NS WORKSHOP MANUAL VW-Porsche D-Jetronic ROBERT BOSCHCONTENTS How to use this Manual . Fuel System Description Air System Description. Electronic System Description . _ Functional Description .......... Wiring Harness Description... Trouble-Shooting Chart. Component Removal and Replacement . : TestChart.............. seeteeee = 238 Ignition and Idle Adjustments........... Ser Parts List. This manual is designed to assist you in the trouble-shooting and repair of vehicles with the Robert Bosch D-Jetronic (EF!) System using mostly common workshop tools. You should understand this fuel injection system before you begin working on the vehicle, The Bosch Technical Instruction Booklet VDT-UBP 751/18 explains the D-Jevonic System in detail and will increase your understanding of ths system. This will reduce repair times and facilitate the use of this Workshop Manual 220 ROBERT BOSCH D-JetronicHOW TO USE THIS MANUAL This manual ie designed to instruct the technician unfamiliar with Robert Bosch fuel injection systems to locate faults in the system, isolate the component in- volved, and test the component for correct function. You will need @ volt-ohm meter and pressure gauge as well as the normal workshop tools. All measut ‘ments are made at the terminals of the large plug at the end of the wiring harness after itis removed from the control unit. Mast components of this system cannot be repaired and will have to be replaced once you have determined them defective, {f you are already familiar with the Bosch D-JETRONIC system end can identity {and locate all the components in the vehicle, you can go directly to the Trouble- ‘Shooting Chart to track down the faulty component. Then test that component according to the Test Chart. If this fuel injaction system is new to you, start with the Fuel, Air and Electronic System Descriptions, then read the section “Functional Descriation.”” ‘The section entitled “Component Removal and Replacement” will help you lo- cate each component in the vehicle. Then you can consult the Trouble-Shooting Chart for the symptoms found on the vehicle in question. This will tell you what to check on the vehicle and direct you to the section of the Test Chart where the suspected component is checked for correct function. The last section of the manual, “Ignition and Idle Adjustments,” describes the timing and idle speed/mixture settings which should be checked ater every repair and before the car is returned to the customer. Finally, a Service Parts List gives you the part numbers for seals, gaskets, plugs, etc., which you will need for replacement purposes. D-Jetronic ROBERT BOSCH 221FUEL SYSTEM DESCRIPTION b 222 ROBERT BOSCH D-JetronicAIR SYSTEM DESCRIPTION Four intake tubes ©, which are connected to the intake manifold @, supply the four cylinders with air. A pressure switch @, a pressure sensor © and the vacuum advance of the ignition distributor are also connected to the intake manifold The pressure switch reacts to the difference between the pressure in the intake manifold and the atmospheric pressure, whilst the pressure sensor measures the actual Dressure in the intake manifold (evacuated aneroids) ‘There is a throtile valve, operated by the accelerator © Intake tuber @ Intake manitolé © Pressure switch ® Pressure sensor ® Elbow © Air filter © tale adjustment screw © Auxitisry-air device (rotary valve) DJetronic ‘pedal vis 0 bowden cable, at the mouth of the intake ‘manifold, The intake manifold ie connected to the air filter @® by a rubber hose elbow ©. The ilesair system is in the form of a bypass system in the intake manifold, It joins behind the throttle valve. Its functional cross section can be varied with the idle adjustment screw © (idle adjustment). An auxil ait ling from the air filter via the auxiliary-air device @ Xo the Intake manifold forms the warm-up Its effective cross section is varied, depending on the ‘engine temperature, by the auxillary-air devies. ROBERT BOSCH 223ELECTRONIC SYSTEM DESCRIPTION L H Key w schemas of msm Intormatontor the slectronicontol nt roa tar information Signal © Pressure regulator engine 8 Sars comet nection vate C.D Trigger contacts Engine speed. triggeri grrr iat wt fu sd nr afigniion diatibutor signal for © Auxiliary-air device with electrical heating in. £ Temperature sensor! Correction of injected twameer Takermantsu "| Geary dependerton Sac ene auet wim momentary owiehe F empersaneseneors warm ® Ignition distributor with trigger contests (cylinder heed) @ Thermo-time switch Electronic control unit (ECU) ‘Temperature sensor | in intake air distributor ‘Temperature sensor I! in cylinder head ® cold-start va ® {dle adjustment sorew From starting motor terminal 60, G —Throttie valve switch Temporaryenrichment and hut-offduring L Fromstarting motor torminal 50 when thecmo-awitch simultaneously closed 224 ROBERT BOSCH D-JetronicFUNCTIONAL DESCRIPTION Fuel i drawn from the tank © via the filter @ by the {uel pump © , ond fore into the ring main The pressure rulator ©, connected tothe end of the ring main, limits the pressre of the fuel to 28.5 psi {2 Kgtiem*). The solenoid-operated injection valves © tre connected t0 the ring main via fuel distribution Dipes ©). From the pressure regulator, surplus fuel ean flow through a return lie inthe frame tunnel back to the tank. The bypass return line coming from the fuel pur leads {nto this line. There isa tlle! valve in the fuel pump, which come into operation when the prossue rises Considerably above the nominal value as, for exam ould oceur should the pressure regulator © develop 3 defect. A non-return valve in the pressure line connection Of the fuel pump prevents the pressure inthe ring main {rom dropping mmeditely when the pump issw'tched off The mjectian valves © are opened electrically in two pairs and KY By the electronic control unit and, Ave to the fuel pressure, ful is injected, The novzle ‘uct of the injection valve is accurately ealiorated. Since the fuel pressure iskeptcorstant, the injected fue auantty is dependent only on the length of time the injection valve kept open This injection time is “computed” by the electronic control unit. The “data” or information processed by the electronics in the control unit comes trem the individual Seraora onthe engine, This done in th following ‘The moment when the fuels injected is controled by the distributor cortacs (trigger contacts) and It (Cane 0) according tothe position of the camshaft, These contacts ae instaled under the cenvifugal advonce device inthe distrinutor and ate maintenance trae The injection duration (fuel auamtity) isgoverned basically by two factors: by the engine speed and the load condition of the engine. The engine speed is relayed to the eoniol unit by the distributor Contacte | and Il. The load condition (part toxd or full load is indicated by the pressure in the intake ‘manifold, The prevailing pressure here is converted to Aan electrical enpulse snd alia relayed tothe contol Unit (A and 8) by the pressure sensor @ which is connected to the intace manifold @ by a hose. The ‘lectronie contro! unit processes this information and Gives e signal for the injection valves to be opened for 2 longer or shorter period of time (J and K). The Contral unit thus allows mare or fis fuel to be passed through the solenoid-operated injection valves Sepanding on the engine load and the ergira speed This ishow the “basic quantity of fue” is determined, Inaddition to the "basic quantity of fuel” an acouretely metered quantity of fuss injected ssitionaly (ericwnent) when starting at iow outsihe Temperatures, when the engine is warming and at fll toed. The starting enrichment of the air/fuel mixture is dependent on the engine temperature which is measured electrically by two temperature sensors, one in the {rankease ard the other on the cylinder head (E and) Starting enrichment may only take place when the starting motor s operated. The information as to whan the starting motor i operating is relayed to the Control unit via cable whieh is connected to terminal 50 of the starter solenoid snitch ‘This information, too, is processed by the control unit in elation tothe basic quantity of fuel and the impulses are relayed electrically to the fuel injection valves, The stme principle aplies during overrun {braking withthe engin’: In this case no fuel must bolinjected, D-Jetronic throttie valve and increased engine speed. The throttle valve switch (G) switches off the fuel supply during overrun, when the vehicle speed is above 1 800 rev/min, If, during overrun, the speed drops to 1.250 rev/min the fuel supply is switched on again so that @ smooth transition to idle operation is guaranteed. To keep the electronic contral unit as simple as possibie, and the cost of the unit low as possible, the fuel injection valves are paraliel connectad into groups of two (group 1 ~ cylinders 1+ 4; group 2 = evlinder: 2 + 3) | Both fuel iniection vaives of one group inject fuel at | the same time. The injection valves of cylinders 1 and 3 inject fuel past the open intake vaives, into the combustion chember during the inlet stroke, whilst the injection valves of eylindors 2 and 4 injest onto the still clotad intake valves while the exhaust gases are being forced out. In this latter case the fuel is “stored” at the intake valves. |The amount of aris controlled during vehicle operation by the throttle valve in the intake manifold, When idling, the throttle valve is completely closed. The idle air can reach the intake tubes only via the bypass system in the intake manifold, The idle speed is, adjusted by altering the cross section of the bypass system. For this purpose there is an adjusting serew and lock nut on the intake manifold ‘The acjustment must be carried out only with the engine at operating temperature The engine, i it has not reached operating temperature, requires an additional amount of air. This is controlled by the auxiliary-air device (rotar offective cross saction of the aux accordance withthe oil temperature, The position of the rotary valve is controlled by a bimetal spring which protrudes into the crankcase. At ~30°C (=22"F) the rotary valve is open and at *50°C (12°F itis fully dosed. ROBERT BOSCH 225WIRING HARNESS DESCRIPTION “The individual cables are marked with the corresponding cable number, These cable numbars are printed about 3/8" to 3/4" from each cable end, Cable Number From To Cable Number 1 electronic control unit temperature sensor | 1 {intake manifold) 2 rot used 3 electronic control unit injection valve cyl. 1 3 4 electronic control unit injection valve ey!. 4 5 electronic control unit injection valve cyl. 2 5 6 electronic control unit injection valve ey. 3 6 7 electronic control unit pressure sensor 7 a electronic control unit pressure sensor a 9 electronic control unit throttle valve awitch, 9 10 elecvonie control unit —_ pressure sensor 10 " electronic control unit ground (on crankcase) 11 2 electronic control uni trigger contact in 2 ignition distributor 3 electronic control unit temperature sensor | 3 (intake manifold) “ not used 15 electronic control unit pressure sensor 16 16 electronic control unit mainrelay terminal 87 16 (via plug housing T 1) 7 electronic control unit _throttle valve switch "7 8 electronic control unit starting motor torminal 5018. (via plug housing T 1) 19 electronic control unit. pumprelay terminal 8519 (via plug housing T 1) » elecronic control unit throttle valve switch 20 a electronic control unit trigger contact in a Ignition distributor 2 elecvonie control unit trigger contact in 2 Ignition distributor B elecvonic control unit temperature sensor I! 23 {cylinder head) m4 electronic control unit mainrelay terminal 87 24 (via plug housing T 1) B not used 8 injection valve cyl. 1 ground 26 a Injection valve cyl. 2 ground 27 B injection valve cyl. 3 ar0urd |. crankease 2B 2» Injection valve eyl. 4 round 20 30 throttle vaive switch round 30 terminal 14 a ‘cold-start valve starting motor terminal 80.31 (via plug housing T 1) 2 ccold-start valve thermo-switch 32 a7 throttle vaive switch ‘round on crankcase 7 (as from 8.71) 226 ROBERT BOSCH D/Jetronic@ Etectric tuel pump @ Main relay QSeleraidoprted inecon vive & Mouton switch ternal 1 (se box Grvonte ave wich win momentary erchment «Te fine box emi 30 @ Ignition distributor with trigger contacts Fy Ponta chcutt be tation gaint wt + Print uit bord pig comectin 15 Gabi concn @ Electronic control unit/ECU @ Temperature sensor Vin intake manifold Temperature sensor Il in cylinder head © Cold-start valve Cables 18 and 31 from starting motor terminal 60 Pump. D-Jetronic ROBERT BOSCH 227TROUBLE-SHOOTING CHART Engine has no power With engine cold, adjust valves as accurately {5 possible according to instructions. ‘0 instructions, Sufficient power? No ‘With engine warm, set dwell angle and ignition point accurately according ‘Check spark plage, interference euppression resistors, distributor rotor, ignition cables, distributor cap, con- tact points, condenser and ignition coil All in order? Yes No Replace detective parts ‘Compression pressure and pressure drop correct? Yes No Examine engine for mechanical faults. ‘A ter clogged? Clean or replace ar filter. Check if correctly fitted, No Yes Throttle plate fully open at full throttle? Yes No “Adjust throttle valve cable [ All hoses to pressure sensor and intake menifold ‘connected correctly and air taht? Yes No ‘Check hoses and replace if necessary. With engine running, check fuel pressu Replace defective parts (e.g. pressure regulator or clogged fuel filter) re, Nominal value: 2 .. 2.2 kgffem? Chock injoction systorn. In order? Yes No Replace detective parts With stroboscopic timing light check vacuum advance (in the cate of ignition distributors with double ‘vacuum units also check retarded ignition) Alin order? Yes Clean vacuum holes. Check if vacuum holes are corn plotoly clear when throttle valve is closed. If throttle valve fully or partly covers hole, replace air throttle ‘assembly. Check vacuum and vacuum hoses. Let engine run at 2000 rev/min. Check voltages at ‘terminal 18 of ignition coil and terminal 87 on main ‘and pump relays. All in order? Yes Eliminate contact resistances. (Check battery ter ‘minals and connections to battery and engine). ‘Check electronic control unit and pressure sensor 228 ROBERT BOSCH D-JetronicEngine will not start. Engine is cranked but does nat start. (Tank, still has sufficient fuel) Engine starts? No Start engine as follows: First fully depress accelerator pedal, then switch on ignition and oper- ate starting motor. During starting leave the accelerator pedal fully depressed: do not pump! Yes! Fue? pump must run about 1 see when ‘ignition is switched on, Pump fuse in order? Chock cabes between }-— pump and pump relay. Volt Yes 0 present? {tisten for pump notee), No Replace fuse No Yes ‘Check fuel pressure when starting, Examine fuel hoses for Use voltmeter to ascertain if voltage Nominal value: 2 to 2.2 kgt/em? kinks. Check fuel filter. present on fuel pump. First connect ¥ N Replacs it necessary. \oitmeter, then switch on ignition iid eK Read voltage within 1 sec. Voltage present? Yes No Replace fuel pump. —_* Connect vokemete: to pump relay ‘Replace defective infor and within 1 see of switching on ve No mation sensors, Jn, check voltage between terminals 86 and 86. No lug in stroboscopic timing light. Crank engine. Check for ignition sperk. Yes No ‘Check thermo-switch and cold:start valve. Replace datective or leaking parts. Check ‘that the correct combination of thermo- ‘switch, colé-start valve and control unit is installed ‘Completely check over the ignition system (spark plugs, Interference suppression resistors, spark plug rel condenser. ignition coi holders, ignition cables, Relay pulls in? distributor rotor, distribu Voltage on terminal 87? tor eap, contact points, Yes Remove plug from terminals 85 and 86 of the pump relay. Use test leads to connect terminal 85 to ground and terminal 86 to 30/51 on the c—— [ esta catectve etay Engine flooded: Remove pump relay fuse, spark plugs and distributor rotor. Operate Starter tor 3 to 5 secs in order to pump superfiuous petrol out ot the cylinders Do not smoke! Danger of tire. If the engine fires a couple of times when starting cold but then stops duete flooding, the thermostime switeh 0 280 130 205 can be fitted in place of the thermo-switch (circuit: see Service Parts List, U {In exceptional cases, water in the fuel system can cause corrosive ‘damage to the fuel pump, injection valves, colcstart valve and, ‘regulator. Corroded parts must be replaced. Drain the tank and clean out water and rust in the fuel lines, DdJetronic ROBERT BOSCH 229Fuel consumption excessive. Enquire from driver about Fis operation of the vehicle and whether it isused for local town journeys or for longer dis- tances, Adjust engine valves with greatest possible precision and exactly to speci- fication. Test compression loss. Engine must be absolutely cold. Set dwell angle, ignition point and electrode gap with greatest accuracy 10 specification. Engine warm, Test injection system In order? Yer No (Check cold-start valve and thermo-suitch, In order? Ye. No. Check fuel pressure lines and connections, In order? Ye No ‘Check entire fuel system, injection valves, old-stet valve, hose connections ete. for leaks, On vehicles with automatic transmission check setting of engine speed regulator and adjust If necessary. Replace defective components. 230 ROBERT BOSCH D/JetronicCOMPONENT REMOVAL AND REPLACEMENT In order to facilitate work in the engine compartment, it is advisable to first remove the hood The air filter must be removed before parts of the system can be removed. Hold plugs on both sides when pulling them out, never pull at the cable! When plugging-in on the individual components take care that the rubber caps are correctly pushed over the plugs. Pressure sensor Removal The pressure sensor is installed in the R.H. side wall in the engine compartment. On vehicles with air en- ric¢hment during overrun, the vacuum limiter is installed together with the pressure sensor. Pull off plug at pressure sensor. Pull off vacuum hose. Fully unscrew the three fastening screws (one above, two below the pressure sensor). Remove pressure sensor. Note for installation The protection sleeve on the fitting of a new pressure sensor must only be removed immediately before pushing on the connecting hose as otherwise the evacuated aneroids may become contaminated. Pressure sensor must be positioned horizontally. D-Jetronic Throttle valve switch 914/4 and 914—1.7 The throttle valve switch is fitted under the air throttle assembly, 914-2.0 The throttle valve switch is installed on the side of the air throttle assembly. Removal 914/4 and 914—1.7 Remove air filter. Unhook return spring for the throttle valve, Loosen bowden cable operating the throttle valve. Serew out the two fastening screws for the air throttle assembly (arrows) 914-2.0 Remove air filter, pull off plug at throttle valve switch, screw out fastening screws and remove throttle valve switch. Adjustment USA model up to and including July 1971. Airthrottle assembly removed: Connect meter between terminals 17 and 47. Push switch onto throttle shaft and tighten the two fastening screws slightly. Turn switch until the indicator needle of the tester moves from the “22” position to "0", Turn switch one graduation = 2° counterclockwise from this position and tighten. Finally, check setting by operating the throttle valve. ROBERT BOSCH 231