the air filter are

– top part of air filter

– filter element
– intake air connection with control flap SP35_30

Viewed from below Mount for fixture

Air outflow to throttle valve
control unit J338

Filter element

Intake point for warm air from

exhaust manifold (to control ) Crankcase
ventilation

Intake point for

cold air

Thermostat

SP35_31

Mount for fixture

20 GB
Function

The air is inducted through the intake air Induction of cold air
connection of the air filter. Filter element Air filter

This connection has two intake openings

– side opening – induction of cold air Control

– bottom opening – induction of warm air flap Cold air

A control flap resiliently mounted in the intake air Crankcase

connection, in combination with a thermostat, ventilation
controls the quantity ratio of cold and warm intake Throttle valve
air. Warm air control unit
This quantity ratio is controlled in line with the baffle Engine
ambient temperature.

Cold intake air is inducted out of the engine Exhaust

compartment downstream of the radiator. manifold
SP35_45
Warm intake air is inducted out of the area
around the intake manifold. Intake air is heated in Control flap in intake air connection
the intermediate area between warm air baffle Control flap
and hot exhaust manifold and, when the control Intake air
flap is at the corresponding position, is drawn into connection
the intake air connection of the air filter. to filter
element
In the air filter, the inducted air is passed from the
intake air connection to the filter element were it
Cold air
is filtered. The air then flows through the adjoining Thermostat
chamber to the throttle valve control unit.

The feed line from the crankcase ventilation is

also integrated in the air filter. The air which is Warm air SP35_47
passed out of the crankcase, is mixed with the
inducted air downstream of the filter element.
Induction of warm air

Control flap

Warm air Cold air

SP35_46

GB 21
 Fuel Supply System

The fuel pump located in the fuel tank, pumps the A system pressure of 0.3 MPa (3 bar) is
fuel through the fuel filter to the injectors. maintained in the filter. Excess fuel supplied to
the engine, flows back over a short route into the
fuel tank.

Gravity valve

Service vent reservoir

Fuel pump

Activated
charcoal filter

Intake air

Fuel rail Solenoid valve for activated

charcoal filter system
Fuel filter

Injector

SP35_02

Intake manifold

22 GB
 Injector

Intake manifold

SP35_11

Inlet valve

The 4 electromagnetic injectors with their top seal The fuel tank ventilation system operates on the
are installed in the fuel rail. familiar system.

The injectors with their bottom seal are inserted The service ventilation reservoir is part of the fuel
into the intake pipe of the particular cylinder. tank.

Each cylinder is provided with an injector, which
is positioned ahead of the inlet valves.
The injectors are supplied with voltage through
positive and actuated through earth by the engine
control unit to align with their firing order.
The familiar cylinder-sequential fuel injection with
quick-start is used on these engines.
(You can find information on the sequential fuel
injection in SSP 19.)
The activated charcoal filter for both engines is
attached in the rear right wheel housing to the
body, close to the fuel tank itself.
The solenoid valve for the activated charcoal filter
system is located in the right-hand side of the
engine compartment.
Once the engine is warm, it is actuated by the
engine control unit.

GB 23
Fuel Supply System

The fuel pump relay J17

The fuel pump relay switches the fuel pump The fuel predelivery can be operated
"ON" or "OFF". through the relay by means of a special
actuation.

Fuel predelivery

The fuel predelivery phase is a convenience

improvement when starting the engine.
Driver's door Ignition "on" Engine
opens engine starts operation
The fuel pump operates with the predelivery to
ensure that pressure is built up in the fuel system
and is already available when the engine is F2 +15 D
started.
Vehicle
– The moment the driver's door is opened, the not
fuel pump relay for the feed line delivery is moving
actuated by the door contact switch F2.
[MPa]

Engine
The time between opening the driver's door off
and starting the engine is effectively used up
pressure

to the commencement of main delivery

Delivery

(starting with the ignition/starter switch in the

order of terminal +15 and "D" terminal +50).
Time [s]
SP35_55

– If a certain period has elapsed since the

driver's door was opened and ignition "on",
and the engine has not yet been started,
Ignition "on",
predelivery is then ended again. Driver's door engine not Ignition "on", Engine
opens started engine starts operation
The delivery is also ended if the ignition is
switched "on", and this status exists for a
lengthy period, but the engine is not started! F2 +15 D

Predelivery is recommenced once the ignition Vehicle

is switched on again with the ignition/starter not
switch (terminal +15, "D" terminal +50). It is moving
[MPa]

activated slightly before the actual starting of

Engine
the engine.
off

– The main delivery is then commenced by a

pressure
Delivery

signal supplied by the engine control unit.

Time [s]
SP35_54

24 GB
Fuel shutoff in crash (envisaged)

Vehicles fitted with an airbag will subsequently
feature a shutoff of the fuel feed following a crash.
In this case, fuel pump relay shuts off the power
supply for the fuel pump and the injectors after a
crash signal is received.
The crash signal is supplied by the airbag control
unit over the CAN to the engine control unit. The
engine control unit thereupon deactivates the fuel
pump relay through "C", the power supply to fuel
pump G6 is interrupted.

+30
+15

S S S S

F2

TK 50 88 30

J234
J17

31 85 87

N30 N31 N32 N33 N80 G6

M
CAN-H/A
CAN-L/A

96 97 88 89 64 58 60

J537

31 SP35_12

Electrical circuit of fuel supply system

D Ignition/starter switch = Input signal

F2 Left front door contact switch
G6 Fuel pump = Output signal
J17 Fuel pump relay
J537 4LV control unit = Battery positive
N30 … 33 Injectors cylinders 1 to 44
N80 Solenoid valve for activated charcoal = Earth
filter system
S Fuse = CAN/A (drive)

C Crash signal input

GB 25
Exhaust System

Design

Exhaust manifold
Lambda probe G130

Warm air baffle

Lambda probe G39

SP35_18
Pre-catalytic converter

Main catalytic
converter

Decoupling element

To comply with the EU 4 standard, the exhaust

system features 2 catalytic converters, a pre-
catalytic converter and a main catalytic converter. Exhaust manifold

The principal components of the exhaust system

are

– exhaust manifold with integrated catalytic Lambda probe G39

converter (pre-catalytic converter) and lambda
probe G39

– warm air baffle/shield

Pre-catalytic converter
– exhaust pipe with decoupling element, main
catalytic converter and lambda probe G130

A decoupling element made of a flexible metal

hose is positioned in the exhaust pipe in order to
absorb movements of the exhaust system and
engine vibrations

– axially
– laterally
SP35_79
– tilting.

26 GB
The pre-catalytic converter
New!
The pre-catalytic converter is integrated in the
exhaust manifold, close to the engine. This
ensures that it is heated up rapidly and quickly
reaches its operating temperature.
(The familiar main catalytic converter is located
downstream of the decoupling element in the
exhaust pipe.)

Lambda probe
G39

Pre-catalytic converter

Warm air baffle

The warm air baffle is positioned on the front side SP35_19

of the exhaust manifold.

It performs the following functions:

– Collecting warm air for the air filter Warm air to air filter

– Heat shield for the hot exhaust manifold as a

protection of adjacent components

– Reducing structure-borne noise emissions

Metal (inner)
This warm air is mixed with the cold air in a
specific quantity ratio in the air filter, depending
on the operating state. Ceramic non-woven
fabric
The warm air baffle is able to perform these
functions as a result of its matching shaping and
also as a result of its design. Metal (outer)

The warm air baffle is a sandwich design with an

intermediate layer made of ceramic non-woven
fabric. SP35_22

GB 27
System Overview

Sensors

Engine speed sender G28

Camshaft position sender G163

Throttle valve control unit J338

Angle sensor for throttle valve drive

G187 and G188

Coolant temperature sender G62

ire
Intake manifold pressure sender G71

w
K
and
Intake manifold temperature sender G72

AN
C
e
riv
Lambda probe G39

D
Lambda probe downstream of cat G130

Knock sensor G61

Clutch pedal switch F36

Brake light switch F

and
Brake pedal switch F47

Accelerator pedal position sender G79

and G185
Diagnostic connection

Additional signals:
Alternator terminal DF/DFM
Vehicle speed signal
CCS switch (ON/OFF)*

* on models fitted with optional equipment

28 GB
 Actuators

EGR valve N18 with EGR

potentiometer G212
4LV control unit J537
Altitude sender F96
Fuel pump relay J17
Fuel pump G6

Injector N30 … 33

Ignition transformer N152

Throttle valve control unit J338

Throttle valve positioner V60

Lambda probe heater Z19

Vehicle
electrical
system EPC
control Lambda probe heater
unit J519 downstream of cat Z29

Activated charcoal filter system

solenoid valve N80

SP35_03

GB 29
Engine Management System

Magneti Marelli 4LV engine control

unit

The 1.4-ltr. – 16 V 55/74 kW petrol engines are

fitted with the Magneti Marelli 4LV engine
management system.
The control unit is attached to the bulkhead.

J537

SP35_65

Functions of the engine control unit

– Cylinder-sequential fuel injection with quick- The 4LV engine management system features a
start rotorless high-voltage distribution.
– Adaptive idle speed control
– Adaptive lambda control
– Adaptive fuel tank ventilation
– Adaptive exhaust gas recirculation
– Adaptive knock control
– Self-diagnosis

30 GB
Engine speed sender G28
Engine speed
sender G28
The sender is inserted into the sealing flange at
the cylinder block and attached with a bolt.

It scans a 60-2 sensor gear around the

circumference of which there are 58 teeth and a
large gap as a reference mark, consisting of 2
missing teeth. The sensor gear is positioned on
the crankshaft.

The sensor is an rpm and reference mark sensor.

Use of signal 60-2 sensor

gear
The signal which the engine speed sender SP35_59
supplies makes it possible to detect engine speed Reference mark
and exact position of the crankshaft. This
information is used by an engine control unit in Sealing flange
order to define the fuel injection and ignition
times.

Effect in the event of signal failure

If no signal is received from the engine speed

sender when the engine is running, the engine
stops.
The engine can be restarted, however.
In such a case, the engine control unit switches
into the emergency running mode.
Electric circuit
The control unit then calculates the engine speed
and camshaft position from the information
supplied by the camshaft position sender G163.

As a protection for the engine, the maximum J537

engine speed is reduced. It is still possible to
restart the engine. 87 82 108

Self-diagnosis

The sender is detected by the self-diagnosis.

The following faults are stored in the fault

memory:
– Engine speed sender implausible signal
– Engine speed sender no signal
– Engine speed signal, TD, short circuit to earth
– Engine speed signal, TD, short circuit to G28
positive

SP35_60

GB 31
Engine Management System

The camshaft position sensor G163

The camshaft position sensor operates on the Camshaft position sensor G163
Hall sensor principle. It is installed in the camshaft
housing above the inlet camshaft.

3 teeth are cast onto inlet camshaft and these are

scanned by the camshaft position sensor.

Use of signal

Ignition TDC of cylinder 1 is detected on the basis

of the signal supplied by the camshaft position SP35_58
sensor together with the signal from the engine
speed sender.
Inlet camshaft with
This information is required for the cylinder- cast-on sensor gear
selective knock control and for the sequential fuel
injection.
End cover Camshaft housing

Effect in the event of signal failure

If no signal is received from the camshaft position

sensor, the engine continues running, or can also Electric circuit
be started, respectively. The engine control unit
switches into the emergency running mode.

In such a case, fuel injection is then performed in J537

parallel and no longer sequentially. 98 86 108

+ o

-
G163

SP35_61

32 GB
General function

A Hall voltage is generated each time a tooth

moves past the camshaft position sensor.

The duration of the Hall voltage corresponds to

the length of the particular tooth. This Hall voltage
Rise in flank
is transmitted to the engine control unit where it is
analysed.
Magnetic field
The signals can be displayed with the digital of sensor
memory oscilloscope of VAS 5051.

SP35_62

Function of cylinder 1 recognition

If the engine control unit receives a Hall voltage

from the camshaft position sensor and the
reference mark signal of the engine speed sender
at the same time, the engine is then in the
compression stroke of cylinder 1.

The engine control unit counts the teeth of the

engine speed sensor gear after the reference
mark signal and is able to calculate from this the
position of the crankshaft.

Example:
The 14th tooth after the reference mark equals
TDC of cylinder 1.

Function of quick-start recognition

Signal of engine SP35_63
The momentary position of the camshaft relative speed sender
to the crankshaft can be rapidly detected on the
basis of the three teeth. This makes it possible to
more rapidly activate initial combustion, and the
engine starts sooner.

Length of signal
equals length of
tooth

SP35_64

GB 33
Emission Control System

Pre-catalytic converter
Main catalytic converter

The exhaust system features not only the familiar Lambda probe
main catalytic converter but, in addition, a further G130
catalytic converter, positioned close to the
engine, in the exhaust line upstream of the main Lambda probe
catalytic converter. G39

Pre-catalytic
Because it is located at some distance from the converter
engine, the main catalytic converter requires a
certain time until it reaches the operating Main catalytic
temperature required for proper operation of the converter
catalyst. SP35_80

Consequently, it is sometimes difficult to comply

with the legal limit concentrations for the exhaust
gas, particularly in the starting phase of the
engine.

A pre-catalytic converter is installed immediately

downstream of the exhaust manifold in order to
ensure effective emission control, also in the
engine start phase. Consequently, this catalytic
converter heats up very rapidly and reaches the Standard valid CO HC NOx
necessary operating temperature shortly after from g/km g/km g/km
engine start.

The catalytic converter is also known as the "start EU 3 Januar 2.3 0.2 0.15
catalytic converter". y 2000

The combined system of pre- and main catalytic EU 4 Januar 1.0 0.1 0.08
converter, lambda probes and engine y 2005
management system makes it possible to ensure
compliance with the limits for EU 4 even today.

Lambda probes

There are 2 lambda probes integrated in the

emission control system.

Both lambda probes are characterised by their

planar design (flat functional layers) of the sensor
elements and differ in terms of the closed-loop
control characteristic and internal structure.
Note:
Emission standard EU 4 does not
come into effect until the year 2005!

34 GB
Internal structure of the sensor
elements
(Schematic presentation) Lambda probe G130

Lambda probe G39

Exhaust flow Exhaust flow
CO, NOx, HC, O2, C2H6 CO, NOx, HC, O2, C2H6

Exhaust pipe Exhaust pipe

Protective layer
Protective layer
Electrode
Electrode
Pump cell
Sensor
Sensor (Nernst cell)
(Nernst cell) Electrode
Electrode Reference air
Reference air passage
passage Insulation
Insulation Heater
Heater Insulation
Insulation Heating sheet
Heating sheet

to cat to tail pipe

SP35_81 SP35_82

The lambda probes can scarcely be distinguished

from the outside. The connectors can be used as
an external characteristic.

Connector

SP35_68 SP35_73

Lambda probe G39 – 6-pin Lambda probe G130 – 4-pin

GB 35
Emission Control System

Lambda probe G130

The lambda probe G130 is installed in the

Lambda probe G130
exhaust pipe downstream of the main catalytic
converter.

It is a planar design of lambda probe with a jump

characteristic of λ = 1 (also known as a "two-point
probe").

Design and function

SP35_77
The probe is a planar design (= flat, extended),
and is manufactured from a zirconium dioxide Connection
(ZrO2) ceramic. cables Connector

A measuring cell and heater are integrated in the PTFE

planar sensor element. shaped hose

A porous ceramic protective layer, which prevents PTFE

damage resulting from erosion for all operating grommet
temperatures, is permanently sintered onto the SP35_73
sensor element. This ensures long operating life Contact holder
and reliable compliance with the high function
demands.
Sensor element
The heater consists of noble metal and is with heater
positioned spatially in the sensor element so as to
ensure that the lambda probe heats up rapidly Protective sleeve
with a lower power consumption.

The operating principle of the probe is based on

the principle of a galvanic oxygen concentration Seal set
cell with solid body electrolyte, consisting of
ceramic sheets – also known as a Nernst cell.

Double protective
tube

Note:
Greatly simplified sectional view of the
sensor element.
Sensor cross section
Exhaust gas
Porous protective layer

Us
ZrO2 ceramic
J537
Insulation layer Reference air
Us = Sensor voltage SP35_72
Heater

36 GB
The lambda probe compares the residual oxygen mV
concentration in the exhaust gas with the oxygen a b
concentration in the reference air (comparative
atmosphere equal to ambient atmosphere – 1000
interior of probe connected by openings to
ambient atmosphere).
800
The probe operates as a so-called "two-point
probe" and merely indicates whether a rich
mixture (λ < 1) or a lean mixture (λ > 1) is present 600

Sensor voltage Us
in exhaust gas.
The mixture control is then performed by the
engine control unit. 400

Each voltage jump is converted as a signal which

is sent directly to the engine control unit. 200
Depending on whether a rich or lean mixture is
signalled, a richer or leaner fuel-air mixture is
then produced. 0
0,8 0,9 1 1,1 1,2
An exhaust temperature of at least 350 ˚C is Air index λ
necessary to ensure reliable closed-loop control SP35_74
operation of the sensor ceramic. a … rich mixture (air deficiency)
b … lean mixture (air excess)
An electric heater, integrated in the sensor,
ensures optimal sensor temperatures to ensure
that the sensor operates effectively even at low
engine loads and low exhaust temperatures.
Electric circuit
Advantages +

– Short warming-up period and thus also

S
improved emission levels in the warming-up
phase
– Stable control characteristic

Substitute function G130 Z29

Open-loop control mode based on map λ

68 69 63

J537
SP35_75

GB 37
Emission Control System

Lambda probe G39

Lambda probe G39 is a pre-catalytic converter

probe installed in the exhaust manifold upstream
of the pre-catalytic converter.
Lambda probe G39
As a broadband probe, it offers enlarged
applications compared to the familiar "two-point
probe":

– constant lambda closed-loop control by

means of constant signal for variation of λ = 1
– closed-loop control also for values which differ SP35_76
from λ = 1
(of significance, for example, for closed-loop
control of lean concept petrol engines)

Design and function

Connector
The probe is a planar design (= flat, extended),
and is manufactured from a zirconium dioxide
(ZrO2) ceramic.

It differs from the two-point probe in terms of its

design as a result of: SP35_68

– the inner structure of the sensor element

– the number of terminals at the connector and
– the electronic control.

Its modular design in combination with planar Sensor element

technology makes it possible to integrate several with heater
functions.

As an addition to the operating principle of the Exhaust gas

two-point probe, a second electrochemical cell,
pump cell, is integrated in the broadband lambda
probe, in addition to the oxygen concentration cell Ip Us ∼ Ip
(Nernst cell).
-
+

Uref

J537 SP35_67
Pump cell

Measuring
Control
gap Heater
Note: electronics
Greatly simplified sectional view Nernst cell
of the sensor element. Reference air
passage Us … Sensor voltage
Uref … Reference voltage
Ip … Pump current
38 GB
The closed-loop control of the probe is performed mA
by the engine control unit and comprises a b

– closed-loop control of the oxygen pump cell 3,0

and oxygen concentration cell
– generation of the sensor signal
– temperature control of the probe 2,0

Pump flow Ip
The exhaust gas flows through a small hole in the
1,0
pump cell into the measuring gap of the Nernst
cell.
0
The voltage applied to the probe is controlled in
such a way as to maintain the gas composition in
the measuring gap at a constant λ = 1. – 1,0

In this case, depending on the oxygen

composition (oxygen-rich = lean/oxygen-poor = – 2,0
rich), oxygen ions are "pumped" out of the 0,7 1,0 1,3 1,6 1,9 2,2
measuring gap, or into the measuring gap, Air index λ
respectively. The resulting pump flow is a
measure for the air index λ in the exhaust gas. SP35_69

Depending on the exhaust composition, the a - rich mixture (air deficiency)

probe transmits a matching signal to the engine b - lean mixture (air excess)
control unit. The engine control unit now
determines whether it is necessary to produce a
richer mixture (by adding fuel) or a leaner mixture
(by reducing the fuel quantity).

An electric heater integrated in the probe ensures

that the minimum required operating temperature
of 600 ˚C is always maintained.

Substitute function Electric circuit

+
Open-loop control mode based on map.

Advantages S

– More dynamic closed-loop control as variation

from set value is up-to-date and is available
as the concrete value G39 Z19

– Possibility of controlling any desired set

values, in other words also values which differ
λ
from λ = 1

Note:
Refer to SSP 39 (EOBD) for a more 52 71 51 70 5
detailed description. J537
SP35_70

GB 39
Exhaust Gas Recirculation System
Function diagram
Intake manifold
Exhaust gas
recirculation valve
Already during normal engine operation at the
moment of valve overlap, a certain quantity of
residual gas is displaced from the combustion
chamber into the intake manifold. During the
subsequent intake phase, a portion of residual
gas is then inducted also in addition to the fresh
mixture.
Up to a certain quantity, residual gas (exhaust
gas) can have a positive impact on reducing the
formation of oxides of nitrogen and in achieving
improved energy conversion (reduction in fuel
consumption).
With the additional recirculation of the exhaust
gases, the NOx (oxides of nitrogen) emission in
both engines is further reduced and fuel
consumption improved.
This is done by extracting a certain quantity of
exhaust gas from the engine exhaust and passing
it through the exhaust gas recirculation valve to
the inducted air. This principle is known as
"external" exhaust gas recirculation.
40
Air filter
Engine control unit
J537
N18
t
°C
n
1/min
p
MPa
Engine
Feed line to load
intake manifold
SP35_05
The exhaust gas flows through two holes
positioned at right angles to the inducted air flow,
directly into the middle of the fresh air flow below
the throttle valve in order to achieve the best
possible uniform distribution of the recirculated
exhaust gas with the inducted fresh air.
The EGR valve is operated by the 4LV engine
control unit J537 in line with a defined map.
Information processed for this includes engine
speed, engine load, atmospheric pressure,
coolant temperature.
A potentiometer signals the opening cross section
to the engine control unit.
If the exhaust gas recirculation system is
activated, the maximum quantity of exhaust gas
is limited to 18 % of the inducted air quantity.
No exhaust gases are recirculated in the idling
speed range, when decelerating and during the
engine warming-up phase.
Exhaust gas recirculation in combination with the
specifically optimised design of the inlet ports and
combustion chamber, ensures good part load fuel
consumption levels.
GB
The electrically operated exhaust
New!
gas recirculation valve

EGR valve

Feed line to intake

manifold

Exhaust manifold

SP35_06

The exhaust gas recirculation valve is an
electrically directly actuated valve. Compare this
with the diesel engine – solenoid valve actuated
electrically, exhaust gas recirculation valve
operated pneumatically – SSP 22.
The valve is flanged directly to the cylinder head
and has a direct link over a passage in the
cylinder head to the exhaust passage of
cylinder 4.
The valve is connected to the intake manifold by
means of a stainless steel line.
As a result of being flanged directly to the cylinder
head, the valve is cooled indirectly by the cooling
circuit of the engine, which has a favourable
effect on the electrical components.

GB 41
 Exhaust Gas Recirculation System

The function If the exhaust gas recirculation valve is de-

energised, it shuts off the return flow of exhaust
gases to the intake manifold. It is switched on
Potentiometer from a certain coolant temperature. When the
solenoid is excited, the valve is pressed off its
seat and opened.

The exhaust gas recirculation system is

controlled in line with the map stored in the
engine control unit.

Armature Input information used for this purpose includes,

– information on engine speed

– information on engine load
Coil – coolant temperature
– atmospheric pressure

A potentiometer is integrated in the head of the

valve.
Pressure
balance to air This potentiometer detects the opening cross
Exhaust gas
filter section of the valve and signals this as a
from engine
feedback signal to the engine control unit,
whereupon the voltage of the solenoid in the
valve is controlled in line with the map.
to intake
Valve manifold
A direct link exists to the ambient air pressure
SP35_07 through the air filter in order to ensure a pressure
balance in the valve during the control phases.

Self-diagnosis
Electric circuit
The valve has a diagnostic capability.
+15
The following information is stored in the fault
memory:
J537
S
– zero point displacement
114 100 98 108 – maximum opening
– maximum travel

In addition, self-diagnosis also detects a valve

which jams.

N18

SP35_08

42 GB
Saving fuel by recirculating exhaust
gas

The exhaust gas recirculation system operates in

the part load range of the engine, in other words
when the throttle valve is only slightly open.

On an engine fitted with an exhaust gas

recirculation, however, the throttle valve must be
opened further than on an engine without exhaust
gas recirculation, for the same power output.

Without exhaust gas recirculation

Example: Engine speed = 3000 rpm

Throttle valve angle = α

At a throttle valve angle of = α the inducted air is

subjected to severe swirling at the throttle valve.

In view of this swirling, the engine has to

overcome a greater resistance when inducting
the air. The fuel consumption is increased as a
result of these throttling losses.

With exhaust gas recirculation SP35_09

Example: Engine speed = 3000 rpm

Throttle valve angle = β

On an engine fitted with exhaust gas

recirculation, exhaust gases are mixed with the
inducted air.

The throttle valve must be opened further,

however, to ensure that the same quantity of
fresh air is inducted as on an engine without
exhaust gas recirculation.

As a result of this larger throttle valve angle = β,

the air is subjected to less swirling at the throttle
valve. The engine is able to induct the air with a
reduced level of resistance.
SP35_10
The consequence is an improvement in fuel
consumption.

GB 43
Function Diagram

+30
+15

S S S S S S S

D/ +15

M
J17
F
N30 N31 N32 N33 F36

F47

+
65 96 97 88 89 39 55 56

114 100 98 86 85 109 87 82 108

-

+ o
F2

-
N18 G212 G163 G72 G71 G28

31

44 For legend of function diagram ⇒

GB
page 46
 J519

+30
+15

S S S S S

CAN - H
CAN - L
K

N80 G79 G185 G39 Z19 G130 Z29

λ λ

64 36 35 73 72 34 33 52 71 51 70 5 68 69 63 58 60 43 3 4

J537

93 118 117 92 83 81 91 99 106 28 76 54 1 2 102 103

- +
A B C
M N152

G62 J338 G61 G6

V60 G188 G187 I IV II III
M

Q
P

31
in out

GB SP35_01 45
Function Diagram

Legend of function diagram

Components Colour coding/Legend
A Battery
F Brake light switch = Input signal
F2 Door contact switch – driver side
F36 Clutch pedal switch = Output signal
F47 Brake pedal switch
G6 Fuel pump = Battery positive
G28 Engine speed sender
G39 Sonde Lambda = Earth
G61 Knock sensor I
G62 Coolant temperature sender = bi-directional
G71 Intake manifold pressure sender
G72 Intake manifold temperature sender = Diagnostic connection
G79 Accelerator pedal position sender
G130 Lambda probe downstream of cat
G163 Camshaft position sender
G185 Sender 2 for accelerator pedal position Additional signals
G187 Angle sender 1 for throttle valve drive
(electric throttle control) A Alternator terminal DF/DFM
G188 Angle sender 1 for throttle valve drive
(electric throttle control) B CCS switch (ON/OFF)*
G212 Exhaust gas recirculation
potentiometer C Vehicle speed signal
J17 Fuel pump relay
J285 Control unit in dash panel insert
J338 Throttle valve control unit CAN-BUS H =
J519
J537
Vehicle electrical system control unit
4LV control unit CAN-BUS L =
} Drive databus

M Brake light bulb

N18 Exhaust gas recirculation valve
N30 … 33 Injectors, cylinders 1 … 4
N80 Activated charcoal filter system
solenoid valve
* on models fitted with optional equipment
N152 Ignition transformer
P Spark plug connector
Q Spark plugs
V60 Throttle valve positioner
Z19 Lambda probe heater
Z29 Lambda probe 1 heater, downstream
of catalytic converter

The function diagram represents a simplified

current flow diagram.

It provides information on the links of the Magneti

Marelli 4LV engine management system for
engines with code letters AUA and AUB.

46 GB
 Self-Diagnosis

The control unit of the Magneti Marelli 4LV engine

management system is equipped with a fault
memory.

All the parts of the system marked in colour, are

monitored by the self-diagnosis.

The self-diagnosis can be performed with the

vehicle system tester V.A.G 1552, the fault reader
V.A.G 1551 or with the vehicle diagnosis,
measuring and information system VAS 5051.

Self-diagnosis is initiated with the address word

01 - Engine electronics EPC

The following functions are possible:

SP33_78
01 - Interrogating control unit version
02 - Interrogating fault memory
03 - Final control diagnosis
04 - Basic setting
05 - Erasing fault memory
06 - Ending output
07 - Coding control unit
08 - Reading measured value block
15 - Readiness code

Note:
The function 04 – Basic setting must
be carried out after replacing the
engine control unit, the throttle valve
1 2 3

control unit, or the engine, and after C

7
4

O
8
5

Q
9
6

HELP
V.A.G. 1552

disconnecting the battery.

Recommend your customer that if he
replaces the battery himself or
disconnects and re-connects the SP33_73
battery, to have a basic setting carried
SP33_43
out subsequently in a workshop.

You can find the individual fault codes in

Workshop Manual 1.4/55; 1.4/74 Engine –
Fuel Injection.

GB 47
Self-Diagnosis

Readiness code

The readiness code is an 8-digit numerical code

which displays the status of the diagnosis steps of
relevance to the exhaust system.

These diagnoses are performed at regular

intervals during normal driving.
1 2 3
4 5 6
7 8 9
C O Q HELP
V.A.G. 1552

The readiness code does not provide any

information of whether the faults exist in the
system. It provides statements regarding the
SP33_73
status of the particular diagnosis:
0 - Diagnosis has been ended SP33_43
1 - Diagnosis has been interrupted or
- was not yet carried out or If the fault memory of the engine control unit is
- could not yet be carried out. erased, the readiness code is then automatically
set to "0".
The readiness code can be read out using the
V.A.G diagnostic testers by selecting address Use the current software status,
word "01" and function "15", and also be 5 or higher for V.A.G 1552,
generated using special routines. 8 or higher for V.A.G 1551.

Note:
Information on generating and reading
the readiness code can be found in the
Workshop Manual 1.4/55; 1.4/74
Engine – Fuel Injection.

Meaning of an 8-digit numerical block for readiness code

The readiness code is generated only if all display places are 0.

1 2 3 4 5 6 7 8 Diagnosis function

0 Catalytic converter

0 Catalytic converter heater (no diagnosis at present/always "0")

0 Activated charcoal filter system (fuel tank ventilation system)

0 Secondary air injection system (not present/always "0")

0 Air conditioning (no diagnosis at present/always "0")

0 Lambda probes

0 Lambda probe heater

0 Exhaust gas recirculation

48 GB
 Test Your Knowledge

Which answers are correct?

Sometimes only one.
But, perhaps also more than one – or all!

?
Please complete the missing entries.

?
1. What are the advantages of operating the valves using roller
rocker fingers?

A. reduced level of friction.

B. reduced force required by the engine.
C. there is no further valve play to compensate.

2. What is correct?

A. The engine speed sender G28 is inserted into the sealing flange at the cylinder block and
secured with a bolt.
B. The engine speed sender G28 is installed in the cylinder block and is only accessible after
removing the oil pan.
C. The engine speed sender G28 is inserted into the cylinder block from the outside.

3. The fuel pump relay

A. switches the fuel pump on.

B. switches the fuel pump off.
C. activates the fuel after-delivery.

4. The pre-catalytic converter

A. protects the main catalytic converter.

B. pre-cleans the exhaust gas to allow the main catalytic converter to operate
more effectively.
C. heats up very rapidly because it is installed close to the engine and is therefore also able
to carry out its function during the engine start phase.

GB 49
Test Your Knowledge

?
5. The lambda probe which is also known as a pre-catalytic converter probe is

A. installed in an exhaust pipe of the exhaust manifold.

B. installed in the exhaust pipe between pre-catalytic converter and decoupling element.
C. installed in the exhaust manifold upstream of the pre-catalytic converter.

6. The pre-catalytic converter probe

A. operates on the principle of the two-point probe and merely indicates whether a
rich or lean mixture exists.
B. supplies a constant signal for the variation of λ = 1.
C. also permits a lambda closed-loop control for values which differ from λ = 1.

7. The readiness code

A. provides information on whether faults exist in the system.

B. states, as its name implies, whether certain diagnoses are completed, have not yet
been performed, or could not yet be performed.
C. is an 8-digit numerical code which displays the status of the diagnosis steps
of relevance to the exhaust gases.

8. The exhaust gas recirculation valve which is used in both engines

A. is actuated by a solenoid valve and operated pneumatically.

B. is actuated directly electrically.
C. is actuated by the vehicle electrical system control unit in accordance with the
defined map.

1. A., B.; 2. A.; 3. A., B.; 4. C.; 5. C.; 6. B., C.; 7. B., C.; 8. B.
Answers

50 GB
 Notes

GB 51