1.4l 90kW TSI Engine With Turbocharger: Self-Study Programme 405

Service Training
Self-study Programme 405
1.4l 90kW TSI Engine with olkswage

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Design and Function
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1
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The 1.4l 90kW TSI engine agereplaces 1.6l 85kW
does FSI The difference from the two TSI engines with dual-
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engine. Compared by V with the FSI engine, fuel gu
a charging is the omission of the supercharger and a
ed ran
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consumption th and CO2 emissions have been reduced or new charge-air cooling system.
au ac
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considerably and performance has improved
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significantly.
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S405_002
Over the following pages, we will introduce you to the differences in the design and function between the new
1.4l 90kW TSI engine and the engines with dual-charging.
You will find further information on this engine in self-study programme no. 359 “1.4l TSI Engine with Dual-
charging”.
NEW Important
Note
The self-study programme shows the design and For current testing, adjustment and repair
function of new developments. instructions, refer to the relevant service literature.
The contents will not be updated.
2
Contents
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Technical features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Engine Mechanics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Intake system . . . . . . . . . . . . . . . . . . . . . .w.ag. e.n.A.G.. V. o.lk.s.wa. g.e.n.A.G.do. e.s. . . . . . . . . . . 6
lks n
Cylinder head . . . . . . . . . . . . . . . d. b.y.V.o . . . . . . . . . . . . . . . . . . . . . o. t .gu. a.r . . . . . . . 9
e a
Single-charging with turbocharger tho
ris . . . . . . . . . . . . . . . . . . . . . . . . . . .nt.ee.o. . . 10
u r
Cooling systems . . . . . . . .ss.a. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a.c . 14
ce
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nl
Charge-air cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
pt
du
an
itte
Demand-regulated fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
y li
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Engine Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
h re
hole
System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
spec
es, in part or in w
Bosch Motronic MED 17.5.20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
t to the co
Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
rrectness of i
Functional diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
l purpos
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
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Test Yourself . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
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3
Introduction
Technical features
Unlike the two previous TSI engines, the 1.4l 90kW TSI
engine is only charged with a turbocharger. It is
specially configured to deliver high torque in the
frequently used low rev ranges. The maximum torque
of 200Nm is reached between 1500rpm and
4000rpm.
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Another special feature is that the air-to-liquid ir se
d ran
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intercooler is integrated into the intake manifold.auth or
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Furthermore changes to the design of the intake ports
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in the cylinder head and the pistons mean there is no
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need for intake manifold flap change-over.
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Technical features Prote
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● Bosch Motronic MED 17.5.20 ● Continuous inlet camshaft timing adjustment

● Homogenous mode (Lambda 1) ● Grey cast iron cylinder block
● Stratified high-pressure start ● Steel crankshaft
● Double injection catalytic converter heating ● Duo-centric oil pump
● Turbocharger with waste gate ● Dual-circuit cooling system
● Air-to-liquid charge-air cooling ● Fuel system regulated according to requirements
● Maintenance-free timing chain ● High-pressure fuel pump with integrated pressure
● Plastic intake manifold with integrated intercooler limiting valve
4
Technical data
Torque and power diagram
1.4l 90kW TSI engine
Nm kW
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Power [kW]
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Technical data
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Engine code CAXA
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Type 4-cylinder in-line engine
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Displacement in 1390
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Bore in mm 76.5
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Stroke in mm 75.6
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Valves per cylinder 4 ht. C py
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Compression ratio 10:1 copy by
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Maximum output cted
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Maximum torque 200Nm at 1500–4000rpm
Engine management Bosch Motronic MED 17.5.20
Fuel Super unleaded RON 95
Exhaust gas treatment Main catalytic converter, Lambda control
Emissions standard EU 4
You will find detailed information on the four-letter engine code in self-study programme
no. 400 “The Golf Estate”.
5
Engine Mechanics agen
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Intake system
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The intake system stretches from the air filter via the turbocharger, the throttle valve module and the intake
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manifold up to the inlet valves.
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The design has been made as compact as possible to Two pressure sensors with intake air temperature
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improve the response of the turbochargerat low revs. senders are fitted in the intake system. They are in
front of the throttle valve module and on the intake
rrectness of i
manifold behind the intercooler.
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Turbocharger Prote AG.
Intake manifold with

intercooler
Air filter
Intake manifold pressure sender G71

with
intake air temperature sender G42
Charge air pressure sender G31 Throttle valve

with module J338
S405_045
6
Intake manifold with intercooler
The pressure and thus the intake air temperature rise due to the compression of the intake air from the
turbocharger. The charge air is cooled to ensure optimum cylinder filling. In the previous TSI engines with dual-
charging, this was performed via an air-to-air intercooler at the front end. An air-to-liquid intercooler is used on
the 1.4l 90kW TSI engine. An intercooler connected to the coolant system is built into the intake manifold.
The heated air flows through the intercooler and transfers a large part of its heat to the intercooler and the coolant.
The coolant is pumped to the intercooler by a coolant pump. It then flows back to the radiator for cooling at the
front end. The charge-air cooling system is a separate cooling system in which the turbocharger is also
incorporated.
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Cooled charge air Vol
Air-to-liquid intercooler
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Heated charge air Coolant supply Coolant circulation pump V50
Cooled charge air Cold coolant

Hot charge air Hot coolant
7
Engine Mechanics
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The intercooler slides into aut
the intake manifold and is Intercooler ra
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secured with six screws.
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There is a sealing strip on the rear of the intercooler. itte
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This sealing strip forms a seal between the intercooler
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and the intake manifold and also supports the
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When fitting the intercooler, ensure that
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the seal strip is correctly fitted. If it is not

fitted correctly, vibration occurs and the
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intercooler will crack and leak.
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Intake manifold
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Sealing strip
Securing the charging pipe Mounting bracket
The charging pipe is fitted to the turbocharger and the

throttle valve module. It is clipped to an adapter on
the throttle valve module and bolted to a mounting
bracket on the turbocharger.
S405_023
Charging pipe Adapter
8
Cylinder head
Cylinder head Camshafts, camshaft housing
The cylinder head is basically the same as on the 1.4l The cam profiles have been made smaller by using
TSI engine with dual-charging. AG. Volkswcams
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However, thanks to an improved combustionbdesign, yV has allowed the bearinggu
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diameter for the camshafts
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control. In and camshaft housing nte
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order to achieve a good tumbling air ss flow in the This has resulted in a weight-savingc of approx. 450
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cylinder, the intake port angle has been moved closer grams in total.
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to horizontal. A tumble edge on the inlet valve seat
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produces a special tumbling air flow over the upper
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Inlet camshaft Camshaft case
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Intake port
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Cylinder head
Tumble edge
S405_008
Pistons Exhaust valves

The combustion chamber recess in the cast lightweight Due to the lower exhaust gas temperatures compared
piston has been adapted to the combustion method with the 1.4l TSI engines with dual-charging, full-stem
without intake manifold flap change-over and with a valves without sodium filled stems are fitted.
tumble edge on the inlet valve seat. The valve pockets
are cast and the wall thicknesses have been
minimised reducing weight and inertia masses.
9
Engine Mechanics
Single-charging with turbocharger

Like most supercharged engines, this TSI engine is
Turbocharger
charged exclusively by a turbocharger. Since only a
low charge pressure is required to reach the maximum
output of 90kW, it has been possible to configure the
turbocharger for high torque at low rev ranges and
for low fuel consumption.
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Turbocharger module
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Oil connections
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As with the previous TSI engines, the turbocharger Turbocharger Turbocharger air
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module recirculation valve

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and the exhaust manifold form a unit. It is

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The shaft bearings are also connected to the oil
system for lubrication and cooling.
Furthermore the electrical recirculation valve for the
turbocharger and a pressure canister for boost
pressure limitation with the waste gate are part of the
turbocharger module.
Coolant connections Charge pressure

control solenoid valve N75
Pressure canister
for boost pressure S405_027
limitation
10
Turbocharger module
The turbocharger is designed for dynamics and fuel consumption. This means that the maximum torque is available
in the frequently used lower rev ranges. This is achieved by the inertia of masses of the moving parts inside the
turbocharger being kept as low as possible.
This overall configuration leads to the maximum torque of 200Nm being available at 1250rpm 80% and from
1500rpm 100% of the maximum torque of 200Nm. The maximum power is reached at 5000 to 5500rpm.
The exhaust manifold material can withstand temperatures up to 950°C.
Rotor group with Waste gate flap

bearing housing
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Pressure canister
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for boost pressure
limitation
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Changes to the turbocharger module Changes to the waste gate flap

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The outside diameters of the turbine wheel and At 26mm, the waste gate flap and also the diaphragm
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compressor wheel have been reduced from 45mm to diameter in the pressure cell for charge pressure
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37mm and from 51mm to 41mm compared with the TSI control have larger dimensions. As a result a low
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masses need to be set in motion by the exhaust gas. allows a high charge pressure to be obtained for
The turbocharger generates the required charge good dynamics at low revs and a lower charge
pressure faster. pressure to be obtained in the partial load range for
reduced fuel consumption.
11
Engine Mechanics
Schematic overview of turbocharging

The schematic diagram shows the basic set-up of the turbocharging system and the path of the intake air.
The biggest difference from the TSI engines with dual-charging is that there is no supercharger and the charge air
is cooled by an air-to-liquid intercooler in the intake manifold.

Intercooler Intake manifold with intake air temperature sender G42
Throttle valve
module J338
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Pressure canister y li recirculation valve N249

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Catalytic
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Air filter
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Exhaust gas Fresh air
S405_013
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Waste gate flap Turbocharger

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The fresh air is drawn in via the air filter and is The charge pressure is mainly controlled by the
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compressed by the turbocharger compressor wheel. signals from the charge air pressure sender G31 and
The maximum charge pressure is 1.8 bar (absolute). the intake air pressure sender G299.
12
Boost pressure regulation
The boost pressure regulation controls the air mass that is compressed by the turbocharger. Two pressure senders,
each with an intake air temperature sender, are combined to ensure precise control.
Charge air pressure sender G31 with intake air Intake manifold pressure sender G71 with intake
temperature sender G299 air temperature sender G42
The charge air pressure sender G31 controls the The air mass in the intake manifold behind the
charge pressure. The intake air temperature sender intercooler is calculated by the engine control unit
G299 is used as a correction value for charge using the intake manifold pressure sender with the
pressure since the temperature has an influence on intake air temperature sender. Depending on the
the density of the charge air. Furthermore the charge calculated air mass, the charge pressure is adapted
pressure is reduced when the temperatures are too according to a map and increased to up to 1.8 bar
high to protect the components. absolute pressure.
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Charge air pressure Intake manifold

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sender G31 with pressure sender G71

intake air temperature with
sender G299 intake air temperature
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S405_018
sender G42
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Ambient pressure sender Charge pressure control solenoid valve N75

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The ambient pressure sender in the engine control unit The charge pressure control solenoid valve is
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measures the ambient air pressure. This is used as a controlled by the engine control unit and regulates the
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correction value for charge pressure regulation as the control pressure in the pressure cell for the
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density of the intake air decreases with increasing turbocharger. This operates the waste gate flap and
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altitude. diverts part of the exhaust gases past the turbine to

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13
Engine Mechanics
Cooling systems
The 1.4l 90kW TSI engine has two separate cooling systems — one to cool the engine and a second one to cool the
charge air.
Both systems are separate apart from two connection points. These connection points allow an expansion tank to
be shared.
The temperature difference between the engine cooling system and the charge-air cooling system can be
up to 100°C.
Special features of engine cooling system Special features of charge-air cooling

system
- Two-circuit cooling system for different coolant
temperatures in the cylinder head and cylinder - Coolant circulation pump
block - Air-to-liquid intercooler in intake manifold
- Coolant distributor housing with single-stage - Cooling of turbocharger
thermostat
Expansion tank Coolant Intercooler in

circulation pump V50 intake manifold
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Check valve ed
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The check valve closes ss c ce
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depending on the pressure

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and prevents hotter
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coolant from the engine

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cooling system being

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pushed into the charge-air

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Restrictor
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The restrictor reduces the

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coolant exchange between

the engine and charge-air
cooling system to a
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minimum.
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Additional radiator for

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The charge-air cooling system needs to be bled after it is opened to ensure proper cooling. The system rig by
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is bled either with the cooling system charge unit -VAS 6096- or the guided function “Filling and
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bleeding cooling system”. Please note the instructions on ELSA.
14
Charge-air cooling
Volkswagen is using an air-to-liquid intercooler for the first time. An air-to-liquid intercooler in the intake manifold
is used to cool the charge air. This allows the size of the charge-air system from the turbocharger to the inlet valves
to be reduced by more than half from 11l in the 1.4l TSI engines with dual-charging to 4.8l in the 1.4l TSI engine with
turbocharger. The turbocharger has to compress a smaller volume and the necessary charge pressure is obtained
faster.
To cool the charge air, the coolant circulation pump is operated according to the requirements. It draws the coolant
from the additional radiator at the front end and pumps it to the intercooler and to the turbocharger. The
temperature difference between the air after the intercooler and the outside temperature is around 20°C to 25°C
with high load requirements.
Additional radiator for Turbocharger

charge-air system
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hole
spec
es, in part or in w
t to the co
rrectness of i
l purpos
nform
mercia
at
om
ion
c
S405_005
in t
or
his
ate
do
priv
cum
for
en
ng
t.
yi Co
Coolant circulation pump
. Cop Intercooler py
rig
V50 ht ht
rig by
copy Vo
by lksw
cted agen
Prote AG.
15
Engine Mechanics
Coolant circulation pump V50 To intercooler and turbocharger
The coolant circulation pump is operated as required.

It draws the coolant from the additional radiator for
charge air and pumps it to the intercooler in the
intake manifold and to the turbocharger.
AG. Volkswagen AG d
agen oes
olksw not
y V gu
d b ara
rise nte
tho eo
au ra
ss c
ce
e
nl
pt
du
an
S405_019
itte
y li
Coolant circulation pump From additional
erm
ab
V50 radiator
ility
ot p
wit
, is n
h re
hole
Intercooler Intercooler
spec
es, in part or in w
t to the co
The intercooler consists of a large number of
aluminium vanes through which a pipe with coolant
rrectness of i
passes. The hot air flows past the vanes and transfers
l purpos
the heat to them. The vanes then transfer the heat to

the coolant. The coolant is then pumped back to the
nf
ercia
additional radiator at the front end where it is cooled.
orm
m
atio
om
n in
or c
thi
te
sd
iva
o
r
rp
cu
o
m
f
en
ng
t.
yi Co
Cop py
t. rig
gh ht
opyri Coolant supply by
Coolant return
Vo S405_049
c by lksw
cted agen
Turbocharger Prote
Coolant return
AG.
Turbocharger
While the engine is running, the turbocharger is

mainly cooled by the engine oil. The coolant is only
transported to the turbocharger as required. When
the warm engine is switched off, the coolant
circulation pump is switched on for up to 480 seconds.
This prevents vapour locks forming in the
turbocharger coolant circuit.
Coolant supply S405_027
16
Demand-regulated fuel system
The demand-regulated fuel system has to a great extent been taken from the existing TSI engines with dual-
charging. Both the electrical fuel pump and also the high-pressure fuel pump only convey the amount of fuel that
the engine requires at any given moment. The electrical and also the mechanical power used is thus as low as
possible and fuel is saved.
Whilst the low-pressure fuel system is identical, some changes have been made to the high-pressure fuel system.
AG. Volkswagen AG d
agen oes
ksw not
Changes to the high-pressure fuel system d byV
ol
gu
ara
ise nte
or eo
uth ra
The high-pressure fuel pump is drivens aby four cam c
s Engine control unit J623 Fuel pressure sender G247
ce
le
profiles with 3mm stroke on the inlet camshaft.

un
pt
an
d
itte
The pressure limiting valve is built into the high-
y li
rm
ab
pressure fuel pump. This has allowed the leakage line
pe
ility
ot
wit
from the fuel rail to the low-pressure fuel system to be
, is n
h re
omitted.
hole
spec
Fuel rail
The control concept of the high-pressure fuel pump
es, in part or in w
t to the co
has been changed. When operated, the fuel pressure
regulating valve is closed and fuel is transported to
rrectness of i
the fuel rail. This allows pressure to be built up faster
l purpos
for cold starts. nform

mercia
a
com
tion in
S405_022
r
te o
thi
s
iva
Four pump cams

do
r
rp
cum
fo
en
ng
t.
yi Co
op
High-pressure Injectors for cylinders
C py
ht. rig
ht
opy
rig fuel pump by
Vo 1-4 N30-33
by c lksw
cted agen
Prote AG.
50 - 100 bar
During deceleration fuel cut-off, the fuel pressure can

rise to over 100 bar due to heating and the resulting
expansion.
17
Engine Mechanics
High-pressure injector High-pressure

injector
The jet shape of the 6-hole high-pressure injector has
been optimised.
Until now the jet shape of the high-pressure lkswageinjectors es n
o ot g
byV ua
were circular or oval. Now the jets ir se
d are arranged so ran
o tee
that wetting of the piston crown th is avoided at full load or
au ac
ss
or during the double injection to heat up the catalytic
ce
e
nl
pt
du
converter.
an
itte
y li
erm
ab
ility
ot p
wit
, is n
h re
hole
spec
es, in part or in w
t to the co
rrectness of i
Higher injection jet S405_043
l purpos
High-pressure fuel pump
nf
ercia
or
The metered single-cylinder high-pressure fuel pump
m
m
atio
m
is bolted at an angle to the camshaft case. It is driven

o
n in
or c
by four cam profiles on the inlet camshaft. The stroke

thi
te
sd
iva
is 3mm for each cam profile. o

r
rp
cu
o
Another new feature is that the fuel pump does not

f
en
ng
t.
yi Co
pump the fuel to the high-pressure fuel system when it . Cop py
rig
t
gh
is not operated. opyri by
Vo
ht
c by lksw
cted agen
Prote AG.
High-pressure fuel pump S405_021
Pressure limiting valve
The pressure limiting valve is integrated into the high-

pressure fuel pump and protects the components
against excessive fuel pressure when there is heat
expansion or a malfunction.
It is a mechanical valve and opens when the fuel
pressure rises above 140 bar. It opens the route from
the high-pressure side to the low-pressure side in the
high-pressure fuel pump. The fuel is returned to the
high-pressure fuel system from there.
Pressure limiting valve S405_024
18
High-pressure fuel pump function
Fuel suction stroke Fuel pressure
regulating valve N276
During the suction stroke, a suction effect is created by

the downwards movement of the pump piston. This
opens the inlet valve and fuel is drawn into the pump
chamber. In the last third of the downwards movement
of the pump plunger, the fuel pressure regulating
valve is energised. As a result, the inlet valve also
remains open at the start of the upwards movement
for the fuel return.
AG. Pump
Volkswchamber
agen AG Inlet valve
agen does
olksw not
byV gu
ara
ed
ris nte
tho eo S405_025
au ra
ss c
Pump plunger
ce
e
nl
pt
du
an
itte
y li
Fuel return
erm
Pressure damper
ab
ility
ot p
wit
, is n
In order to adapt the fuel quantity to the actual
h re
hole
spec
consumption, the inlet valve is also opened at the start
es, in part or in w
t to the co
of the upwards movement of the pump plunger. The
excessive fuel is pushed back by the pump plunger in
the low-pressure range. rrectness of i
The resulting pulses are compensated by the pressure
l purpos
damper.
nf
ercia
orm
m
atio
om
n in
c
Inlet valve
or
thi
te
sd
a
Pump plunger
iv
S405_040
o
r
rp
cu
o
m
f
en
ng
t.
yi
Fuel delivery stroke
Co
Cop py
ht. rig
rig ht
py by
Vo
Valve needle spring
co
The fuel pressure regulating valve is no longer cted
by lksw
agen
Prote AG.
powered at the calculated start of the delivery stroke.
As a result, the inlet valve is closed by the rising
pressure in the pump chamber and the force of the
valve needle spring.
The upwards movement of the pump plunger builds
up the pressure in the pump chamber. If the pressure
in the pump chamber is greater than in the fuel rail,
the outlet valve will open. The fuel is pumped to the
fuel rail. Inlet valve
Outlet valve
S405_041
19
Engine Management
System overview
Sensors

with intake air temperature sender G42
Charge air pressure sender G31 with

Engine speed sender G28
Hall sender G40
Throttle valve module J338

Angle sender for throttle valve drive G187, G188
Accelerator position sender G79 and G185 en AG. Volkswagen AG

ag does
ksw not
y Vol gu
db ara
se nte
Clutch position sender G476thori eo
Powertrain CAN data

au ra
c
ss ce
e
nl
pt
du
an
Brake pedal position sender G100
itte
y li
erm
ab
ility
ot p
wit
, is n
Fuel pressure sender G247
bus
h re
hole
spec
es, in part or in w
t to the co
Knock sensor G61

rrectness of i
Coolant temperature sender G62

l purpos
Data bus diagnostic

interface J533
nform
ercia
Radiator outlet coolant temperature sender G83

m
at
om
ion
Lambda probe G39

c
in t
or
his
ate
do
priv
cum
or
Lambda probe after catalytic converterG130

f
en
ng
i t.
py Co
t. Co py
rig
h ht
rig by
py
Brake servo pressure sensor G294* by co Vo
lksw
cted agen
Prote AG.
Self-diagnosis
connection
Additional input signals
* only relevant for vehicles with a dual-clutch

gearbox (DSG) and ABS without ESP
20
AG. Volkswagen AG d
agen oes
olksw not
y V gu
d b ara
rise nte
tho eo
au ra
ss c
ce
e
Actuators
nl
pt
du
an
itte
y li
erm
ab
ility
ot p
Fuel pump control unit J538
wit
, is n
Fuel pump G6
h re
hole
spec
es, in part or in w
Injectors for cylinders 1 - 4 N30-33
t to the co
Ignition coils 1 - 4 with output stage
Engine control unit J623
rrectness of i
N70, N127, N291, N292
with ambient
l purpos
pressure sender
Throttle valve module J338
nform
ercia
Throttle valve drive G186

m
at
om
ion
c
in t
Engine component current supply relay J757
or
his
ate
do
priv
cum
for
en
g
Fuel pressure regulating valve N276

n
t.
yi Co
Cop py
t. rig
gh ht
pyri by
Vo
co lksw
by
cted Active charcoal filter system solenoid valve N80
agen
Prote AG.
Control unit with Lambda probe heater Z19

display in dash panel insert
J285
Lambda probe heater after catalytic converter Z29
Dash panel insert Inlet camshaft timing adjustment valve N205

CAN data bus
Turbocharger air recirculation valve N249

Exhaust emissions warning
Charge pressure control solenoid valve N75

Electronic power control
Additional coolant pump relay J496

fault lamp K132
Coolant circulation pump V50

lamp K83
Vacuum pump for brakes V192*
Additional output signals

S405_026
21
Engine Management
Bosch Motronic MED 17.5.20

The Bosch Motronic MED 17 is the follow-up engine management system to the Bosch Motronic MED 9. It differs in
the following areas.
- Faster processor
- Configuration for transient lambda probes
- Omission of communications line
- Stratified high-pressure start from -30°C
lkswage es n
o ot g
byV ua
d ran
ir se tee
tho
u or
a Engine control unit J623 ac
ss S405_048
ce
e
nl
pt
du
an
itte
y li
erm
ab
ility
ot p
wit
, is n
h re
Stratified high-pressure start

hole
spec
es, in part or in w
t to the co
Due to the new operation of the high-pressure fuel

pump, a pressure of approx. 60 bar is built up very
rrectness of i
quickly and the stratified high-pressure start is

possible from -30°C. The fuel is injected just before
l purpos
ignition.
nform
ercia
The temperatures present in the cylinder at this time

and the high pressure ensure a very good mixture
m
at
om
io
preparation. The fuel quantity required for start can

n
c
in t
or
thus be reduced and above all the hydrocarbon

his
ate
do
riv
emissions can be decreased.

p
cum
for
en
ng
t.
yi Co
Cop py
t. rig
gh ht
pyri by
Vo
co lksw
by
cted agen
Prote AG.
S405_047
22
AG. Volkswagen AG d
agen oes
olksw not
y V gu
d b ara
rise nte
tho eo
au ra
ss c
Sensors
ce
le
un
pt
an
d
itte
y li
rm
Charge air pressure sender G31 with intake air temperature sender 2 G299
ab
pe
ility
ot
wit
, is n
h re
The charge air pressure sender with intake air
hole
spec
temperature sender is screwed into the pressure pipe
es, in part or in w
t to the co
just in front of the throttle valve module. It measures
the pressure and temperature in this area.
rrectness of i
l purpos
Signal use
nform
mercia
a
com
ti
The engine control unit regulates the turbocharger
on in
r
te o
charge pressure using the signal from the charge air
thi
s
iva
do
pressure sender. It is controlled via the charge
r
rp
cum
fo
pressure control solenoid valve.
en
g
Charge air pressure sender G31 S405_042

n
t.
yi Co
The signal from the intake air temperature sender is Cop
py
t. rig
gh
required ... opyri by
Vo
ht
c by lksw
cted agen
Prote AG.
- to calculate a correction value for the boost Effects of signal failure
pressure. The temperature influence on the density
of the charge air is taken into consideration. If both senders fail, the turbocharger uses a default
- to protect components. If the temperature rises setting. The charge pressure is lower and the power is
above a certain value, the charge pressure is reduced.
reduced.
- to control the coolant circulation pump. If the
temperature difference of the charge air before
and after the intercooler is less than 8°C, the
coolant circulation pump is activated.
- for a plausibility check of the coolant circulation
pump. If the temperature difference of the charge
air before and after the intercooler is less than
2°C, it is presumed that the coolant circulation
pump is faulty. The exhaust emissions warning lamp
K83 is illuminated.
23
Engine Management
Intake manifold pressure sender G71 with intake air temperature sender G42
The intake manifold pressure sender with intake air
temperature sender is screwed into the intake
manifold behind the intercooler. It measures the
pressure and temperature in this area.
Signal use
The engine control unit calculates the air mass drawn

in from the signals and the engine speed.
The signal from the intake air temperature sender is
also required ...
Intake manifold pressure sender G71 S405_044
- to control the coolant circulation pump. If the
temperature difference of the charge air before
and after the intercooler is less than 8°C, the
coolant circulation pump is activated.
- for a plausibility check of the coolant circulation Effects of signal failure
pump. If the temperature difference of the charge
air before and after the intercooler is less than 2°C, If the signal fails, the throttle valve position and the
it is presumed that the coolant circulation pump is temperature of the intake air temperature sender
AG. Volkswagen AG d
faulty. The exhaust agen
ksw emissions warning lamp
oes K83 is G299 is used as a replacement signal.
ol not
byV gu
illuminated.
sed ara
n
The turbocharger uses a default setting.
ri tee
utho or
a ac
ss
ce
le
un
pt
an
d
itte
y li
rm
ab
pe
ility
ot
wit
, is n
h re
hole
spec
es, in part or in w
t to the co
rrectness of i
l purpos
nform
mercia
a
com
tion in
r
te o
thi
s
iva
do
r
rp
cum
fo
en
ng
t.
yi Co
Cop py
ht. rig
rig ht
py by
co Vo
by lksw
cted agen
Prote AG.
24
AG. Volkswagen AG d
agen oes
olksw not
byV gu
ara
ed
ris nte
tho eo
au ra
ss c
ce
le
un
pt
an
d
Fuel pressure sender, high pressure G247
itte
y li
erm
ab
ility
ot p
The sender is on the lower part of the intake manifold
wit
is n
h re
on the flywheel side and is screwed into the plastic
ole,
spec
fuel distribution pipe. It measures the fuel pressure in
t to the co
the high-pressure fuel system and transmits the signal
to the engine control unit.
rrectness o
cial p
f inform
mer
atio
om
n
c
i
or
n thi
te
sd
iva
o
pr
cum
r
Fuel pressure sender G247 S405_034

fo
Signal use
en
ng
t.
yi Co
Cop py
ht. rig
rig ht
The engine control unit evaluates the signals and copy by
Vo
lksw
by
regulates the pressure in the fuel distribution pipe cted agen
Prote AG.
using the fuel pressure regulating valve.
If the fuel pressure sender detects that the target
pressure can no longer be regulated, the fuel
pressure regulating valve is constantly energised
during compression and is open. The fuel pressure is
thus reduced to 5 bar of the low-pressure fuel system.
Effects of signal failure
If the fuel pressure sender fails, the fuel pressure

regulating valve is constantly energised during
compression and is open. The fuel pressure is thus
reduced to 5 bar of the low-pressure fuel system. The
engine torque and the power are reduced drastically.
25
Engine Management
Actuators
Fuel pressure regulating valve N276
AG. Volkswagen AG d
The fuel pressure regulating valve is located agen
kswon the
oes
not
y Vol gu
side of the high-pressure fuel pump. db ara
se ri nte
ho eo
aut ra
ss c
ce
le
un
pt
an
d
itte
y li
rm
ab
pe
ility
Task
ot
wit
, is n
h re
hole
spec
It has the task of supplying the required quantity of
es, in part or in w
t to the co
fuel in the fuel rail.
rrectness of i
l purpos
High-pressure Fuel pressure

Effects upon failure fuel pump regulating valve N276
nform
ercia
S405_050
Unlike the 1.4l TSI engines with dual charging, the
m
a
com
t
regulating valve is closed when not energised. This
ion in
r
means that the fuel pressure rises when the regulating

te o
thi
s
iva
valve fails until the pressure limiting valve in the high-

do
r
rp
cum
fo
pressure fuel pump opens at approx. 140 bar.

en
ng
t.
yi Co
The engine management adjusts the injection times in Cop py
t. rig
relation to the high pressure and the engine speed is pyri
gh by
Vo
ht
co
limited to 3000rpm. by lksw
cted agen
Prote AG.
The fuel pressure needs to be released As the regulating valve for this engine is closed when
before the high-pressure fuel system is not energised, the fuel pressure is no longer released
opened. when the connector is disconnected. For this reason,
Until now, the connector could be pulled the function “Releasing high fuel pressure” is included
off the fuel pressure regulating valve, in the guided functions. It is used to open the
the regulating valve was open when not regulating valve and release the pressure while the
energised and the fuel pressure was engine is running.
released. Please note that the fuel pressure rises again when the
system heats up.
Please note the instructions on ELSA.
26
lkswage es n
o ot g
byV ua
d ran
ir se tee
tho
u or
a ac
ss
ce
e
nl
pt
du
an
itte
y li
erm
ab
ility
ot p
The additional coolant pump relay is located in the
wit
, is n
left of the engine compartment in the E-box.
h re
hole
spec
es, in part or in w
t to the co
Task
rrectness of i
The high working currents for the coolant circulation
l purpos
pump V50 are switched by the relay.
nf
ercia
orm
m
atio
m
Effects upon failure

o
n in
or c
thi
te
sd
a
If the relay fails, the coolant circulation pump can no

iv
o
r
S405_029
rp
cu
o
m
longer be controlled.
f
en
ng
t.
yi Co
Cop py
t. rig
gh ht
pyri by
Vo
co
Coolant circulation pump V50 by lksw
cted agen
Prote AG.
The coolant circulation pump is bolted to the cylinder

block underneath the intake manifold. It is part of a
separate cooling system.
Task
The coolant circulation pump transports coolant from

an additional radiator in the front end to the
intercooler and to the turbocharger.
It is activated under the following conditions:
- briefly after each time the engine is started

Coolant circulation pump V50 S405_020
- constantly above a torque requirement of
approx. 100Nm
- constantly from a charge air temperature of 50°C Effects upon failure
in the intake manifold
- at temperature differences of less than 8°C in the If the coolant circulation pump fails, overheating may
charge air before and after the intercooler occur.
- when the engine is running every 120 seconds The pump is not checked directly by self-diagnosis. By
for 10 seconds to avoid heat accumulation in the comparing the temperature before and after the
turbocharger and intercooler, a fault can be recognised in the cooling
- based on a map for 0-480 seconds after the system and the exhaust emissions warning lamp K83
engine is turned off to avoid overheating with is illuminated.
formation of vapour locks in the turbocharger.
27
Engine Management
Functional diagram
AG. Volkswagen AG d
agen oes
olksw not
y V gu
d b ara
rise nte
tho eo
au ra
ss c
ce
e
nl
pt
du
an
itte
y li
erm
ab
ility
ot p
wit
, is n
h re
hole
spec
es, in part or in w
t to the co
rrectness of i
l purpos
nform
mercia
at
om
ion
c
in t
or
his
ate
do
priv
cum
for
en
ng
t.
yi Co
Cop py
t. rig
gh ht
pyri by
Vo
co
S405_030
by lksw
cted agen
Prote AG.
A Battery G188 Throttle valve drive angle sender
G Fuel gauge sender G294 Brake servo pressure sensor*
G1 Fuel gauge G476 Clutch position sender
G6 Fuel pump J104 ABS control unit
G39 Lambda probe J285 Control unit with display in dash panel insert
G62 Coolant temperature sender J533 Data bus diagnostic interface
G79 Accelerator position sender J681 Terminal 15 voltage supply relay
G83 Radiator outlet coolant N30- Injectors for cylinders 1 - 4
temperature sender N33
G100 Brake pedal position sender S Fuse
G130 Lambda probe after catalytic converter Z19 Lambda probe heater
G185 Accelerator position sender 2 Z29 Lambda probe heater after catalytic
G186 Throttle valve drive converter
G187 Throttle valve drive angle sender
* only relevant for vehicles with a dual-clutch gearbox

(DSG) and ABS without ESP
28
lkswage es n
o ot g
byV ua
d ran
ir se tee
tho
u or
a ac
ss
ce
le
un
pt
an
d
itte
y li
erm
ab
ility
ot p
wit
is n
h re
ole,
spec
t to the co
rrectne
S405_030
ss
A Battery N291 Ignition coil 3 with output stage

o
cial p
f in
G28 Engine speed sender N292 Ignition coil 4 with output stage
form
mer
G31 Charge air pressure sender (turbocharger) P Spark plug connectors

atio
om
G40 Hall sender Q Spark plugs

c
i
or
n thi
e
G42 Intake air temperature sender S Fuse

t
sd
iva
o
r
G61 Knock sensor V50 Coolant circulation pump

p
cum
r
fo
en
ng
G71 Intake manifold pressure sender yi V192 Vacuum pump for brakes
t.
Co
op py
G247 Fuel pressure sender gh
t. C 1 Cruise control switch
rig
ht
yri by
G299 Intake air temperature sender cop
by 2 Vo
lksw Alternator terminal DFM
cted agen
J271 Motronic current supply relay Prote AG. 3 Radiator fan level 1
J496 Additional coolant pump relay
J519 Onboard supply control unit
J623 Engine control unit
N70 Ignition coil 1 with output stage
N75 Charge pressure control solenoid valve Positive
N80 Active charcoal filter system solenoid valve Earth
N127 Ignition coil 2 with output stage Output signal
N205 Inlet camshaft timing adjustment valve Input signal
N249 Turbocharger air recirculation valve CAN data bus
N276 Fuel pressure regulating valve
29
AG. Volkswagen AG d
agen oes
olksw not
byV gu
ara
ed
Service ss authoris nte
eo
ra
c
ce
e
nl
pt
du
an
itte
y li
erm
ab
ility
ot p
Special tools
wit
, is n
h re
hole
spec
es, in part or in w
Designation Tool Application
t to the co
Camshaft clamp The camshaft clamp allows the two
rrectness of i
-T10171A- camshafts to be locked and the timing to
be adjusted.
l purpos
This special tool corresponds
nf
ercia
with the old special tool
orm
camshaft clamp -T10171-. As the
m
atio
m
fixing point for the special tool

o
n in
or c
has changed, you will need to
thi
te
adapt the old tool accordingly.
sd
iva
o
r
Please note the instructions on

rp
cu
o
m
f
ELSA.
en
ng
t.
yi
S405_035 Co
Cop py
ht. rig
rig ht
py by
co Vo
by lksw
cted agen
Prote AG.
30
Test Yourself
Which answers are correct?
One or several of the answers could be correct.
1. How is the 1.4l 90kW TSI engine charged?
a) It is charged by a supercharger and a turbocharger.
b) It is charged only by a turbocharger.
c) It is charged by means of oscillation pipe charging.
2. What statement about the area of cooling systems is correct?
a) The coolant in the charge-air cooling system is circulated by the mechanical coolant pump for the engine
cooling system.
b) The charge-air cooling system uses an air-to-aireintercooler.

n AG. Volkswagen AG
ag does
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c) The cooling systems can be filled and bled with the guided function “Filling and bleeding cooling system”.
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4. What should you observe before opening the high-pressure fuel system?
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c) There is no need for special measures as the high pressure is released on its own after the engine is turned
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3. a,c
2. c
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Answers
31
405
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© VOLKSWAGEN AG, Wolfsburg

All rights and rights to make technical alterations reserved.
000.2812.05.20 Technical status 09.2007
Volkswagen AG
Service Training VSQ-1
Brieffach 1995
38436 Wolfsburg
❀ This paper was manufactured from pulp that was bleached without the
use of chlorine.
32

1.4l 90kW TSI Engine With Turbocharger: Self-Study Programme 405

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1.4l 90kW TSI Engine With Turbocharger: Self-Study Programme 405

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Service Training

Self-study Programme 405

1.4l 90kW TSI Engine with olkswage

Design and Function

Demand-regulated fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Bosch Motronic MED 17.5.20 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

● Bosch Motronic MED 17.5.20 ● Continuous inlet camshaft timing adjustment

Engine code CAXA

Intake manifold with

Intake manifold pressure sender G71

Charge air pressure sender G31 Throttle valve

Cooled charge air Cold coolant

and the intake manifold and also supports the

the seal strip is correctly fitted. If it is not

Securing the charging pipe Mounting bracket

The charging pipe is fitted to the turbocharger and the

produces a special tumbling air flow over the upper

edge of the valve head in the cylinder.

Inlet camshaft Camshaft case

Pistons Exhaust valves

Single-charging with turbocharger

module recirculation valve

and the exhaust manifold form a unit. It is

Coolant connections Charge pressure

Rotor group with Waste gate flap

Changes to the turbocharger module Changes to the waste gate flap

Schematic overview of turbocharging

Intake manifold pressure sender G71

Pressure canister y li recirculation valve N249

Exhaust gas Fresh air

Waste gate flap Turbocharger

Charge air pressure Intake manifold

sender G31 with pressure sender G71

Ambient pressure sender Charge pressure control solenoid valve N75

altitude. diverts part of the exhaust gases past the turbine to

Special features of engine cooling system Special features of charge-air cooling

Expansion tank Coolant Intercooler in

depending on the pressure

coolant from the engine

cooling system being

pushed into the charge-air

The restrictor reduces the

coolant exchange between

Additional radiator for

bleeding cooling system”. Please note the instructions on ELSA.

Additional radiator for Turbocharger

Coolant circulation pump V50 To intercooler and turbocharger

The coolant circulation pump is operated as required.

the heat to them. The vanes then transfer the heat to

additional radiator at the front end where it is cooled.

While the engine is running, the turbocharger is

Coolant supply S405_027

profiles with 3mm stroke on the inlet camshaft.

The pressure limiting valve is built into the high-

for cold starts. nform

Four pump cams

During deceleration fuel cut-off, the fuel pressure can

High-pressure injector High-pressure

High-pressure fuel pump

is bolted at an angle to the camshaft case. It is driven

by four cam profiles on the inlet camshaft. The stroke

is 3mm for each cam profile. o

Another new feature is that the fuel pump does not