KE Motronic in the my ee eR) ry Construction and Operation. Self Study Programme No. 102. Service Department.2.0 Itr. engine 16 V 9 The new 2.0 1tr, 16-valve engine represents @ powerful engine to broaden V's range. This 2.0 ltr. 16-valve engine is based on the 16 V enaine with a swept volume of 1.8 1tr. which is already familiar and has been tried and tested in the Golf, Jetta and Scirocco. The potential power of 100 kl (136 bhp) in combination with regulated Gatalyst technology has been achieved! by enlarging the swept volume to 2.0 ltr. The mixture preparation and ignition for this engine are controlled by a new electronic system - the so-called "KE Motronic" system. An overview of the engine data: lcode letter oA Capacity 1984 cc Bore/stroke 82.5/92.8 mm Power output 100 kw (136 bhp)Contents Fuel system Activated charcoal filter system Overview of the fully electronic engine management system Information senders Idling speed stabilization Ignition control |_| Self-diagnosis a— oO OH Details concerning checking and repair procedures can be found in the Passat 1988 > Workshop Nanual and in the appropriate current flow diagrams.Sencer for fuel gauge The fuel lift pump and the fuel gauge sender are combined to form one unit, Rubber mount Primary fuel fitter It works like Tenperature-related expansion of the fuel tank is compensated for by the telescopic action of the fuel gauge sender shank. It is thus ensured that the correct resistance from the fuel gauge sender with regard to che amount of fuel in the tank at thet actual moment is always supplied to the fuel gauge. Anew type of rubber mounting for the fuel lift pump reduces the anount of noise nade during operation to a minimum. 4Fuel pump, fuel pump accumulator, fuel filter and pressure accumulator are mounted on a carrier plate below the vehicle floor. The solid carrier plate mainly protects the fuel pump accumulator against being destroyed in the event of an accident. Pressure accumilator Fuel Filter Connection 3 Comection 1 Fuel pump scounul ator Fuet pump, © Fuel pump: The fuel pump is set to a system pressure of 6.1 - 6.6 bar. The familiar fuel pump used in the Golf GTI with K detronic is used. 0 Fuel pump accumulator: The fuel pump accumulator has capacity for approx. 800 cc of fuel and supplies the integrated fuel pump with fuel free of vapour bubbles. The fuel from the 11ft pump, which is in continuous operation when the engine is running, is transferred into the fuel pump accumulator via connection 1, Connection 2 receives the “return fuel" from the system and the surplus fuel is returned to the fuel tank via connection 2. Fuel filter: The maintenance-free fuel filter, familiar from other systems, 1s used. © Prassure accumulator: A pressure accumulator with a capacity of 10 ce and a holding pressure of 3.3 bar is fitted,Diaphragm pressure regulator and fuel metering distributor seve ton to return, = The diaphragm pressure regulator limits the system pressure to a value of 6.1 to 6.6 bar, (he Differential procsure regulator Fuel metering distributor — Diaphragn’ pressure **terr regul ator o If the system pressure is less than © If the systen pressure is greater that specified, the air-fuel mixture than that specified, the air fuel ( will be overrich. mixture will be excessively lean. When the engine is operating at full load, the control plunger is moved into an assigned position by the control lever. As the lambda contro? does not function during full-load operation, a deviation in the prescribed system pressure would cause a change in the hydraulic counterpressure from above onto the control plunger and, at the same time, a change in the mixture composition. Injectors The injector breaking pressure has been increased to 3.7 - 4.8 bar_to avoid vapour bubble formation. The con- necting thread (N10X1) on the injec- tors is now finer. When performing checking using tester V.A.G 1349, adapter V.A.G 1349/1 must be used to cornect the injectors to the tester. V.A.G 1349/1 6@ Due to changes in temperatures fuel vapours which escape into the air with conventional fuel tank venting and breathing systems, occur principally in fuel tanks. In order to avoid these emissions caused by evaporation and also to comply with various statutory requirements, activated charcoal filter systems have been ‘introduced Activated charcoal filter Fresh air It works like this Both with the engine stationary and running, as a result of the petrol heating up fuel vapours escape from the tuel tank through the hose connection via the centre connection 1 into the activated charcoal filter. The activated charcoal is regenerated by fresh ain which is drawn in by the intake vacuum at the throttle housing via the two solenoid valves and hose connection at Connection 2 and via the activated charcoal of the filter. As a result of this, the fuel particles clinging to the activated charcoal are supplied to the engine. Solenoid valve II performs the function of a cut-off valve. It prevents possible starting problems and running-on of the engine, and is opened when the ignition is witched on. Solenoid valve I is opened (clocked) by the KE Motronic contro! unit 60 seconds after starting up the engine, depending on the engine speed, load and lambda control function. Note: Solenoid valve I may be checked via final control diagnosis.Together with the electronic ignition, the electronic control for the fue} injection syston forms a fully electronic engine maragenent systen. ‘he tro sepirate functions making up the engine control system are integrated in the HE wotronte conirol unit, The anount injected and the Ignition angle ere edjusted precisely via continuous evaluation of the sensor signals. Igeteiontietegpotat Input ne entut for Speed signs) . KE Hetronteeonerot ante rte: KD one stat valve The fault nenory for self-diagnosis has been added to the fully electronfe engine rrenagenent system and, together with the finel control diagnosis. zyitem, offers Seciztance with faule finding and fault receiFiestion, With the KE Motronic cysten, faults which occur when driving are stered and, at the stm tine, replaceant npasires are activated to prevent angina damege and C ncontel ize engine rareiag ue Events stored are: Faults in control unit, failure of sensors. to previde conor tong ete, {informations breaks in-cables. short cirsults ane tera incorrect information fran sensors,50000 49000 ‘20000 20000 10000 ‘8000 7000 5000 3000 2000 1000 750 500 400 300 200 100 30 80 10 2020 0 20 40 60 80 100 120 °c Coolant temperature sender The design of the coolant temperature sender is as an NTC resistor. It sends an assigned resistance value to the KE Motronic control unit, depending on the coolant temperature. By processing this sender signal, the KE Motronic control unit performs a correction of the mixture composition, control current. for the idle stabilizing valve (idling speed) and ignition firing point. The coolant temperature sender is installed on the left-hand side of the cylinder head. © If there is a break in the cable or should the sender fail, the control unit switches to an emergency running progranme. As replacement values, the date for 0° C are used as a basis for starting and the data for 60° C are used for other engine ranges. « Note: Faults and defects are detected by the KE Motronic control unit fault memory. 10Potentiometer Depending on the position of the air flow meter pressure plate, the potentioneter sends an appropriate voltage signal to the KE Notronic control unit in order to establish the instantaneous load value on the basis of this. signal is required both for the ignition and for the idling stabilization. The potentiometer has been precision-set at the factory for perfect engine running nder all load conditions. This factory-adjusted potentiometer setting (basic setting) is to within tolerances in the mV range and cannot be performed using normal u workshop measuring equipment. 0 Load recognition for ignition controT ° ° ° 0 ‘Acceleration enrichment Fu'l-load enrichment Id‘ ing stabilization Knock control (brief retardation of ignition by 5°) The potentiometer voltage signal is used for: 0 Lambda control 0 Activated charcoal regeneration Qrore: Faults and defects are detected by the KE Motronic control unit fault memory. What is new is that this nDistributor A distributor without centrifugal advance and vacuum timing control is used. At approx. 72° crankshaft before TOC for each cylinder, the Hall sender transmits a voltage signal to the KE Motronic control unit. On the basis of these signals, the controt unit calculates the contro) functions depending on engine speed and the ignition r angle. . Note: Faults and defects are detected by ‘the KE Motronic control unit fault menory . Wal] sender lating switch Idling switch The idling switch supplies the KE Motronic control unit with information on the throttle valve position. When closed, it supplies the control unit with an earth signal at terminal 28 of the connecting plug. ‘The earth signal fron the idling switch is used for the: © Control signal to the idling stabilizing valve o Control signal to the overrun cut-off o Control signal for the idle stabilizing valve overrun air control current © Activation of the special ignition map in overrun. Connecting plug Note: Faults and defects are detected by the KE Motronic control unit fault memory. 12Mount ing bolt Stee? bushing Sensor wire neck soncore hat is now is that the two knock sensors detect possible ignition knocking. Knock sensor 1 is between Nos. 1+ 2 cylinders, and ineck serser II is betneen Nos. 3+ 4 cylineers’on the crank housing. Thanks to the use of tho knack sensors, an even better systam, unifera for all cylinders, permits even the slightest knocking nofses to be detected and evaluated. Use is made of the familiar knock sensor with integrated steal bushing which protects the quartz against possible deformation as'a result of excessive toraie. Note: Faults and defects are detected by the RE Motronic control unit. fault menory. Ignition firing point sender The firing point sender is designed as an inductive Sender and encompasses the fanition cable for ND. cylinder. Once the’ engine has been startet up, it sends a voltage Signal to the KE Motronic control unit at the instant. when No. 4 cylinder 1s ignited. this signal actuates an electronic switch which conducts the knock sensor signal for the respective cylinder to the evaluation circuit. Note: Faults and defects are detected by the KE Motronic contro! unit fault menory. 13mA +150 Enrichment 1init +23 ( Adeptetion rongo —| 0 L 16 ( | | | | = 70! Vi vensavmews Differential pressure regulator Use is made of the familiar differential pressure regulator. The KE Motronic control unit supplies the differential pressure regulator with ¢ verieble control current between - 70 mA and + 150 mA, depending on the mixture requirement. The specified setting point for CO adjustment is 0 to 5 mi. o What is new is the so-called self-adaptation. Within this adaptation range, disturbances such as lack of air or outside air are compensated for so that constant ‘idling and exhaust characteristics are guaranteed over a long period of time. Note: Faults and defects are detected by the KE Motronic control unit fault memory. Before setting the CO, interrogate fault memory for possible overshoots of lanbda control limits. 14KE Motronic control unit Cold start valve | ® —_— Termina) 15 ‘ | Seconds 10 Duration of injection NRA O 7250-15 0 5 25 40 °%G, Coolant: temperature Cold start valve The cold start valve is activated by the KE Motronic control unit in conjunction with the coolant temperature sender. The amount of fuel metered is determined by the duretion of injection and a variable duty cycle between 50 - 100 %, depending on the starting tenperature. If starting problems occur when the coolant temperature is above 112° C, after approx. 2 seconds the cold start valve is also actuated for approx. 7 - 8 seconds with a duty cycle of 10 % (100 % duty cycle corresponds to complete opening of the cold start valve). lote: Faults and defects are detected by the KE Motronic control unit fault memory. 15,The task of the idling stabilization system is to balance out disruptive fluctuations in idling speed which occur at various engine loads. The idling stabilizetion system, introduced since model year 1983, has been developed even further, the emphasis being ‘on even greater speed of reaction and stable exhaust characteristics. What is new is that factors influencing idling speed, such as outside ir or lack of air, are compensated for by the so-called self-adaptation process. Throttle valve Ieling stadil izing valve Potentionster, ofr Flow neter Mognetic coupling for afr conditioner Selector lever Engine speed from Hal} sender Cooiant tempersture lating switch Speed sender KE Motronic control unit The idle stabilizing valve is actuated by the KE Motronic control unit. Information variables for the KE Motronic control unit for idling stabilization are: Engine speed from Hall sender, operating temperature from coolant tenperature sender, throttle valve position trom idling switch, voltage fron air flow meter potentioneter, speed ¢ signal from speedometer Hall sender, and for the following optional equipment: the at¥ conditioner magnetic coupling and the selector lever switch for automatic gearboxes. 16@... stabilizing valve The idle stabilizing valve is designed as a single-winding rotary actuator. At one end of the pivoting armature is a rotary spool and at the other end there is a return spring. Wher an electrical control signal is transmitted, the pivoting armature turns in the opposite direction to the force of the spring. The pivoting armature position and ‘thus the amount the valve is opened as enabled by the rotary spool, is determined by the level of the engine contro! current (duty cycle). If the idle stabilizing valve fails, the return spring presses the pivoting armature against a stop so that the amount the valve is opened, as enabled by the rotary spool, remains constant. The engine speed then corresponds approximately to the warm idling speed and ensures that the engine will continue running in case of an energency. To intake manifold é = : Pivoting ‘armeture Soe? : Return spring Rotary spool ~ To intake manifold 2 Rotary spool Fron inteke eir elbow ¢ From tae ai thon) The control signal to the idle stabilizing valve on the positive side is transmitted via terminal 1 after "ignition on". On the negative side the control current is determined by the KE Motronic control unit between 400 mA (smallest opening) and 1200 m& (largest opening), depending on engine load. N further function of the idling stabilization system is to control the amount of air required in overrun. The level of control current for overrun air control is dependent on engine speed and assumes the idling switch is closed. It works like thi Factors affecting idling speed such as a small amount of outside air or lack of air are detected by the air flow meter potentiometer when the idling switch is closed and adapted via changing the control current to the idle stabilizing valve. : Provision has not been made for idling speed adjustment and measuring the control current for the control signal to the idle stabilizing valve. Faults and defects are detected by the KE Motronic control unit fault memory. 7C A separate power output stage is fitted to the ignition coil. It switches the primary current on and off according to a voltage signal from the KE Motronic contro} unit. Ignition coil and power output stage Terminal 15 KE Motronic control unit Power output stage The advantages of placing the power output stage separately and positioning it outside the control unit are that it offers easier access when performing checking operations, better heat dissipation and lower voltage losses thanks to direct actuation. C 18Ignition maps The KE Motronic contro? unit memory contains a variable ignition map. With only a minimal loss of power output, this device enables the driver to operate the vehicle on unleaded regular petrol (min. 91 RON) too. The corresponding ignition firing point is assigned depending on the operating conditions of the engine. Ignizton firing point before Toc Ignition map | Ignition map 11 T T T @ 1000 2000 3000 4000 5000 6000 min With increasing engi direction of "advanc However, with increasing engine loading, the amount of advance is reduced. The ignition firing point is determined by the KE Motronic contro) unit according to pre-programmed values (ignition map). Ignition map I is designed for engine operation with unleaded premium petrol. Ignition map II applies in the event of increased knocking frequency, when using unleaded regular petrol or if engine conditions are unfavourable. The ignition is controlled after evaluation as per the sensor signals. speed the ignition firing point is moved more in the 0 Potentiometer on air flow meter for © knock sensors I + IT for knock control detection of engine load © Sender for ignition firing point for 0 Coolant temperature sensor for detecting and assigning signals from ‘ignition angle correction, engine knock sensors I and It cold 3 - 5° towards "advance" and © Hall sender for engine speed and engine warm (above 112° C) 3 - 5° ignition angle assignment towards "retard", 19Nonitoring ignition Firing point For best possible engine operation whilst, at the same time, obtaining high efficiency in all operating conditions means thet the ignition firing point must be controlled so it is a8 near as possible to the knock limit, Thanks to the use of two knock sensors, an even better system, uniform for all cylinders, permits even the slightest knocking noises to be detected an evaluated. 4p tanition tiring point Knocking occurs Knocking occurs Advance operating condition If ignition knock occurs in one cylinder, this is detected for the specific cylinder involved by the KE Motronic control unit in combination with knock sensors I + II and the ignition firing point sender. The control unit retards the ignition firing point for the cylinder concerned by 3.1°. If the knocking is rectified, the ignition firing point is moved in the direction of "advance" in steps of 0.35° until the pre-progranmed ignition map is achieved. If the knocking continues further or occurs again, the ignition firing point for each cylinder can be retarded up to 15°. If the sum of ignition angle retardation of all cylinders is more than 20° for a period of more than 5 seconds, the pre-programmed —( janition map is retarded by 5°. 20¢ term self-diagnosis refers to electronically controlled systems where the control unit 1s equipped with a fault memory. Faults which occur during driving, e.g. defects in the control unit, sensor and actuator faults, cable breaks, short circuits and incorrect information from sensors, are stored in the control unit fault menory. It is possible to make a quick assessment and diagnosis of the entire engine management systen with a minimun of outlay for checking and measuring. FG | EIN | Iie Datentber NNR) "Interrogation" and evaluation of the fault memory is only envisaged for workshops. For this, the new Repair Group 01 has been created especially for self-diagnosis, which is now an internal part of the current Workshop Manual and described in detail in the test procedure. est lamp V.A.G 1527 or the fault read-out unit V.A,G 1550 or V.A.G 1551, as Ppropriate, are available for evaluating the fault memory. 2