SSP 403 20l Tdi Engine With Common Rail

Service Training
Self-study Programme 403

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2.0l TDI Engine with ho
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Common Rail Fuel Injection System ss

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Design and Function
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The 2.0l TDI engine with common rail injection system
is the first in a new generation of dynamic and
efficient diesel engines from Volkswagen.
By combining the successful and proven 2.0l TDI

engine with common rail technology, Volkswagen
is setting new standards with regards to the
characteristic TDI features of dynamics, driving fun,
economy and reliability. These outstanding TDI
qualities in the 2.0l TDI engine with common rail
injection system are aimed at future challenges in
terms of acoustics, comfort and exhaust gas
treatment.
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continues with the 2.0l TDI engine. This confirms

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Volkswagen’s position as a pioneer in diesel

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The engine already fulfils the requirements of the

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Euro 5 emissions standard that will come into force

at the end of 2009 and offers potential for future
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emissions standards and the associated technologies.

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S403_051
NEW Warning
Note
The self-study programme shows the design and For current testing, adjustment and repair
function of new developments. instructions, refer to the relevant
The contents will not be updated. service literature.
2
Contents
In Brief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Engine Mechanics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Engine Management . . . . . . a. g.en. A. G. ..V.olk. s.w.ag. e.n.AG. .do.e. . . . . . . . . . . . . . . . . . . . 40

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Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
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Test Yourself . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
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In Brief autho
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Introduction
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The 2.0l TDI engine with common rail injection system is based on the 2.0l TDI engine with unit injector system. The
t to the co
predecessor engine is one the most frequently built diesel engines. It is also the engine with the widest range of
applications at Volkswagen Group from cars to the Transporter.
rrectness o
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S403_050 S403_053
A multitude of engine components have been re-engineered to meet the increased acoustics, consumption and
emissions requirements. Switching the injection system to common rail fuel injection technology is a particularly
important factor in this regard.
Equipped with a diesel particulate filter, the engine meets the current EU 5 emissions standard that is planned for
the end of 2009. Since the legal requirements for registration conditions for the EU 5 exhaust standard have not yet
been agreed, the engine is approved with the EU 4 emissions standard.
In some markets, the engine is also available without diesel particulate filter. These engines meet the EU 3
emissions standard.
4
Technical features
● Common rail injection system with piezo injectors
● Diesel particulate filter with upstream oxidation
catalytic converter
● Intake manifold with swirl flap adjustment
● Electric exhaust gas recirculation valve
● Adjustable turbocharger with travel feedback
● Low-temperature exhaust gas recirculation cooling
ProCarManuals.com
S403_003
Technical data Power and torque development graph
Engine code CBAB

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Type 4-cylinder in-line engine olksw not
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Valves per cylinder 4 tho eo
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Displacement 1968 cm3
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Stroke 95.5 mm
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Output (kW)
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Torque (Nm)
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Bore 81 mm
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Maximum output 103 kW at 4200 rpm

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Maximum torque 320 Nm at

1750 to 2500 rpm
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Compression ratio 16.5:1

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Engine management Bosch EDC 17

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(common rail fuel injection

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system)
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Engine speed rpm

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Fuel Diesel, in accordance with

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DIN EN 590
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S403_007
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Exhaust gas cleaning Exhaust gas recirculation,

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diesel particulate filter

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5
Engine Mechanics olkswage
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Crankshaft
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Counterweights
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A forged crankshaft is used on the 2.0l TDI CR engine
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due to the high mechanical loads.
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spec
This crankshaft has just four counterweights instead
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of the normal eight counterweights. This reduces the
loading on the crankshaft bearings. Noise emissions,
which may be caused by the inherent movement and
rrectne
vibrations of the engine, have also been reduced.
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S403_069
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Counterweights
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Pistons
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Like the 2.0l/125 kW TDI engine with unit injector system, the pistons have no valve pockets. This feature has
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reduced the piston crown volume and improves the swirl generation in the cylinder. Swirl refers to the circular flow
movement around the vertical cylinder axis. The swirl has an essential influence on the mixture formation.
Piston from 2.0l unit injector engine Piston from 2.0l common rail engine
Piston recess
Cooling duct
S403_062 S403_004
To cool the piston ring area, the pistons are equipped with an annular cooling duct, into which oil is sprayed via
piston spray nozzles.
The piston recess, where the injected fuel is swirled and mixed with the air, has been tuned to the jet position of
the injectors and has a wider and flatter geometry in comparison with the piston on the unit injector engine.
This allows a more homogenous mixture formation and reduces the formation of soot.
6
Cylinder head
The cylinder head of the 2.0l TDI engine with common rail injection system is a cross-flow aluminium cylinder head
with two inlet and two exhaust valves per cylinder. The valves are arranged overhead vertically.
The two overhead camshafts are connected via spur gear teeth with integrated backlash compensation. They are
driven by the crankshaft via a toothed belt and the camshaft wheel of the exhaust camshaft. The valves are
actuated by low-friction roller rocker fingers with hydraulic valve clearance compensation elements.
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Exhaust camshaft
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Roller rocker fingers
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Exhaust channels Cylinder head

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The injectors are secured in the cylinder head with

clamping pieces. They can be removed via small Clamping piece
covers in the cylinder head cover.
S403_084
7
Engine Mechanics
Vent ducts in cylinder head

If there are any leaks in the area of the copper It prevents overpressure from the combustion
injector seal, the air from the combustion chamber chamber escaping via the crankcase ventilation
can escape via a port. system to the compressor side of the turbocharger
The breather port is in the cylinder head above the and causing any problems.
exhaust manifold.
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Seal
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Vent duct
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S403_117
Vent ducts
Seal for combustion

chamber
S403_118
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Two intake and two exhaust valves per cylinder are The vertically positioned, centrally located injection
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arranged overhead vertically in the cylinder head. valve is positioned directly over the central piston
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Intake camshaft Injector

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Exhaust valves Intake valves
S403_061
The shape, size and layout of the intake and exhaust Particularly at high speeds, the charge port leads to
ports ensure good volumetric efficiency and a good combustion chamber filling.
favourable gas cycle in the combustion chamber.
The intake ports are designed as swirl and charge

ports. Thanks to the swirl port, the inflowing air
generates the desired, high degree of in-cylinder flow.
9
Engine Mechanics
Intake manifold with swirl flaps

Intake manifold
There are infinitely variable swirl flaps in the intake flap motor V157
Intake manifold
manifold.
The swirl of the intake air is adjusted via the position

of the swirl flaps depending on the engine speed and
load.
The swirl flaps are moved by the intake manifold flap

motor via a push rod. To do this, the positioning motor
is actuated by the engine control unit. The intake
manifold flap potentiometer G336 is integrated in
the intake manifold flap motor V157. It is used by
the engine control unit for feedback on the current
position of the swirl flaps.
S403_043
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Swirl port
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Swirl flap
Intake manifold flap motor V157

with intake manifold flap
potentiometer G336
10
Function of the swirl flaps
The swirl flaps are closed when the engine is idling
and at low engine speeds. This causes a high level
of swirling, which leads to good mixture formation.
Swirl flap
Charge port
Swirl port
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S403_044
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This creates the optimum air movement a ac
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At engine speeds above approx. 3000 rpm, the swirl

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is achieved thanks to the increased air throughput.

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Swirl port
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The swirl flaps are open when the engine

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Camshaft drive
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Bearing frame
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The intake and exhaust camshafts are linked via spur
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gear toothing with integrated backlash compensation.
In this case, the intake camshaft spur gear is driven by
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the exhaust camshaft spur gear.
Backlash compensation ensures that the camshafts
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are driven with little noise.
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Exhaust camshaft
Exhaust camshaft
Moveable spur gear
Intermediate disk
S403_012
Fixed spur gear
Diaphragm spring
Moveable spur gear
Circlip
Fixed spur gear
Design
The broader part of the spur gear (fixed spur gear)
is positively connected to the exhaust camshaft.
Ramps are located on the front face. The narrower
part of the spur gear (moveable spur gear) can be
moved radially and axially. Recesses for the ramps
are located on its rear side.
Ramps
S403_014
12
How it works:
Both spur gear parts are pushed axially together via

the force exerted by a diaphragm spring. When this
occurs, they are simultaneously caused to rotate via
the ramps.
S403_015
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Backlash compensation
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This rotational movement offsets the teeth of both

spur gear parts and therefore leads to backlash
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compensation between the intake and exhaust Tooth offset

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camshaft gear wheels.

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S403_016
13
Engine Mechanics
Cylinder head gasket

Rear land support
The cylinder head gasket consists of 4 layers and has

two special features that improve the sealing of the
combustion chambers.
● Vertically profiled combustion chamber stoppers

● “Rear land support”
S403_103
Rear land support
Combustion
chamber stopper
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Combustion chamber stopper refers to the sealing

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edge of the cylinder bore. It is vertically profiled.
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This means that the profile of the edge along the

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combustion chamber has different heights. This

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tightening forces on the combustion chambers. This

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reduces cylinder bore warpage and sealing gap

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Rear land support is the profile around the two outer

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S403_092
Rear land support
14
Toothed belt drive
The camshaft, coolant pump and the high-pressure pump for the common rail injection system are driven via the
toothed belt.
Camshaft drive pulley
Toothed belt drive
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Tensioning pulley
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Guide roller
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Alternator
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S403_041
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Crankshaft Air conditioner compressor

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Tensioning pulley
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Ancillary unit drive

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The alternator and air-conditioning compressor ancillary components are driven by the crankshaft via a poly
V-belt. The profile surface of the poly V-belt has a coating containing fibres. This improves the frictional properties
of the belt. This reduces noises that can occur in the wet and cold.
Poly V-belt Tooth profile
Fibre coating
S403_116
15
Engine Mechanics lksw
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Balancer shaft module
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The 2.0l 103 kW TDI engine in the Tiguan is equipped with a balancer shaft module, which is housed in the oil
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sump beneath the crankshaft. The balancer shaft module is driven by the crankshaft via a gear drive. The duo-
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centric oil pump is integrated into the balancer shaft module.
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Crankshaft gear
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Case
Balancer shaft II
drive gear
Duo-centric oil pump
S403_017
Design
The balancer shaft module consists of a housing The gear drive is designed in such a way that the
made from grey cast iron, two contra-rotating balancer shafts rotate at twice the speed of the
balancer shafts, the gear drive with helical teeth and crankshaft.
the integrated duo-centric oil pump. The rotation of
the crankshaft is transmitted to the intermediate gear The backlash of the gear drive is adjusted with the aid
on the outer side of the housing. This drives balancer of the coating on the intermediate gear. This coating
shaft I. From this balancer shaft, the movement is then wears off during engine start-up and results in a
transmitted, via a pair of gears within the housing, to defined backlash.
balancer shaft II and the duo-centric oil pump.
The intermediate gear must always be exchanged if the intermediate gear or the drive gear of
balancer shaft I have been removed.
Please note the instructions in workshop manual.
16
Oil system
A duo-centric oil pump generates the necessary oil pressure for the engine. It is integrated into the balancer shaft
module and is driven via balancer shaft II.
The excess pressure valve is a safety valve. It prevents engine components being damaged by excessive oil
pressure, for example, at low outside temperatures and high engine speeds.
The oil pressure regulating valve regulates the engine oil pressure. It opens as soon as the oil pressure reaches the
maximum possible value.
The short-circuit valve opens if the oil filter is blocked and thus ensures lubrication of the engine.
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S403_106
Legend
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1 - Oil sump 9 - Oil pressure switch F1

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2 - Oil level and oil temperature sender G266 10 - Oil pressure regulating valve
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3 - Oil pump 11 - Crankshaft

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4 - Excess oil pressure valve 12 - Jets for piston cooling

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8 - Short-circuit valve 16 - Oil return
17
Engine Mechanics
Crankcase breather system

In combustion engines, pressure differences between the combustion chamber and the crankcase leads to air flows
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The crankcase breather system components are integrated in the cylinder head cover except for the oil filler neck
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S403_019
Coarse separation Fine separation
Coarse separation
The blow-by gases reach a settling chamber from the crankshaft and camshaft chamber. This is integrated in the
cylinder head cover. The larger oil droplets separate on the walls in the settling chamber and collect on its floor.
The holes in the settling chamber enable the oil to drip into the cylinder head.
18
Design Cover
To intake Diaphragm
Pressure control valve
Support plate
Coil spring
Damping volume
Reed valves
ProCarManuals.com
Cyclones
Settling chamber
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Air containing oil from crankcase

Air cleaned of air
Oil return
19
Engine Mechanics
Fine separation
The fine separation is carried out by a cyclonic separator that consists of a total of four cyclones. Depending on the
extent of the pressure difference between the intake manifold and the crankcase, two or four cyclones are activated
by reed valves made from spring steel.
The air is set in a spinning motion by the shape of the cyclones. Due to the centrifugal force which occurs, the oil
spray is spun onto the wall of the separator. The oil droplets separate on the wall of the cyclone and are collected
in a collecting chamber.
The collecting chamber holds the maximum oil quantity that can occur after emptying the vehicle's fuel tank from
full.
Cleaned air to Pressure control valve

intake channel
Reed valves Cyclones
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Oil collection volumes

Reed valve
When the engine has stopped, a reed valve opens that is closed by the higher pressure in the cylinder head while
the engine runs. The oil passes from the collecting chamber to the oil sump via the cylinder head.
20
Pressure control valve
The pressure control valve regulates the pressure for If the vacuum in the intake port is low, the valve opens
venting the crankcase. It consists of a diaphragm and due to the force of the pressure spring.
a pressure spring.
When the blow-by gases are fed in, the pressure If the vacuum in the intake port is high, the pressure
regulating valve limits the vacuum in the crankcase. control valve closes.
An excessively high vacuum in the crankcase may
damage the engine gaskets.
Pressure control valve open Pressure control valve closed
Atmospheric pressure
Diaphragm
Pressure spring
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21
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Engine Mechanics ut
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Cooling system
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The coolant is circulated by a mechanical coolant pump in the cooling system. It is driven via the toothed belt.
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AG.
S403_020
Legend
1 - Radiator for engine coolant circuit 6 - Coolant temperature sender G62

2 - Thermostat 7 - Radiator outlet coolant temperature
3 - Coolant pump sender G83
4 - Oil cooler 8 - Heat exchanger for heating
5 - Cooler for exhaust gas recirculation 9 - Expansion tank
10 - Coolant circulation pump 2 V178
22
Low-temperature exhaust gas recirculation
The engine is equipped with a low-temperature exhaust gas recirculation system to reduce NOx emissions.
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S403_071
Function
When the thermostat is closed, the exhaust gas recirculation cooler is supplied with cold coolant directly by the
engine radiator. Due to the resulting greater temperature drops, a greater quantity of exhaust gas can be fed back.
This allows the combustion temperatures and consequently the nitrogen oxide emissions in the engine warm-up
phase to be reduced further.
The electrical auxiliary coolant pump (coolant circulation pump 2 V178) will be activated by the engine control unit
and runs constantly after the engine is started.
23
Engine Mechanics
Fuel system
Schematics
1 - Fuel system pressurisation pump G6
Delivers fuel constantly to the supply line.
2- Fuel filter with pre-heater valve
The pre-heater valve prevents the filter clogging

with crystallising paraffin crystals at low outside
temperatures.
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3 - Supplementary fuel pump V393

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5 - Fuel temperature sender G81

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Measures the current fuel temperature.

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6 - High-pressure fuel pump

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7 - Fuel metering valve N290
3 - Supplementary fuel pump V393
4 - Filter sieve
Regulates the quantity of fuel to be compressed 5 - Fuel temperature sender G 81
according to requirement. 6 - High-pressure pump
24
8 - Fuel pressure regulating valve N276
Adjusts the fuel pressure in the high-pressure range.
9 - High-pressure accumulator (rail)
Stores the fuel required for injection in all cylinders

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Determines the current fuel pressure in the high-
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11 - Pressure retention valve
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Maintains the return pressure of the injectors at

10 bar. This pressure is required for the injectors
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12 – Injection valves N30, N31, N32, N33

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7 - Fuel metering valve N290

8 - Fuel pressure regulating valve N276
9 - High-pressure accumulator (rail) High pressure 230 – 1800 bar
10 - Fuel pressure sender G247
11 - Pressure retention valve Return pressure from the
12 - Injection valves N30, N31, N32, N33 injectors 10 bar
Supply pressure
Return pressure
25
Engine Mechanics
Common rail fuel injection system

The 2.0l TDI engine in the Tiguan is equipped with a common rail injection system for
mixture preparation.
The common rail fuel injection system is a high-pressure accumulator fuel injection system for diesel engines.
The term “common rail” means that all of the injectors for one cylinder bank have a common, high-pressure
fuel accumulator.
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In this injection system, pressure generation and fuel injection are separate. A separate high-pressure pump
generates the high fuel pressure required for injection.
This fuel pressure is stored in a high-pressure accumulator (rail) and is made available to the injectors via short
injector pipes.
The common rail fuel injection system is controlled by the Bosch EDC 17 engine management system.
26
The characteristics of this fuel injection system include:
● The injection pressure can be selected almost The common rail fuel injection system offers many
infinitely and can be adapted to the relevant options for adapting the injection pressure and the
engine operating status. injection process to the engine operating status.
● A high injection pressure up to a maximum en AG
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Fuel metering valve N290
High-pressure pump
Fuel line to the high-pressure

accumulator (rail)
S403_055
Self-study programme 351 “The common rail fuel injection system fitted in the 3.0l V6 TDI engine”
describes how the common rail injection system with piezo injectors works.
27
Engine Mechanics
Injectors
Fuel supply Electrical connection
The common rail system on the 2.0l TDI engine uses (high-pressure
piezo-controlled injectors. connection) Pin-type filter
In this case, the injectors are controlled via a piezo

actuator. The switching speed of a piezo actuator is Fuel return
approximately four times faster than that of a
solenoid valve.
In comparison with solenoid valve-controlled

Piezo actuator
injectors, piezo technology has approximately
75 % less moved mass at the injector needle.
Connecting plunger
This has the following advantages: Valve plunger
Valve plunger spring
● Very short switching times Switching valve
ProCarManuals.com
● Several injections per working cycle are

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The very short switching times of the piezo-controlled injectors enable flexible and precise control of the injection
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phases and injection quantities. As a result of this, the injection process can be adapted to the relevant operating
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(rate of injection)
S403_025
Time
Pilot injection Secondary injection
Main injection
28
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Supplementary fuel pump V393
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The supplementary fuel pump is a roller vane pump.
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The supplementary fuel pump is activated by the
engine control unit via a relay and increases the
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pressure of the fuel supplied by the electric fuel pump
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in the fuel tank to approx. 5 bar. This ensures that the

high-pressure pump is supplied with fuel in all
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Effects upon failure
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Supplementary
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From fuel tank
S403_037
To high-pressure pump
Electrical connections
Filter sieve From the

supplementary fuel pump
To protect the high-pressure pump from particles of

dirt, for example, from mechanical wear, there is a
S403_094
filter sieve in the fuel supply in front of the high-
pressure pump.
Filter To high-pressure pump
29
Engine Mechanics
High-pressure pump
The high-pressure pump is a single-piston pump. It is driven by the crankshaft at the engine speed via the toothed
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High-pressure pump design
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Suction valve Fuel metering valve N290
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Outlet valve
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Roller
Overflow valve
Drive shaft
S403_027
Drive cam
30
When the engine timing is set, the position of the drive shaft needs to be set for the
high-pressure pump.
Please refer to the information in the repair guide.
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S403_049
31
Engine Mechanics
High-pressure range
The high-pressure pump is supplied with sufficient fuel by the supplementary fuel pump in all engine operating
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S403_107
Fuel supply from the
supplementary fuel pump
32
Suction stroke
The downwards movement of the pump plunger increases the volume of the compression chamber. This creates a
pressure difference between the fuel in the high-pressure pump and the compression chamber. The suction valve
opens and fuel flows into the compression chamber.
ProCarManuals.com
Suction valve
Compression chamber
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33
Engine Mechanics
Delivery stroke
The pressure in the compression chamber increases when the pump plunger begins to move upwards and the
suction valve closes. As soon as the fuel pressure in the compression chamber exceeds the pressure in the high-
pressure area, the outlet valve (return valve) opens and the fuel enters the high-pressure accumulator (rail).
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34
The fuel metering valve is integrated into the high-pressure pump. It ensures on-demand regulation of the fuel
pressure in the high-pressure area. The fuel metering valve regulates the quantity of fuel that is required for
generating high pressure. The advantage of this is that the high-pressure pump only has to generate the pressure
that is required for the current operating situation. This reduces the power consumption of the high-pressure pump
and avoids unnecessary fuel heating.
Function
When no current is supplied, the fuel metering valve Due to the PWM signal, the fuel metering valve is
is open. To reduce the supply quantity to the pulsed closed. Depending on the pulse duty factor,
compression chamber, the valve is activated by the the position of the control plunger and thus the supply
engine control unit with a pulse width modulated quantity of the fuel in the high-pressure pump
signal (PWM). compression chamber changes.
ProCarManuals.com
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35
Engine Mechanics
Low-pressure area
Overflow valve
The fuel pressure in the low-pressure area of the high-pressure pump is regulated by the overflow valve.
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of approx. 5 bar. This ensures that the high-pressure overflow valve. At a fuel pressure above 4.3 bar, the
an
itte
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pump is supplied with fuel in all operating conditions. overflow valve opens and opens the path to the fuel
ab
ility
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The overflow valve regulates the fuel pressure in the return. Any excess fuel flows back into the fuel tank via
wit
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high-pressure pump to approx. 4.3 bar. the fuel return.
h re
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spec
es, in part or in w
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ProCarManuals.com
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Prote AG.
Overflow valve
Fuel return
Fuel supply line
S403_111
36
AG. Volkswagen AG d
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Regulation of high fuel pressure s au ra
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In the common rail injection system in the Tiguan, the high fuel pressure is regulated by a so-called twin-regulator
an
d
itte
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ab
concept.
ility
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The fuel pressure regulating valve N276 and the fuel metering valve N290 are activated with a pulse-width
wit
is n
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modulated signal (PWM) for this.
ole,
spec
Depending on the operating state of the engine, the high fuel pressure is regulated by one of the two valves.
t to the co
The other valve is just controlled by the engine control unit.
rrectnes
Regulation by the fuel pressure regulating Regulation by the fuel metering valve N290
s o
cial p
f i
valve N276
nform
mer
The high fuel pressure is regulated by the fuel
atio
m
When the engine is started, the high fuel pressure is metering valve N290 when there are high injection
o
n
c
i
or
n
regulated by the fuel pressure regulating valve N276 quantities and high rail pressures. This results in on-
thi
te
sd
va
to warm up the fuel. To warm up the fuel quickly, more demand regulation of the high fuel pressure. The
i
o
pr
cum
r
fo
ProCarManuals.com
fuel is transported by the high-pressure pump and is power consumption of the high-pressure pump is
en
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compressed as required. The excess fuel is sent back reduced and unnecessary fuel heating is avoided.
. Cop py
rig
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to the fuel return by the fuel pressure regulating valve opy
rig by
Vo
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N276. Prote
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Regulation by both valves
At idle, when decelerating and with small injection quantities, the fuel pressure is regulated by both valves at the
same time. This allows precise regulation that improves the idling quality and the change-over to deceleration.
Dual-regulator concept
Regulation of the high fuel pressure by

the fuel pressure regulating valve N276
Injection quantity
Regulation of the high fuel pressure

by the fuel metering valve N290
Regulation by both valves
RPM
S403_030
37
Engine Mechanics
AG. Volkswagen AG d
agen oes
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Fuel pressure regulating valve N276 s
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The fuel pressure regulating valve is located on the
erm
ab
ility
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high-pressure accumulator (rail).
wit
, is n
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hole
The regulating valve is opened and closed to adjust
spec
es, in part or in w
the fuel pressure in the high-pressure area.
t to the co
It is controlled by the engine control unit with a pulse-
rrectness of i
width modulated signal.
l purpos
nform
ercia
Fuel pressure regulating

valve N276
m
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ProCarManuals.com
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Cop py
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Vo
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Prote AG.
Design
Electrical connection
High-pressure accumulator (rail) Solenoid
Valve needle
Valve armature
S403_032
Return to the fuel tank Valve spring
38
How it works
In contrast to previous regulating valves in common

rail injection systems, this valve is open when not
powered.
kswage es n
Regulating valve in resting position (engine yV
o “off”)
l ot g
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If the regulating valve is not activated,
a the pressure ac
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regulating valve is opened by the valve springs.

nl
pt
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The high-pressure area is connected to the fuel return.
y li
erm
ab
ility
ot p
wit
This ensures volume equalisation between the high-
, is n
h re
pressure and low-pressure fuel areas. Vapour lock
hole
spec
that can occur in the rail during the cooling process
es, in part or in w
t to the co
when the engine is stopped is avoided and thus the
starting behaviour of the engine is improved. S403_033
rrectness of i
ProCarManuals.com
Valve springs
l purpos
nform
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Regulating valve initialised (engine “on”)

m
at
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ion
To attain an operating pressure of 230 to 1800 bar in
c
in t
or
Engine control unit J623

his
e
the high-pressure accumulator, the regulating valve is

at
do
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initialised by the engine control unit J623 using a

p
cum
for
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pulse-width modulated (PWM) signal. This leads to a

n
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op
magnetic field in the solenoid. The valve armature is C py
t. rig
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picked up and presses the valve needle into its seat. p by
co Vo
by lksw
The fuel pressure in the high-pressure accumulator is cted agen
Prote AG.
therefore opposed by a magnetic force. Depending
on the pulse duty factor of initialisation, the flow
cross-section to the return pipe and therefore the
quantity flowing off are varied. This also enables
pressure fluctuations in the high-pressure accumulator
to be compensated.
S403_034
Engine operation is impossible in the event of fuel pressure regulating valve failure as it is not possible to build up
sufficiently high fuel pressure for fuel injection.
39
Engine Management
System overview
Sensors Glow period
Engine speed sender G28 warning lamp K29
Hall sender G40 Diesel particulate filter

warning lamp K231
Accelerator position sender G79/
accelerator position sender 2 G185
Exhaust emissions
Air mass meter G70 warning lamp K83
Coolant temperature sender G62
Radiator outlet coolant temperature sender G83

ProCarManuals.com
Charge air pressure sender G31

Intake air temperature sender G42 n AG. Volkswagen AG do
lkswage es n
o ot g Control unit with display
byV ua
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Fuel temperature sender G81 ir se teein dash panel insert J285
ho
aut or
ac
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un
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Fuel pressure sender G247
an
d
itte
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ab
pe
ility
ot
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Exhaust gas recirculation potentiometer G212
h re
hole
spec
es, in part or in w
t to the co
Lambda probe G39
rrectness of i
Exhaust gas pressure sensor 1 G450
l purpos
Exhaust gas temperature sender 1 G235

nform
mercia

com
tion in
r
te o
thi
s
iva

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Brake light switch F Cop
Co
py
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pyri by
Vo
co
Clutch position sender G476 by lksw
cted agen
Prote AG.
Position sender for charge pressure positioner G581
Intake manifold flap potentiometer G336
Throttle valve potentiometer G69

40
Actuators
Fuel pump relay J17

Fuel system pressurisation pump G6
Relay for supplementary fuel pump J832

Injector for cylinder 1 N30
Powertrain CAN
data bus

ProCarManuals.com
Fuel pressure regulating valve N276
Charge pressure control solenoid valve N75
Intake
AG. Volkswagen AG manifold flap motor V157
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Engine
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Throttle valve module J338

d
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control unit
erm
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J623
ot p
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Exhaust gas recirculation valve N18

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spec
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Exhaust gas recirculation cooler change-over valve N345

rrectness o
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Coolant circulation pump 2 V178

form
mer
atio
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c
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or
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Lambda probe heater Z19

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yi Automatic glow period control unit J179

t.
Co
op py
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ht
rig by
S403_028 by copy Glow plug 2 Q11
Vo
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Prote AG. Glow plug 3 Q12
Glow plug 4 Q13
41
Engine Management d byV
olkswage
es n
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ua
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nl
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Engine management
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ab
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The engine management system used for the 2.0l TDI
h re
hole
engine with common rail injection system is the
spec
es, in part or in w
electronic diesel control EDC 17 from Bosch.
t to the co
The EDC 17 engine management system is a further
rrectness of i
development of the EDC 16. The difference to the
l purpos
EDC 16 is increased performance and a larger

memory capacity.
nform
mercia
In addition, it allows control functions for future
at
om
ion
S403_052
c
technologies to be integrated.
in t
or
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Cop py
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ProCarManuals.com
cop Vo
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Prote AG.
Control units in the CAN data bus

The schematic diagram shows the integration of the engine control unit in the vehicle CAN data bus structure.
Information is transmitted between the control units via the CAN data bus.
S403_090
Legend
J104 ABS control unit J527 Steering column electronics control unit
J217 Automatic gearbox control unit J533 Data bus diagnostic interface
J234 Airbag control unit J623 Engine control unit
J285 Control unit with display in dash panel insert
42
Turbocharger Position sender for Turbocharger
charge pressure
In the 2.0l TDI engine, the charge pressure is positioner G581
generated by an adjustable turbocharger.
This is equipped with adjustable guide vanes,
which enable the flow of exhaust gas onto the
turbine impeller to be influenced. The advantage of
this is that optimal charge pressure and therefore
good combustion are achieved throughout the entire
engine speed range. In the lower engine speed range,
the adjustable guide vanes offer high torque and
good starting behaviour; in the upper engine speed
range, they offer low fuel consumption and low
emissions. The guide vanes are adjusted via a linkage
by pressure.
ProCarManuals.com
Flow silencer
S403_039
Flow silencer
A flow silencer is fitted behind the turbocharger outlet in the charge-air pipes.
It has the task of reducing loud turbocharger noises.
Resonance chamber
lkswage es n
o ot g
byV ua
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ir se tee
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u or
a ac
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Charge air from

un
pt
an
d
turbocharger
itte
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erm
ab
ility
ot p
wit
is n
h re
ole,
spec
S403_098
t to the co
Design and function

rrectne
During full-load acceleration, the turbocharger needs The charge air sets the air in the resonance chamber
ss
to build up charge pressure very quickly. The turbine of the flow silencer in oscillation. These oscillations
o
cial p
f i
wheel and compressor wheel are quickly accelerated have about the same frequency as the charge-air
nform
mer
and the turbocharger approaches its pump limit. This noises. The annoying noises are minimised due to the
atio
m
can cause stalling air flow that lead to annoying combination of the sound waves from the charge air
o
n
c
i
or
noises and transfer of these to the charge-air pipes. and the air oscillation from the resonance chamber of
thi
te
sd
va
the flow silencer.

i
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pr
cum
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fo
en
ng
t.
yi Co
Cop py
t. rig
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pyri by
Vo
co lksw
by
cted agen
Prote AG.
43
AG. Volkswagen AG d
agen oes
olksw not
byV gu
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Engine Management ise nte
or eo
uth ra
s a c
s
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un
pt
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d
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ab
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Charge air pressure regulation
wit
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spec
The charge air pressure regulation controls the air
t to the co
mass that is compressed by the turbocharger.
rrectne
Legend
ss o
cial p
f inform
1 - Vacuum system
mer
atio
2 - Engine control unit J623
om
n
c
3 - Intake air
i
or
n thi
te
sd
4 - Intercooler
iva
o
pr
c
5 - Charge pressure control solenoid valve N75
um
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fo
en
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t.
6 - Turbocharger compressor op
yi Co
py
C
7 - Vacuum unit rig
ht.
by
rig
ht
py
8 - Exhaust turbine with guide vane adjustment co Vo
by lksw
cted agen
9 - Charge air pressure sender G31/intake air Prote AG.
ProCarManuals.com
temperature sender G42
S403_040
Charge pressure
Charge pressure control solenoid control solenoid valve N75
valve N75
The charge pressure control solenoid valve is an
electropneumatic valve. The valve controls the
vacuum that is required to adjust the guide vanes
via the vacuum unit.
If the valve fails, the vacuum unit is not supplied

with vacuum. A spring in the vacuum unit moves
the adjustment mechanism linkage so that the
turbocharger guide vanes are positioned at a sharp
setting angle (emergency running position). Only a
low charge pressure is available at a low engine
speed and therefore a low exhaust gas pressure.
S403_097
The engine has less output and active regeneration
of the particulate filter is not possible.
44
n AG. Volkswagen AG
Charge air pressure sender G31/intakey Vair wage does
olks temperature sender not G42
g b ua
ed ran
oris tee
The charge air pressure sender G31 and intake air thtemperature sender G42 have been integrated into
or one
au a c
component and are located in the intake manifold. ss
ce
e
nl
pt
du
an
Charge air pressure sender G31/
itte
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intake air temperature sender G42
ab
Charge air pressure sender G31
ility
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wit
, is n
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hole
Signal use
spec
es, in part or in w
t to the co
The current air pressure in the intake manifold is
determined from the charge air pressure sender
rrectness of i
signal. The engine control unit requires the signal
l purpos
to regulate the charge air pressure.
nform
ercia

m
at
om
ion
c
There is no substitute function in the event of signal
in t
r
ProCarManuals.com
his
te
failure. Charge air pressure regulation is shut off

a
do
priv
c
and the engine output is reduced significantly.
um
for
en
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Intercooler S403_096
n
The particulate filter cannot be actively regenerated.

t.
yi Co
Cop py
t. rig
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pyri by
Vo
o
Intake air temperature sender G42
c by lksw
cted agen
Prote AG.
The engine control unit uses the signal from the intake Position sender for charge
air temperature sender to regulate the charge air pressure positioner G581
pressure. Since the temperature influences the density
of the charge air, the signal is used as a correction
value by the engine control unit.
Position sender for charge pressure

positioner G581
The position sender for charge pressure positioner is
integrated in the turbocharger vacuum unit. It is a
travel sensor that enables the engine control unit to
determine the position of the turbocharger guide
vanes.
S403_095
Signal use Effects of signal failure
The sensor signal directly provides the engine control If the sensor fails, the signal from the charge air
unit with the current position of the turbocharger pressure sender and the engine speed is used to
guide vanes. Together with the signal from the charge establish the position of the guide vanes.
air pressure sender G31, this allows the state of the The exhaust emissions warning lamp K83 is actuated.
charge air pressure regulation to be determined.
45
Engine Management
AG. Volkswagen AG d
agen oes
olksw not
byV gu
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Exhaust gas recirculation system ss a ra
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The exhaust gas recirculation is a measure for reducing the nitrogen oxide emissions. Thanks to exhaust gas
y li
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ab
recirculation, part of the exhaust gases are returned to the combustion process. The oxygen proportion of the fuel-
ility
ot p
wit
air mixture is reduced which causes slower combustion. This reduces the combustion peak temperature and the
is n
h re
ole,
nitrogen oxide emissions are reduced.
spec
t to the co
Legend
rrectne
1 - Intake air
ss
2 - Throttle valve module J338 with throttle valve
o
cial p
f in
potentiometer G69
form
mer
3 - Exhaust gas recirculation
atio
om
valve with exhaust gas recirculation
n
c
i
or
n thi
e
potentiometer G212 and exhaust gas

t
sd
iva
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recirculation valve N18

p
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ProCarManuals.com
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yi 4 - Engine control unit J623

t.
Co
op
ht. C 5 - Exhaust gas supply line py
rig
rig ht
copy 6 - Coolant temperature sender G62
by
Vo
lksw
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cted 7 - Lambda probe G39agen
Prote AG.
8 - Exhaust manifold
9 - Turbocharger
10 - Exhaust gas cooler
11 - Exhaust gas recirculation
cooler change-over valve N345
12 - Intake manifold flap motor V157 with intake
manifold flap potentiometer G336
S403_046
The exhaust gas recirculation quantity is controlled An exhaust gas recirculation cooler ensures that the
according to a map in the engine control unit. The combustion temperature is additionally lowered by
engine speed, injection quantity, intake air mass, cooling the recirculated exhaust gases, and also an
intake air temperature and the air pressure are taken increased quantity of exhaust gases can be
into consideration. recirculated.
A broadband lambda probe is located upstream This effect is boosted further by the low-temperature
of the particulate filter in the exhaust system. The exhaust gas recirculation.
lambda probe enables measurement of the oxygen
content in the exhaust gas over a wide measuring The low-temperature exhaust gas recirculation
range. The signal from the Lambda probe is used function is explained in this book on page 23.
as a correction value to regulate the exhaust gas
recirculation quantity for the exhaust gas recirculation
system.
46
The exhaust gas recirculation valve N18 is a valve disk
operated by an electric motor. It is controlled by the
engine control unit and can be infinitely adjusted by
an electric motor. The travel of the valve disk regulates
the quantity of recirculated exhaust gas.
Effect upon failure
If the exhaust gas recirculating valve N18 fails,

the valve disk will be closed by a valve spring.
No exhaust gas can be recirculated.
AG. Volkswagen AG d
agen oes
olksw not
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ProCarManuals.com
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Exhaust gas recirculation
ot
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with exhaust gas recirculation potentiometer G212
h re
potentiometer G212
hole
spec
es, in part or in w
t to the co
The exhaust gas recirculation potentiometer records
the position of the valve disk in the exhaust gas
rrectness of i
recirculation valve.
l purpos
Signal use
nform
ercia
You find detailed information on the

The signal informs the engine control unit about the
m
a
design and function of the exhaust gas
com
tio
current position of the valve disk. This regulates the
n in
recirculation potentiometer in self-study
r
te o
amount of recirculated exhaust gas and thus the

thi
s
programme no. 368

iva
do
nitrogen oxide proportion in the exhaust gas.

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rp
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“The 2.0l 125 kW TDI engine with 4-valve

fo
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Effect upon failure t. Cop py
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If the sensor fails, exhaust gas recirculation is Prote
cted AG.
agen
switched off. The power supply to the exhaust gas
recirculation valve drive is disconnected and the
valve disk is closed by a valve spring.
47
Engine Management
Exhaust gas recirculation cooler

change-over valve N345
The exhaust gas recirculation cooler is a switchable
cooler. It allows the engine and the diesel particulate
filter to reach their operating temperature faster.
The exhaust gas cooler is activated at coolant
temperatures above 37 °C.
The exhaust gas recirculation cooler change-over

valve is an electropneumatic valve.
It supplies the exhaust gas cooler vacuum unit with the
pressure required to operate the bypass flap.
AG. Volkswagen AG d
agen oes
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Effect upon failure by V gu
ara
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ris nte
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If the change-over
ss valve fails, the bypass flap can c
ce S403_100
le
ProCarManuals.com
no longer be operated by the vacuum unit for the

un
pt
Exhaust gas recirculation cooler
an
d
itte
exhaust gas recirculation cooler. The bypass flap

y li
change-over valve N345
erm
ab
remains open and the exhaust gas cooling thus stays

ility
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active. This delays the engine and diesel particulate

h re
ole,
filter reaching operating temperature.

spec
t to the co
rrectness o
cial p
f inform
mer
atio
om
n
c
i
or
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Cop py
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Prote AG.
48
Throttle valve module J338
The throttle valve module is mounted upstream from
the exhaust gas recirculation valve.
The throttle valve module contains an electric motor

that operates the throttle valve via a gear mechanism. AG. Volkswagen AG d
agen oes
olksw not
Adjustment of the throttle valve is infinite and can be byV gu
ara
ed
ris nte
adapted to the relevant load and engine speed. tho eo
au ra
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ss
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nl
pt
The throttle valve module has the following
du
an
itte
y li
tasks:
erm
ab
ility
ot p
wit
, is n
In certain operating situations, the throttle valve
h re
hole
causes a difference between the intake manifold
spec
es, in part or in w
pressure and the exhaust gas pressure. Effective
t to the co
exhaust gas recirculation is achieved as a result
ProCarManuals.com
of the pressure difference.
rrectness of i
S403_101
l purpos
The quantity of intake air is regulated with the throttle

valve in diesel particulate filter regeneration mode. Throttle valve module J338 with
nform
ercia
throttle valve potentiometer G69

m
at
The flap is closed when the engine is switched off. Less
om
ion
Effect upon failure
c
air is therefore taken in and compressed, as a result
in t
or
his
te
of which engine shut off is gentle.

a
do
riv
Correct regulation of the rate of exhaust gas

p
cum
for
en
g
recirculation is impossible. There is no active

n
i t.
py Co
t. Co py
regeneration of the diesel particulate filter.
rig
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rig by
copy Vo
by lksw
cted agen
Prote AG.
Throttle valve potentiometer G69

The throttle valve potentiometer is integrated in the throttle valve drive. The sensor element measures the current
position of the throttle valve.
Signal use Effects upon failure
The signal informs the engine control unit about the If the throttle valve potentiometer fails, the exhaust
current position of the throttle valve. This information gas recirculation is switched off and there is no active
is required for regulation of the exhaust gas regeneration of the diesel particulate filter.
recirculation and regeneration of the particulate filter.
49
Engine Management
Diesel particulate filter system

In the 2.0l TDI CR engine, carbon particulate emissions are additionally reduced by means of a diesel particulate
filter in addition to measures implemented inside the engine. In the Tiguan, the diesel particulate filter is in a
housing together with the oxidation catalytic converter. It is located close to the engine so that it reaches the
operating temperature quickly.
Lambda probe G39
Exhaust gas pressure sensor 1 G450
Connection for exhaust gas pressure sensor G450

ProCarManuals.com
S403_054
Overview of system
AG. Volkswagen AG d
agen oes
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byV gu
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ab
ility
ot p
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spec
es, in part or in w
t to the co
S403_073
rrectness of i
Legend
l purpos
1 - Control unit with display in dash panel insert J285 7 - Lambda probe G39
nform
ercia
2 - Engine control unit J623 8 - Oxidising catalytic converter

m
at
om
3 - Air mass meter G70 9 - Diesel particulate filter

ion
c
in t
r
4 - Diesel engine 10 - Exhaust gas temperature sender 3 G495

o
his
ate
5 - Exhaust gas temperature sender 1 G235 11 - Exhaust gas pressure sensor 1 G450
do
priv
cum
or
6 - Turbocharger 12 - Exhaust gas temperature sender 4 G648

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Design ss
au ac
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nl
pt
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The diesel particulate filter and the oxidation catalytic converter are fitted separately from each other in a single
itte
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housing. The oxidation catalytic converter is located upstream from the particulate filter.
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Oxidation catalytic converter
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Diesel particulate filter
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Connection for exhaust gas pressure sensor G450
S403_091
The setup with upstream oxidation catalytic converter has the following advantages in conjunction with the
common rail injection system:
● The position of the oxidation catalytic converter increases the temperature of the exhaust gas ahead of the diesel
particulate filter. This allows the diesel particulate filter to reach its operating temperature quickly.
● In boost mode, extreme cooling of the diesel particulate filter due to the cold intake air is avoided. In this case,
the oxidation catalytic converter acts like a temperature store that releases heat through the exhaust gas flow to
the particulate filter.
● In the regeneration process, the temperature of the exhaust gas can be regulated more precisely in comparison
with the catalytic-coated diesel particulate filter. The exhaust gas temperature sender 3 determines the exhaust
gas temperature immediately in front of the particulate filter. This allows the quantity of fuel for the secondary
injection phase, which is used to increase the exhaust gas temperature during the regeneration process, to be
calculated precisely.
51
Engine Management
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The base material of the oxidation catalytic converter is made from metal to quickly reach the start-up c temperature.
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The oxidation catalytic converter converts a large
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The design and function of the oxidation
portion of the hydrocarbons (HC) and the carbon
catalytic converter is described in self-
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monoxide (CO) into water vapour and carbon

study programme no. 124
dioxide.
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“Diesel engine with catalytic converter”.
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Diesel particulate filter
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The diesel particulate filter consists of a honeycomb ceramic body made from silicon carbide. The ceramic body
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The filter walls are porous and are coated with a substrate comprised of aluminium oxide and cerium oxide.
The precious metal platinum, which serves as the catalyst, is applied onto this substrate.
Function
The exhaust gas, which contains carbon, flows

through the filter walls of the intake channels. Unlike
the gaseous components of the exhaust gas, the
carbon particles are retained in the intake channels.
S403_072
You will find basic information on
the diesel particulate filter system
in self-study programme no. 336
“The catalytic coated diesel
particulate filter”.
52
Regeneration
To prevent the particulate filter from becoming blocked with carbon particles, thereby impeding its function, it must
be regularly regenerated. During the regeneration process, the carbon particles that have collected in the
particulate filter are burned (oxidised).
The particulate filter is regenerated in the following steps:
● Passive regeneration
● Heat-up phase
● Active regeneration
● Regeneration drive by customer
● Service regeneration
Passive regeneration
ProCarManuals.com
During passive regeneration, the carbon particles are continuously combusted without engine management system
intervention. This is primarily carried out at high engine loads, e.g. motorway driving, at exhaust gas temperatures
of 350 °C – 500 °C.
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To heat up a cold oxidation catalytic converter and particulate filter as fast as possible and thus bring them to
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operating temperature, a secondary injection phase is initiated by the engine management after the main injection
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This fuel combusts in the cylinder and raises the combustion temperature level. The heat generated reaches the
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oxidation catalytic converter and the particulate filter via the air flow in the exhaust gas train and heats it up.
The heat-up phase is complete once the operating temperature of the oxidation catalytic converter and the
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particulate filter has been reached for a specific time.

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53
Engine Management
Active regeneration
The exhaust gas temperatures are too low for passive regeneration in a large part of the operating range. As no
further carbon particles can be degraded passively, the carbon accumulates in the filter.
As soon as a specific level of carbon has been reached in the filter, active regeneration is introduced by the engine
management system. The carbon particles are combusted at an exhaust gas temperature of 550 – 650 °C to form
carbon dioxide.
Active regeneration function
The carbon level of the particulate filter is calculated by two pre-programmed level models in the engine control
unit.
One carbon level model is determined from the user’s driving style and the exhaust gas temperature sensor and
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exhaust gas pressure sensor 1, the exhaust gas temperature sensors and the air mass meter.
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Exhaust gas pressure sensor G450
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S403_070
Oxidation catalytic converter Diesel particulate filter
54
Measures carried out by the engine control unit during active regeneration to increase the exhaust gas
temperature:
● The intake air supply is regulated via the throttle

valve module.
S403_074
● Exhaust gas recirculation is switched off to increase

the combustion temperature and the oxygen
content in the combustion chamber.
S403_075
● Shortly after a “retarded” main injection, the first

secondary injection is initiated to increase the
ProCarManuals.com
combustion temperature.
S403_076
● Further secondary injection is introduced long after
main injection. This fuel does not combust in the
cylinder, but evaporates in the combustion
chamber.
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flow and increases the exhaust gas temperature

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sender 3 G345 upstream of the particulate filter is

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S403_080
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● The charge air pressure is adjusted so that the

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55
Engine Management
Regeneration drive by customer
If the vehicle is only used for short journeys, the exhaust gas temperature is not sufficiently high to regenerate the
filter. If the contamination status of the diesel particulate filter reaches a limit value, the diesel particulate filter
warning lamp will illuminate in the dash panel insert.
This signal tells the driver to perform a regeneration drive. The vehicle needs to be driven at high speed for a short
period so that a sufficiently high exhaust gas temperature is reached and the operating conditions for successful
regeneration remain constant over the time period.
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For detailed information on driving behaviour when the diesel particulate filter
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Service regeneration
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If the regeneration drive is not successful and the contamination status of the diesel particulate filter has reached
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40 grams, the glow period warning lamp will light up in addition to the diesel particulate filter warning lamp.
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The text “Engine malfunction – workshop” appears in the dash panel insert display. yi
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The driver is thereby requested to seek the next workshop. In this case, the active regeneration of the diesel
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particulate filter is prevented by the engine control unit to avoid damage to the diesel particulate filter.
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The diesel particulate filter can only be regenerated in the workshop by means of service regeneration with
the VAS 5051.
Above a soiling state of 45 grams, service regeneration is no longer possible as the risk
of destroying the filter is too great. In this case, the filter should be replaced.
56
Regeneration stages of 2.0l TDI CR engine in the Tiguan
Replacement of filter
Soiling in grams
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The “kilometre regeneration” is a route-dependent
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regeneration in the respective The engine control unit automatically initiates active
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stage regeneration if there has been no successful

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regeneration or no regeneration at all in the last 750 -

1000 km regardless of the soiling status of the diesel
Passive regeneration
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The “kilometre regeneration” serves as an additional

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Active regeneration
safeguard to keep the contamination state of the
diesel particulate filter low.
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A small amount of engine oil is always burnt while the engine is running. Some of the burnt engine oil
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collects in the diesel particulate filter in the form of ash. This oil ash can also not be decomposed
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during active regeneration.

To ensure efficient functioning of the diesel particulate filter, the limit value for the ash mass in the
measured value block needs to be checked during the inspection service.
The diesel particulate filter should be replaced if this limit value is exceeded.
Please refer to the information in “Maintenance Manual” in ELSA.
57
Engine Management
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Glow plug system
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The 2.0l TDI engine with common rail injection system has a diesel fast start glow plug system. This enables
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Advantages of this glow plug system:
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● Petrol engine-like start at temperatures down
to minus 24 °C.
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● Extremely fast heat-up time. Up to 1000 °C are
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● Controllable glow and post-start glow
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● Part of European On-Board Diagnosis glow plug

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Overview of system
Glow plug 1 Q10

Engine speed sender G28
Automatic glow period

control unit J179 Glow plug 2 Q11
Coolant temperature sender G62

Data bus diagnostic
interface J533
Glow plug 3 Q12
Onboard supply
control unit J519 Control unit with display in
dash panel insert J285
Glow period Glow plug 4 Q13

warning lamp K29
S403_057
58
Function
Glowing
The steel glow plugs are actuated out of phase by the engine control unit via the automatic glow period control unit
J179 with the aid of a pulse-width modulated signal (PWM). The voltage at the individual glow plug is adjusted via
the frequency of the PWM pulses in this case. For rapid starting at outside temperatures below 18 °C, the maximum
voltage of 11.5 V is applied for heating. This guarantees that the glow plug is heated to over 1000 °C within the
shortest possible space of time (max. 2 seconds). This reduces the engine glow period.
Post-start glowing
By continuously reducing the pulse duty factor of the PWM signal, the voltage for post-start glowing is adjusted to
the rated voltage of 4.4 V depending on the operating point.
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The post-start glowing is carried out for max. 5 minutes afterolkthe oea
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18 °C. The post-start glowing helps reduce the hydrocarbon d emissions and combustion noises during
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warm-up phase. t
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Offset-phase control of glow plugs
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The glow plugs are activated in offset phases to relieve the burden on the onboard supply during the glow phases.
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The falling signal edge always activates the next glow plug.
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Cylinder 1 Prote AG.
Cylinder 2
Cylinder 3
S403_056
Cylinder 4
Time (s)
59
Engine Management
Functional diagram
ProCarManuals.com
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A Battery G235 Exhaust gas temperature sender 1

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C Alternator G247 Fuel pressure sender

F Brake light switch G336 Intake manifold flap potentiometer
G6 Fuel system pressurisation pump G450 Exhaust gas pressure sensor 1
nform
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G28 Engine speed sender G476* Clutch position sender

m
G31 Charge air pressure sender G495 Exhaust gas temperature sender 3
at
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G39 Lambda probe G581 Position sender for charge pressure positioner
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G40 Hall sender G648 Exhaust gas temperature sender 4

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G42 Intake air temperature sender J17 Fuel pump relay

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G62 Coolant temperature sender J179 Automatic glow period control unit
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G69 Throttle valve potentiometer J317 Terminal 30 voltage supply relay

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G70 Air mass meter yi J338 Co Throttle valve module
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G79 Accelerator position sender t. C J519 py Onboard supply control unit
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G81 Fuel temperature sender gh J623 Engine control unit
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G83 Radiator outlet coolant temperature sender c by lksw J832 Relay for supplementary fuel pump
G185 Accelerator position sender 2 cted agen
N18 Exhaust gas recirculation valve
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G212 Exhaust gas recirculation potentiometer N30-33 Injectors for cylinders 1-4
60
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S403_048
N75 Charge pressure control solenoid valve 1 CAN data bus low
N276 Fuel pressure regulating valve 2 CAN data bus high
N290 Fuel metering valve
N345 Exhaust gas recirculation cooler change-over valve
Q10-13 Glow plugs 1-4
S Fuse Input signal
V157 Intake manifold flap motor Output signal
V178 Coolant circulation pump 2 Positive
V393 Supplementary fuel pump Earth
Z19 Lambda probe heater CAN BUS
Bi-directional
* only in vehicles with manual gearbox
61
Service
Special tools
Description Tool Application
T10172/9 Adapter Adapter for counter-hold tool T10172

for counter-holding sprocket of high-
pressure pump
S403_113
ProCarManuals.com
T10377 Assembly sleeve For fitting the O-ring on the injector
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T10384 Ratchet wrench For fitting and removing the diesel

particulate filter
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S403_114
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62
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T10385 Socket ed For removing and fitting
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S403_112
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T40064/1 Thrust piece Thrust piece for puller T40064 for
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for the high-pressure pump
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T40094 Camshaft fitting tool For removing and fitting the camshaft
T40094/1 Mount
T40094/2 Mount
T40094/9 Mount
T40094/10 Mount
T40094/11 Lid
S403_063
63
Service
Special tools
T40095 Clamping tool For removing and fitting the camshaft
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T40096/1 Clamping tool For clamping the split camshaft wheel
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when fitting and removing camshaft

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T40159 Socket with ball head For assembly work on intake manifold
S403_067
64
Test Yourself
Which answer is correct?
One or several of the answers which are provided may be correct.
1. What is the purpose of the intake manifold with swirl flaps?
a) The swirl of the intake air is adjusted via the position of the swirl flaps depending on the engine speed and
load.
b) On the basis of the position oof

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wagswirl flaps, the system switches between a short and long intake
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c) The swirl
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r a the air supply is interrupted so that engine runs
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to a stop smoothly.
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2. Which statement about the low-temperature exhaust gas recirculation is correct?

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a) The cooling of the recirculated exhaust gases allows a larger quantity of exhaust gases to be recirculated
and further reduces the nitrogen oxide emissions from the engine.
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b) The cooling of the recirculated exhaust gases protects the diesel particulate filter against overheating.
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c) The recirculated exhaust gases are cooled so that the engine achieves a higher maximum output.
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3. What is the purpose of the overflow valve in the high-pressure pump?

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a) The overflow valve regulates the quantity of fuel that enters the high-pressure area. py
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b) It regulates the fuel pressure in the low-pressure area of the high-pressure pump.
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c) It is a safety valve that protects the high-pressure pump from excessively high fuel temperatures.
65
Test Yourself
4. Which statement about the supplementary fuel pump V393 is correct?
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a) The supplementary fuel pump V393 supplies lthe agen
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c) The supplementary fuel pump increases the fuel pressure in the supply line and supplies the high-pressure
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5. Please fill in the missing terms:
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1 - Control unit with display in dash panel 7 - ………………………………………………………
insert J285
8 - ………………………………………………………
2 - ………………………………………………………
9 - ………………………………………………………
3 - ………………………………………………………
10 - ………………………………………………………
4 - Diesel engine
11 - ………………………………………………………
5 - ………………………………………………………
12 - ………………………………………………………
6 - Turbocharger
6. What is this special tool required for?
for …………………………………………………………
S403_068
66
67
Answers:
1. a;
2. a;
3. b;
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5. 2 - Engine control unit J623 by rig
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5 - Exhaust gas temperature sender 1 G235

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68

SSP 403 20l Tdi Engine With Common Rail

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SSP 403 20l Tdi Engine With Common Rail

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Service Training

Self-study Programme 403

Common Rail Fuel Injection System ss

By combining the successful and proven 2.0l TDI

injection diesel engine to be used in a car, successfully

continues with the 2.0l TDI engine. This confirms

Volkswagen’s position as a pioneer in diesel

The engine already fulfils the requirements of the

Euro 5 emissions standard that will come into force

emissions standards and the associated technologies.

Engine Management . . . . . . a. g.en. A. G. ..V.olk. s.w.ag. e.n.AG. .do.e. . . . . . . . . . . . . . . . . . . . 40

Technical data Power and torque development graph

Engine code CBAB

Maximum output 103 kW at 4200 rpm

Maximum torque 320 Nm at

Compression ratio 16.5:1

Engine management Bosch EDC 17

(common rail fuel injection

Engine speed rpm

Fuel Diesel, in accordance with

Exhaust gas cleaning Exhaust gas recirculation,

diesel particulate filter

yi Teeth for oil pump

Exhaust channels Cylinder head

The injectors are secured in the cylinder head with

Vent ducts in cylinder head

Seal for combustion

Intake camshaft Injector

Exhaust valves Intake valves

The intake ports are designed as swirl and charge

Intake manifold with swirl flaps

The swirl of the intake air is adjusted via the position

The swirl flaps are moved by the intake manifold flap

Design Intake plenum

Intake manifold flap motor V157

combustion chamber for all operating ranges.

At engine speeds above approx. 3000 rpm, the swirl

flaps are fully open. Good combustion chamber filling

is achieved thanks to the increased air throughput.

The swirl flaps are open when the engine

is started, in limp-home mode and at full

are driven with little noise.

Fixed spur gear

Both spur gear parts are pushed axially together via

This rotational movement offsets the teeth of both

compensation between the intake and exhaust Tooth offset

camshaft gear wheels.

Cylinder head gasket

The cylinder head gasket consists of 4 layers and has

● Vertically profiled combustion chamber stoppers

Combustion chamber stopper refers to the sealing

This means that the profile of the edge along the

combustion chamber has different heights. This

special shaping achieves an even distribution of the

tightening forces on the combustion chambers. This

reduces cylinder bore warpage and sealing gap

“Rear land support”

Rear land support is the profile around the two outer

Rear land support

Camshaft drive pulley

Toothed belt drive

Crankshaft Air conditioner compressor

Ancillary unit drive