c _ Volkswagen POLO REL ‘CO Dyer Pits] Olean = Sastry Programme Service DepartmentThe Polo The New Polo - Model 1995 - in the 3rd Generation The small Volkswagen, the Polo, has been on the market for almost 20 years now. It was derived at that time from the Audi 50 and has undergone constant further development. 1975 1977 1981 1982 1990 1994 the first Polo came on the market range was enlarged by the netchback version "Derby" the first generation change saw the introduction of the Polo fastback version the Polo Coupé was added to the modal range the Polo Fastback and Coupé underwent thorough revamping the 3rd generation of the Polo is launched as a two- and four-door version, with a base model which already displays the strengths of the marque SSP 166/1 SSP 166/2@ Contents Page (The Polo 4 + Driving and Vehicle Safety 4 * Passive Safety 16 + Environmental Protection as Corporate Policy 23 * Self-Diagnosis 23 g Engine / Gearbox Combinations 26 © Hy Range of Engines 28 {Mounting of Engine / Gearbox Assembly 30 My Gearbox 32 + Shift Mechanism 35 Suspension 36 + Front Suspension 37 + Rear Suspension 43 a Brake System 45 au ABS 47 + Function Diagram of ABS ad ® fy Steering 58 My Electrical System 62 + Immobiliser 64 + Solf-Diagnosis 68 Heating / Ventilation System 69 @® AirConditioning System 4 & Seat Belt Tensioner System 7 + Safety Precautions st * Disposal 2 (Glass Sliding / Tilting Roof 88 Test Your Knowledge 85 @ & Please refer to the up-to-date repair literature for the precise testing, adjustment and repair instictions.‘The small Volkswagen sets new standards in the 1995 model year, fit SE one AE vec and passtoger albog ale setae RR on reo lees snug ard - = tactronealy apie oot serial sinacesn NEN eartteymstieee y 7 \\ ‘ative exrai syta trot wath Saatia aie Gane FE arconaeing AE rent sot tote NE Sis ingot wotesion <2 Dust ana plone ys Be Ramen 2 Fate ebro tora ‘split V/s 10 2/5 AE ‘wecxicny renee aioe dom miro © satay song syst wi tight ater 13° whels wih larger spring travel ano Fesistance-welded sie members new sping/aamper tung, a5 well as atfront andrea a7" braxesservo unt NE a siasi nealoneve SE cas sione aneThe Polo Modular principle as sales policy for the first time with the launch of the Polo The previous equipment levels ( CL, GL, GT, G40) is replaced by the new modular packaging principle, which is a first in the car industry. With the launch of the new Polo, there will be a very well equipped base model. This can be combined with modules structured according to different themes to produce a car which closely reflects the customer's individual preferences and financial possibilities. Base Model SSP 166/4/5 Individual Preferences SSP 165/68Modular System Engine and suspension module } eae Includes e.g: Engine and gearbox ® r | Interior equipment module Wheels / Tyres aD a. + Includes e.g: Seats nal equipment module Interior equipment “ ot, 7 7p i (7 = ——Indludeseg: Doors} _ >) lL { fs rea ® Light ang Visibility ; Pre SSP 16/7The Polo >) ‘The Polo, available as a four- or two-door, with its new face, its wedge-shaped look from the side as well as the steep tall, features a special dynamism. Despite enlarging the wheelbase, the car is shorter in overall length. This means extremely short overhangs and an enhancement in ride comfort and safety. The car has grown in width and height, which is reflected in the unusual level of interior comfort with an unchanged comfort dimension. The 11% improvement in aerodynamic drag - the Cd figure - results in a now aerodynamic standard in this class of car. SSP 1660/8 Polo lupte model 1994 Model 1995 Change Length (mm) 3765 aris -50 Wath (mm) 1870 1655 85 Height (mm) 1350 1420 70 Wheelbase (rir) 2335 2400 65 | Comfort area (m2) 2377 2813 0496 Cooticiont of aero: 036 032 1% | dynamic drag {Ca}© Range of engines Three thoroughly revamped petrol engines will be available at the market launch of the new Polo 1.04tr. - 33 KW/ 45 HP 1.34tr. - 40 KW/55 HP 1.64tr. - 55 KW/ 75 HP. An 1.9-lt, naturally aspirated diese! engine will round off the engine range initially in the model year 1995. The base model of the Polo js fitted with the 1.0-Itr. petrol engine. The engine has been converted to fun on Euro premium fuel with an octane rating of 95 RON in order to maintain the previous output of 33 KW. Grustics ssp 166/10 | may Sound insulation mm Sealing [a Anti-droning N fs ® =e SSP 166/11The Polo Vibrations | __|ssp 166/12 Anti-theft protection Ww SSP 166/13® Equipment SSP 166/14 Product quality @ Fe, a, Assembly sequence SSP 166/15 MM iststage TM and stage | HE 3rd stageThe Polo Front end module SSP 166/16 Cockpit module SSP 160/17oT Fae ® Body Finite-element analysis (calculation of the minutest body structures) as early as the initial development phase with accompanying crash tests has resulted in a body which fully reflects the high safety standards typical for Volkswagen. ‘SSP 166/18 Steering SSP 160/19riving and Vi le Safety Active safety designed to prevent accidents ~_ Automobile safety has a long tradition at ‘Volkswagen. ‘When it comes to this aspect, the 3rd generation of the Polo has some ‘outstanding features to offer. ‘SSP 166/20 SSP 166/21 | SSP 166/22Seeing and being seen + Ideal all-round visibility + Perceptual safety, even in poor weather conditions, is ensured as a result of the standard, intense Halogen headlights and the side auxiliary turn signal lights, @ SSP 166/25 - ] Diao pee eee system with rake servo unit and load-dependent brake force limiter. SSP 166/24Passive Safety 6 @ Passive safely helps to prevent and reduce the consequences of accidents. Door window shaft 5° 186007 In an accident, the body has to absord the kinetic eneray by deforming ard at the same tme to fer al the passangers the maximum chance of surval by providing @ dmensionaly stable safety cel. ssp 16628 SSP 166726 5 SSP 166729, Frontal crash -25 mph = $6 km/h - SSP 166730,Passive Safety The side members at front and rear are manufactured from three different sheet steel thicknesses - thin/thick/thin - and joined by the resistance welding method. ae This ensures computer-calculated, optimal concertina-like crumpling without additional stiffeners. SSP 166/31 SSP 168/32 ©SSP 166/33 SSP 166/34_ Passive Safety Restraint system The interaction of the + fastened, height-adjustable 3-point inertia reel ‘seat belts + with pyrotechnical belt tensioners with mechanical release sensors + telescoping, deflected steering column safety seats and the optional driver and passenger airbags, represent the safest occupant restraint system for front passengers at present. SSP 166/35 Pyrotechnical seat belt tensioner a | SSP 166/36 0 20Driver and passenger airbags * The driver airbag, with a volume of 35 litres, and the passenger airbag, with a volume of 65 litres, are activated, if necessary, by the airbag control unit installed centrally on the front tunnel. * The system can be diagnosed with the V.AG. 1551 fault reader. + Driver and passenger airbags are available as. optional equipment. SSP 166/37 |_ Safety seats + The front seats with a stable seat pan and ‘supporting panels to the tubular frame are provided with a special seat ramp to | prevent the occupants slipping through below the lap belt (submarining).. * Accross-member between the fittings on the frame of the backrest ensures the survival pace in the event of a side crash. + Two head restraints are available for the rear seats in an interior equipment module. SSP 166/38 21Passive Safety Safety steering » ‘The steering even of the base model can be adjusted for height to allow the steering wheel to be set to the ergonomically best position. + In the event of a crash, the clamping mechanism is released and a wedge forces the steering column down along the adjustment path into the ‘safest position for the driver, and also to ensure proper inflation of the airbag, * Steering tube and column can telescope by as much as 150 mm and prevent the steering penetrating far into the interior, SSP 165/39 Direct bonded windows ‘SSP 166/40 22Use of plastics in various industries Packaging sector 21.5% Electrical and electrical engineering | industry 15% Dyes, paints, adhesives etc. 0% Miscellaneous. 10 % Vehicle industry 7.0% Building sector 25% Domestic products 25% Agriculture 40% Furniture, ~ furnishings 5% SSP 166/41 (Aine venicie industry has only a7 % share of the total volume. The environment principle is avoiding is better than reducing reducing is better than recycling recycling is better than disposal 23Environmental Protection as Corporate Policy Principal plastics in the Polo © Identific. | Material designation |inace. with [VDA Recom- |mendation (260 | 11 | PP- EPDM Compound of polypropylene and ethylene-propylene- diolefine-rubber 22) PP-GF Glass fibre-reinforced polypropylene 33 | ABS Aerylonitrle-butadiene- styrene copolymer | 44 ASA ‘Acrylonitrle-butadiene- styrene acrylic ester Use (point) Proportios Bumper cover Very light. As a result of elastomer portion (EPDM) modified to be impact resistant. Very suitable for painting without oxidative pretreatment. Good resistance to weather and ozone. Resistant fo white discoloration. Recyclable. | High mecharical strength and () dimensionally stable athigh | temperatures, Recyclable. Gan be re-used for non- automotive pars | Harder, stfer and more Mirror housing resistant to scratching than ethylene and propylene Radiator gi ‘As ABS -unpainted- Resistant to UV rays. => __ = SSP 166/42/43/44/45 Practically all the plastic parts of the Polo which are at risk from impact damage are colour- ‘coordinated with the body. Damaged parts can therefore be repaired and then resprayed | This means a reduction in waste The Plastic Repair Kit, Part No. D 006 600, enables * alastic + semi-rigid + rigid piastics on the car to be * bonded + reinforced + iled and then resprayed, SSP 168/46 24Self-Diagnosis ® Self-diagnosis The following systems feature a self-diagnosis: 1. Engine management o 2. ABS 03 3. Airbag 16 4, Immobiliser 25 Quin the aid of "Rapid Data Transfer" you achieve rapid and reliable fault finding. SSP 166/47 25fsa iit “The existng 085 gearbox wil also be usedin the naw Polo. ‘Thee ected se Be atte ‘Anumber of addiional measures have been taker to Improve the convenience ard smoctn shiting of te + the 1.0 engine known from the grevicus model, with the Mone - Motronic engine management OUT sasaia eckca ta shelly taal “scisbieds ae sete eer engaged and temperature condions. a + and the identical 1.2-W, and 1.644. engines with Mone - Motronic. [ew] tis also Intended to provide an 1.94, naturaly aspirated diesel eng, as fitted to he Gott + the lochng ofthe selector shat + the mounting ofthe selector shalt + the attachment ofthe selector guide tote selector shaft + the pendulum support forthe assembies 4 mediieg selector tngor wih soe gle epinge + the pendulum meunting between gearbox and subrame © + the eynchromach of tet and 2nd goar + the auromatic bet tensioner (as ftted to the Got) 2 folacior mechanism with shert movements + the adaptive knock cont! (1.3-¥F. and 1.6. engines enly, you can earn more about this funtion Inthe Ser-Study Programme No. 184 "Noaficaions to the Mano - Motronic” + pin tattle vane positionar NEW! forall engines (you can earn more about this funtion inthe Sef-Study Programme No. 164-"Wooticatons io he Mono - Motronc") SSP 166/68 19447. diesel engine as future ‘dation +164. engine ‘Automatic gearbox avaiable a a fture date aAvailable engines 1.0Htr. engine 4-cylinder engine, code AEV Displacement 1043 om* Bore 75mm Stroke : 59mm Compression ratio 10.0: 1 Power output : 83 KW/ 45 hp at 5200 rpm Torque : 76 Nm at 2800 rpm Engine management Mono - Motronic Fuel : Premium unleaded 85 RON 28 7000 2000 3000 4000 $000 6000 Engine speed in rpm SSP 166/504.ttr, engine 4-cylinder engine, code ADX Displacement Bore Stioke Cempression ratio Power output Toque Engine management Fuel : Premium unleaded 95 RON SSP 166/52 000 2000 3000 4000 5000 6000 4.64itr. engine Engine speed in 4-cylinder engine, code AEA a = Displacement 21598 cm? aes :76.5mm Stroke :86.9 mm Compression ratio: 10.0: 1 Power output 155 kW/75 hp at 5200 rpm Torque 14128 Nm at 2800 rpm Engine management : Mono - Motronic Fuel ; Premium unleaded 95 RON SSP 166/54 000 2000 3600 4000 5000 €000 SSP 166/53 Engine speed in rpm 29‘The assembly mounting consists of the engine and gearbox mounts as well as @ pendulum support. ‘These are designed as bonded rubber bushes. Engine and gearbox mounts are positioned in the pivot axis around which the assembly moves as a resut of the engine torque produced. ‘The pendulum support is located between subframe and gearbox and absorbs only tension or compressive forces. ‘The advantage of this type of mounting is that the assembly vibrations are very well absorbed in the large rubber bushes and prevented from being transmitted to the body. The result is a very low level of the typical vibration noises which occur particularly when the engine is idling or with a diesel engine. Engine mount ‘Gearbox mount Pendulum support SSP 166/55 30® ‘The assembly mounting is designed according to the principle of a pendulum. In other words, the } assembly begins a pendulum movement, for example as a result of the torque produced by the engine. This pendulum movement is limited by the pendulum support between the subframe and gearbox. | Pendulum mounting | Engine mount Gearbox mount SSP 166/56 ‘Assembly begins a pendulum movement Assembly swings into the ‘as a result of the torque ititial position with rubber bush SS? 166/57 9 ‘The pendulum support damps and limits the pendulum movement of the assembly. 31The following modifications have been introduced in the area of the selector shaft: + anew locking mechanism of the selector shaft + anew selector shaft mounting + anew attachment of the selector guide on the selector shaft + a modified selector finger with softer gate springs Selector shaft Selector guide ‘Selector finger \ attachment x HEE : Selector shaft % Selector shaft mounting ‘ ‘mounting SS? 166/58 Taper at the Locked by means of selector shalt spring-tensioned ball a Locking of selector shaft Anew selector shaft locking mechanism prevents the gearbox jumping out of a gear. A ball is pressed into the tapers of the selector shaft by the tension of a spring The benefit of this type of locking mechanism is that both the ball as well as the inner sleeve run in rolier bearings. As a resul, the shift shaft is locked with practically no friction during a gearshift and the ~ Compression _ shifting forces are reduced. z ng © Raceway bush ™ Inner sleeve: SS? 166/59 Rollor bearing ‘SR ae 32SSP 166/60 Selector shaft mounting The selector shaft runs in two deep- groove ball bearings. The selector forces and wear are reduced as a oz of the minimal friction. Ditection of adjustment Attachment of selector guide ‘The selector guide is bolted to the selector shaft ‘by means of a slot. It can be adjusted only in the axial direction. Possible errors in adjustment in the radial direction are thus avoided, Up until now, a relay lever was clamped on the selector shaft, SSP 166/61 The selector guide is set with the special tool 3154-1, Selector fingers Imo gear is engaged, the gate springs of the selector finger push the gearshift lever into the Neutral position of the selactor gate, Shifting in the gates is easier as a result of the modifiad (softer) gate springs. SSP 166/62 Gate springs‘The synchromesh of first and second gear. The use of an additional synchronizer ring and an intermediate ring enlarges the friction surface and the friction torque. This results in improved synchromesh work and the speed balance between the sliding gear and the fixed gear is achieved more rapidly. This enables gears to be engaged much more ‘easily and there is a significant reduction to the wear of the synchromesh mechanism. Second speed gear ‘Sliding sleeve First speed gear ‘SSP 166/63 a ap The siiding sleeve, synchronizer ring and ring gear diameter have remained the same, but the number of teeth has been increased. Consequently, the teeth are narrower and the apex angles more acute. The sliding sleeve is able to be pushad more rapidly over the synchronizer ring into the ring geet @ Intermediate ring SSP 166/64® [Newt] I A cable between the guide in the selector housing and the gearbox. Pendulum movements at the gearshitt lever are avoided as a result of the cable, SSP 166/65 ) Operation: The movement of the assembly is transmitted through the cable to the guide. As a result, the guide is moved axially on the two bearing pins. A pendulum movement at the gearshift lever is thus avoided, oe» SSP 166/66 Selector mechanism without cable Assembly — SSP 166/67 356 In designing the suspension of the new Polo, proven principles were adopted such as the McPherson suspension strut axle with wishbone arms and the torsion beam rear axle. This basic concept has been revised, further developed and matched to the Polo. SsP 166/68 Technical data: Tyres 155/70 R13 175/65 R13 Wheelbase 2406 mm 2406 mm Front track 1372 mm 1356 mm Rear track 4400 mm 1384 mm Turning {0.3m 106m @ circle 36®@ The basis for the front suspension is the McPherson suspension strut axle with wishbone arms as used on the Golf and Passat. The wishbone arms pivot on the subframe which also supports the steering, ‘McPherson strut ) SSP166/69 + Larger caster + Wheels flush with body + Reduced road shock feedback * Lager track-stabilizing steering roll radius ()+ improved response of front dampersCaster The caster has been enlarged by 44% and is now 7 mm. This is reflected in improved directional stability and a reduction in the tendency of the wheels to wobble. A large caster, in conjunction with the weight of the car, produces an increase in steering forces, This is compensated for by modifying the ratio of the steering gear. Direction of travel 7mm ‘SSP 166/70 Wheels flush with the body Tyre width 155 / Offset depth 35 / _y Tyre width 175 Offset depth 43 ‘SSP 166/71 Bedy and tyres are always fish. Different tyre widths are compensated for by the ofiset depth of the wheel. 38 ‘The suspension strut is offset by 7 mm to the rear, in the direction of travel, ‘compared to a vertical line through the centre of the wheel, Offset depth of wheel Centre of the wheel 443 ET SSP 166/72 The diferent offset depths affect wheel @) toe, the steering roll radius and the road feedback lever arm.Road shock feedback ‘The traction force transmitted to the steering wheel when driving on different types of road surfaces is termed the road shock feedback. ‘The road shock feedback depends on the magnitude of the road feedback lever arm. The road feedback lever arm is determined by the centre of the wheel contact patch and the kingpin inclination (imaginary line through the suspension strut bush and the axle joint) Note: QO Cfiset depth of wheel 35 mm Suspension strut bush Kingpin inclination Centre of wheel ‘contact patch SSP 166/73 ‘The smaller the road feedback lever arm, the less the traction forces affect the steering. Offset depth of wheel 43 mm Centre of wheel contact patch SSP 166/74 Alarger ofiset depth of the wheel offsets the centre of the wheel contact patch to the inside and reduces the road feedback lever arm. 39Track-stabilizing steering roll radius The track-stabilizing steering roll radius is determined by the kingpin inclination and the centre of the wheel contact patch, it has been possible to enlarge the kingpin inclination and thus the steering roll radius by repositioning the axle joint further to the outside. The offset depth of the wheel alters the centre of the wheel contact patch and thus also the steering roll radius. Bot measures enlarge the track-stabilizing steering roll radius, depending on the offset depth of the wheel, bush Wheel offset depth 35mm ‘Kingpin inclination Centre of wheel centact patch Axle joint Steering roll radius about & mm SSP 166/75 ‘Suspension strut — bush Wheel offset depth 43mm Kingpin inclination) Centre of wheel contact patch Axle joint ‘Steering roll radius about 16 mm SSP 168/76Operating principle of the track-stabllizing steering roll radius Effective area to inside of wheel Effective area. () outside Direction of travel ‘Axte joint SSP 166/77 Q) Axle joint Axle joint ‘ar out farin ssP 16/78 The wheel which is braked more sharply is. __ )pushed further in. The car is steered away "from the side which is braked more sharply. The effective area during brake applications to the inside of the wheel is greater as a resuit of the axle joint positioned far to the outside, The result Of this is that the wheels are pushed to the inside during braking. The wheel with the greater braking force is pushed further in, which produces an automatic counter- steering. The car is steered away from the side on which the braking force is greater and thus practically maintains its direction of travel. The wheel which is braked more sharply Is pushed out. The car tends to want to break away to the side which is more sharply braked. aThe suspension strut locates the spring and contains on the inside the vibration damping of the axle. The comering and vertical forces which act on the wheel during driving have to be rapidly absorbed and supported by ‘the damper and the spring. Old design of suspension strut ‘The forces absorbed by the damper result in high comering forces acting ‘on the damper piston and on the guide bush because of the unfavourable inner lever arm ratio, ‘The result is that the piston is pushed against the outer wall of the damper. This produces a friction which causes the damper to have a rougher response. Vertical force SSP 166/79 42 New design of suspension strut ‘Amore favourable inner lever arm ratio between supporting bush and guide bush is achieved by means of a New damper. The inner friction at the cuter wall is thus about 20 % less and the damper reacts more smoothly.) The rear suspension is based on the torsion beam axle with spring dampers. It has been further developed and tuned to offer outstanding driving properties no matter the load condition of the car. SSP 166/80 The rear axle is composed of a trailing arm consisting of two tubes which are connected to the fiexurally stiff but torsionally soft V section, the mounts for the axie pins and the spring dampers to foim a welded assembly. The stifiness of the V section together with the spring damper design is responsible for stabilizing the roll and side tit of the car. ‘The bonded rubber bushes of the rear axle are tuned to be stiff in the direction of travel and soft in the vertical direction. The design, operation and mounting to the body is identical with that of the Golf. A areolar fs ited to modes wit the more powerful engines to reduce body tt when tang comers fast.The bearing brackets for the Tear axie are welded to the rear side members. SSP 160/81 Note: © ‘The bonded rubber bush is installed to match the direction of travel. SSP 165/82 @The brake system is composed of disc brakes at the front and self-adjusting drum brakes at the rear. The basic ecuipment also includes the brake servo unit and a load-dependent brake pressure limiter at the rear. The airstream is deflected onto the disc brake and to the brake disc itself by two air guide elements to keep the brakes cool. (ssp ie6re3 The drum brakes at the rear are technically identical to those of the Golf. SSP 166/84 456 ‘ =) ee idual handbrake cables.) ss? 166/85 ‘The handbrake force is transmitted and split to the rear brakes by two i Load-dependent brake pressure regulation Vehicles without ABS are equipped with a load-dependent brake pressure limiter at the reer. It controls the braking forces of the rear wheels depending on the rear axle load. Normally laden car Car with high payload ‘Adjusting hole in housing Ajusting hole in Lever arm lever erm SSP 166/86 Wen ihe caris aden (ear axe springs compressed), the lever aris Puled up by te spring. The brake pressure limiter is designed so as to increase the braking forces at the rear when the spring tension increases. 46The anti-lock brake system for the new Polo is based in terms of its operation essentially on the proven system as fitted to the Golf, ) Hydraulic unit and control unit form a single unit. f The following components are assigned to this new unit: + Electric hydraulic pump + Hydraulic unit including integrated low-pressure accumulator and noise-deadening chamber for zach brake circuit + ABS control unit ABS control unit vi | Brake master cylinder with Electric brake servo unit hydraulic pump SSP 166/87 This new unit is not flanged as was the case in the past to the brake master cylinder with the brake servo unit, but is positioned separately on the side member. 47overview of system (ewe Voltage supply relay for ABS J102 ‘Actuators and pump rola J165 are d Sonsors jscortinse. ‘ef neon se ntgratedin te cones unt S Bato ht eeten = > Contre unit foe ©] rloacbes eston andbrake pressire ‘oben 08 ns ~ IC ~ Sn ‘ABS waming lamp K¢7 Use oth hyéraus unt wih intra convolurt and newly matched sofware has eliminated the need fer te folowing sense > + engine spend sender of hyaule pup G10} a + brake pedal postion sender G100 @ 9 SS Connections for Bate system x \ self-diagnosis warning lamp K118- Sep toaes: 48 “8Sensors Speed sensor Pulse wheel SSP 156/89 . SSP 166/90 i& L Hydraulic pump Hydraulic unit Control unit SSP 166/91 50 ‘Speed sensors G44...G47 The rotational movement of the pulse wheels produces an alternating voltage in the speed sensors which is passed to the control unit. The frequency depends on the rotational speed and provides the system with Information regarding rotational speed and road speed. This information is required for the ABS and for the electronic brake pressure distribution. ‘The cable to the speed sensors is now a two- pin design without screening. Hydraulic unit with control unit Control unit The control unit analyses the alternating voltages supplied by the speed sensors and determines the wheel speed, calculates a matching vehicle ‘speed and derives from this the necessary controlled variables such as wheel acceleration and wheel slip. The solenoid valves are activated electronically. In the event of a fault, the ABS and the electronic brake pressure distribution are switched off. The fault is stored in the fault memory of the control unit.Hydraulic unit ‘The hydraulic unit controls the brake pressure of the wheels, i this is necessary. ‘Tha solenoid valves integrated in the hydraulic unit perform the following functions: * Increasing brake pressure + Naintaining brake pressure + Feducing brake pressure ABS unit SSP 166/92 Electronic brake pressure distribution The customised software in the control unit has made it possible to eliminate the load-dependent brake pressure limiter for the rear axle. ‘The function of the load-dependent brake pressure control for the rear axle is performed by activating the relevant solenoid valves for the wheels of the rear axle in the hydraulic unit, 51Block diagram ‘Speed sensor Hydraulic unit Brake master cylinder Influencing fi brake pressure Control unit @ —| vecking, ‘ABS Contiotting monitoring, ing ABS warning lamp Brake system warning lamp @ Storing and @ outputting faults/data SSP 166/93 ABS = Anti-lock brake system EBD = Electronic brake pressure distribution ‘The aim of the new ABS system is to control the brake pressure when a constant force is applied to the brake pedal during a brake application to prevent the wheels locking, while at the same time incorporating the distribution of the brake pressure for the wheels of the rear axle. ‘The functions of the anti-lock brake system and electronic brake pressure distribution are performed separately in the control unit. In other words, if the ABS function falls, the control of the brake pressure distribution for the rear axle Is maintained. ‘The ABS warning lamp indicates the failure of the ABS function. é 52Function {f one of the speed sensors signals to the control unit that a wheel is tending to lock, the brake pressure of this wheel is first of all maintained at the level reached (A). If the tendancy of the wheel to lock continues, the pressure in the wheel brake cylinder is reduced which in tum reduces the brake pressure acting on the wheel (8). Brake application with ABS —— Brake pressure — Vehicle speed ‘© Wheel speed ‘Wheel does not lock SSP 166/94 When a certain limit is reached, the control unit recognizes that the wheel is not being braked as much. ‘The wheel is braked more severely again by increasing the pressure which was initially reduced, in a series of pulses (C). ‘The brake pressure distribution is integrated in the ABS control unit as a separate function (brake pressure regulator eliminated). The control unit analyses the information from the speed sensors by means of software customised for the car and controls the brake pressure distribution to the rear wheels. ‘Anew control cycle begins! Depending on road condition, 6 - 12 control cycles are performed each second. 38Warning lamps SSP 166/95, SSP 166/96 54 Brake system warning lamp K118 This lamp comes on when: * the ignition is switched on (goes out after the end of the self-check) ‘the handbrake is applied + insufficient brake fluid in the reservoir © + ifthe brake pressure distribution of the rear axle fails ABS warning lamp K47 This lamp comes on when: + the ignition is switched on (goes out after the end of the self-check) = The ABS system fails The control of the brake pressure distribution for the rear axle is maintained even if the ABS system fails (brake system warning lamp K118 must not come on!) @Diagnosis wih "Fault Reader V.A.G 1551" The fault memory is read as part of each SSP 166/97 maintenance/inspection. Diagnosis interface On the right next to the steering column SSP 166/98 The control unit permanently monitors the ABS and EBD (electronic brake pressure distribution) system and stores any possible faults. Alter connecting the V.A.G 1551, the system "Brake Electronics" is selected with "Rapid Data Transfer", address word "03". The following functions can be performes 01 Interrogate control unit version 06 End output te eat tna road contunh 05 Erase fault memory 55N100 N101 N102 N133 N134 N135 N136 $16/20 9123/124 ved T16 = Posttive = Earth =in = Out = In/Out Legend Battery Brake light switch Switch for handbrake indicator light Warning contact for brake fluid level Rear right speed sensor Front right speed sensor Rear left speed sensor Front left speed sensor Control unit for ABS and EBD (electronic brake pressure distribution) Brake system warming lamp ‘ABS waming lamp ABS hydraulic unit Front right ABS inlet valve Front right ABS outlet vaive Front left ABS inlet valve Front left ABS outlet valve Rear right ABS inlet valve Rear right ABS outlet valve Rear left ABS inlet valve Rear left ABS outlet valve Fuse Hydraulic pump for ABS Diagnostic connection 578é ‘The rack and pinion steering is mounted low down direct on the subframe and thus allows the steering arms to pivot at the wheel centerpoint. This results in a steering stifiness which contributes significantly to the precise steering of the new Polo. The steering is available as a manual or power assisted version. ‘SSP 160/100 ‘The steering wheel is adjustable for height in all models. The height is adjusted manually, as on the Golf. SSP 160/101 58Safety steering column Depending on the deformation of the vehicle during an accident, the ~ height-adjustable steering (max. 150 mm) is compressed and pressed down mechanically beyond the maximum adjustment travel, SSP 160/102 During an accident, the casing tube of a steering is supported on a roller close to the Pedal assembly. As a result, the steering ‘column and casing tube telescope together. Casing tube SSP 160/103 Atthe same time, the clamp of the steering wheel is released by a lever mechanism. The detached steering wheel is pushed down by an oblique plane on a metal rail, This prevents the steering wheel being pushed toward the driver's head during an accident. SSP 160/104 59The power-assisted steering of the new Polo is basically identical with the power-assisted steering of the Golf. Rack with straight teeth + Air compensation pipe at the power steering gear is no longer needed + New reservoir SSP 160/105 + The rack in the power steering gear has straight teeth, which enables the same rack to be used for RHD and LHD models. Rack @ SSP 160/106 60+ The air compensation between the right and left full tock of the steering is achieved by the hollow-crilled rack, ‘The air compensation pipe is no longer needed. SSP 160/107 ‘The rubber boots of the power-assisted steering are installed air- and dust-tight. This necessitates an air compensation between both boots when the steering is turned to full lock. At left full lock the left boot is compressed, like a concertina. The ait out of the left-hand boot is thus forced through the hollow-drilled rack into the right-hand boot. * The reservoir for the hydraulic fluid is shaped differently. Itis no longer possible to open the cap by hand. This is intended to prevent any mix-up between the coolant reservoir and the reservoir for the power- assisted steering, SSP 160/108 61The electrical system including the electrical centre is basically the same as that of the Golf. Electrical centre with earth cable Electronic dash panel insert Central connector for front end, engine and door electrics Diagnostic connection on dash panel + Multifunction switch for lighting system including headlight beam adjustment + Service interval display The standard equipment includes a light warning buzzer, door contact switches on both sides, boot lighting and an electronically amplified roof aerial. Eater SSP 100/109 Opiional equipment © Electric seat heater = Electric mirror adjustment and heating @ * Electric window lifters + Electrically heated windscreen washer nozzles * Central locking system 62} Electronic dash panel insert All the instruments are operated electrorically. The standard equipment includes a revolution counter and digital clock. The dash panel insert for the Service Sector is available only as a complete unit (new or exchange par). The bulbs can be replaced individually. The central connector for the dash panel insert is identical with that of the Golf. The same adapter (1598/8) Is used for checking the electronic components and the wiring loom. Ps eee 140 Py Ey anne “ ar ot Ey ey Trip counter button SSP 166/110 @ ‘The trip counter button can be used to select a test mode (see Current Flow Diagrams, Fault Finding Programme binder). A service interval display is provided as on the Golf. Speodometor sender G22 This is a Hall sender which is recognizable from the three electrical connections. KW SSP 166/111 63Immobiliser The immobiliser is an electronic anti-theft protection which is activated after the ignition is ‘switched on. By overriding the engine management system, it prevents the vehicle being operated by unauthorized persons. It consists of the following components: « Key with programmed code (transponder). Each key has its own fixed code. + Read solenoid + Control unit for immobiliser J362 6 on the casing tube of the steering + Engine control unit with variable code Car key ‘Transponder Lock cylinder Ignition starter lock mount @ ~ Read solenoid Immobiliser contro! unit Engine control unit SSP 166/112 64i The transponder The transponder is a transmitter and sender unit which operates without a battery. ‘Whan the ignition is switched on, energy is transmitted by the read solenoid to the transponder without ‘any mechanical contact (inductively). The transponder i thus activated and transmits its programmed ‘code (inductively) through the read solenoid to the immobiliser control unit. Each transponder (key) has a different programmed code. The read solenoid ' It encloses the mechanical ignition lock and is designed to transmit the energy to the transponder and to transmit the stored code from the transponder to the immobiliser control unit. This is how it works ‘The immobiliser is activated when the ignition is switched on. Energy is transmitted inductively by the immobiliser control unit through the read solenoid to the transponder, Immobiliser control unit SSP 166/113 65© “The activated transponder now transmits its programmed code through the read solenoid into the immobiliser control unit. Here, the incoming programmed code is compared with the key code stored in theimmoblliser control unit. |” SSP 168/114 Aiter this, the immobiliser control unit checks the code of the engine control unit. This code was filed by the engine control unit in the immobiliser control unit. In this case, it is a variable code which is regenerated by a random generator in the control unit each time the engine is started. If no conformity exists, the engine is switched off after not more than 2 seconds. SSP 166/115 If the fault "Control unit inhibited" appears in the fault memory of the engine control unit, the cause can @ be found in the immobiliser system.Ident number In the case of anew vehicle this is given on the key fob supplied with a cay. if the key fob is lost, itis possible to read the ident number from the immobiliser control unit using 1551/1552. The ident number Is displayed in the self-diagnosis address word 25 under the function "Interrogate control unt version’. The ident number (14-cigit) is required in order to obtain the secret number, if itis lost, from the 24-hour Volkswagen Hotline. Volkswagen AG Prete} Secret number V.A.G. Dealer Hotline Ident number SSP 166/116 SSP 166/117 Secret number in the case of a new car, the secret number is affixed concealed on a key fob (can be read by rubbing). A zero must first of all be entered in the diagnostic tester 1551 before entering the secret number otherwise the immobiliser control unit will block. {After entering the secret number, the immobiliser control unit is able to programme new key codes. If an error is made when entering the secret number, a second attempt can be made; after this, the control unit blocks. Twe further attempts can be made after leaving the ignition switched on for about 30 minutes. (y SSP 166/118, 67Self-diagnosis ‘The immobiliser system features a self-diagnosis facility. Self-diagnosis for the immobiliser can only be used in full as from card 5 for the 1551 and as from card 2 for the 1552. ‘The system operates with the "RAPID DATA TRANSFER" mode. Immobiliser Address word 25. The following functions can be used: 01 02 05 06 o7 10 W Interrogate control unit version Interrogate fault memory Erase fault memory End output Coding (is required for diesel engines without control unit) Adaptation - Channel 00 Programming new engine control codes - Channel 01 Entering new key codes Retrieving secret number input (LOGIN) The following faults may be stored: 68 Control unit faulty Key not authorized Dataline faulty Engine control unit Key not authorized Key programming incorrect Fuel cut-off valve (diesel) @ Read solenoid for immobiliser‘The heating and ventilation system has been redeveloped in order to satisfy modem. comfort demands. As on the Golf, the heating system is controlled at the air end. A dust and pollen filter is located upstream of the air inlet. The additional centre air vents further enhance occupant comfort. ‘Temperature and air distribution for rear ‘Air distribution and temperature are passengers has been significantly improved controlled by rotary switches which can as a result of the design of the air outlets be finely set in the foot area. The blower is designed with four speeds, ) ‘SSP 166/119 6gHeating / Blower Turning the temperature switch operates the temperature flap in the heater unit and thus determines the quantity of fresh air which passes through the heat exchanger and is heated. The heat exchanger is cooled by a constant flow of engine coolant. Temperature ewitch closed Host exchanger ‘Temperature flap closed Fresh air SSP 166/120 SSP 166/121 Temperature switch partially opened Heat exchanger ‘Temperature flap partially opened ss? 166/122 ‘ | : SSP 168/123 70aaa eee , ‘ Heating / Blower Temperature switch opened Temperature flap opened 0 SSP 166/124 | SSP 166/125 Blower switch The blower control is designad as a 4-position switch 0 Geo ‘Adjustment range of Adjustment range of é& © foot defroster fiap temperature flap f Lo} \ Adjustment range of ‘central flap ‘SSP 166/126 SSP 166/127 ”Air distribution ‘As cn the Golf, the air distribution is controlled by a rotary switch. The new centre air outlets in the dash panel enhance occupant comfort and improve the climate in the interior of the car. To windscreen air outlet Heat exchanger Footwell/ defroster flap ) ‘. The temperature flap can be regulated irrespective of the air distribution SSP 166/128 Left side air Right side air outlet outlet Centre air outlet SSP 166/129 The air at the centre and side air outlets can be shut off directly only at the air outlets. To footwell and tear air outlet SSP 166/130 Let side air — Right side air outlet outlet Centre air outlet e SSP 166/131 72