VR6

The concept of the VR6 engine has proven itself and is being used in more and more vehicles.
The Motronic control unit has a gr613 power capability. In this way, better exhaust gas values are
achieved, thereby reducing environmental pollution.

In this issue we would like to introduce you to the changes and further developments to the VR6
engine and its engine management.

The following illustration (please read the instructions) shows the name for state-of-the-art
engine technology.

SSP 174/1

Guide

Hold the patterned image very close to your eyes. Relax your eyes and look through the picture into infinity.
Try to hold this gaze (not wink).
Now slowly increase the distance to your eyes. For example, when reading is removed, a plastic image is
obtained.

2
 Contents

Page
.. ·

□ Changes at a glance 4
Cl Engine Data 6

□ Motronic - Overview 9
□ System Overview 12

□ Ignition 14

□ Mass air flow sensor 20

□ No-load control 23

□ Tank venting 26

□ Injectors with Air circulation 28

a Crankcase ventilation 29

□ Secondary air system 30

□ Exhaust gas recirculation 36

□ Function diagram 40
ll Self-diagnosis 44
ll test 1hr knowledge 50

Attention! / Note!" "New!"

u The self-study program is not a repair guide! For

testing, adjustment and repair instructions, please refer
to the KD literature provided for this purpose.

3
 •• ••

What's Amderungem like?

" The most important changes to the new VR6 relate to the engine control.

lljt no-load control by the

0 Throttle control unit

Tank venting
Modification of the solenoid
valve 1 for active water

Hot film air mass sensor

(replaces the hot-wire air mass sensor)

Crankcase ventilation SSP 174/2

with diaphragm valve

Secondary air injection

4
 Motronic 3.8.1
(Use from 08.95)

Power supply
(the relay for the engine control unit is omitted)

Exhaust gas recirculation

7 Ignition system
Resting high-voltage distribution
( in use since 92)
Semi-sliding spark candles with 2 ground
electrodes

Injectors
with air flushing

5
Engine code AAA
Design Four-stroke gasoline
engine in VR design

Displace 2792 cm3

ment 81 mm¢

bore 90.3 mm

stroke 15°

V-angle 10: 1

compression Bosch Motronic

M 3.8.1
Mixture preparation
and ignition
SSP 774/3
Catalytic converter with
lambda regulation
Exhaust gas
Secondaryairrecirculation
purification

Fuel Super unleaded 95 RON

Power and torque

This Engine reached the LeDeployment from F{kWJ
128 Kw/174 hp at a speed of 5800 1/min. With a 150
140
maximum torque of 235 Nm at 4200 rpm, the 5800
130
engine has a high torque. 120
A torque of 210 Nm over a rotary 110 C{Nml
Counting range from 2200 rpm to 6000 rpm 100 240

90 230
means high elasticity with the possibility of 80 220
powerful acceleration from low rotation rates. 70 210

60 200

50 190
40 180

30
20
10
SSP 174/4
0 1000 2000 3000 4000 5000 6000 (Min· )
The 2.81 engine can also run on 91 RON fuel with light power and light
• power.

6
Engine code ABV
Type : Four-stroke
gasoline engine
in VR design

Displace
2861 cm3
ment
82 mm¢
bore
90.3 mm
stroke
V-angle 15°
10: 1
compression

Mixture preparation Bosch Motronic

and ignition M 3.8.1/M 2.9.1

Exhaust gas Catalytic

purification converter with
lambda control

Fuel Super unleaded 98

RON
SSP 174/5

Power and torque

The power of this engine has been increased. This was achieved by increasing the temperature
to 2.91.
There is a sporty version of this motor in the Golf Syncro with 140 kW / 190 PS. And a normal
design (travel) with 135 kW in the Passat Syncro, in which the Motronic M
2.9.1 . Both engines have a maximum torque of 245 Nm at 4200 rpm.
The different performance of the engines is achieved by different designs of the exhaust system
and the air filter.

P\kWI
15 f'lkWJ
0 150
5800 5800
14 140 140 kW
135kW
0 130
13 C[NmJ 120
C!NmJ
0
245 110
245
12
100 240 100 240
0
90 2.30 90 230
11
220 80
080 220
70 210 70 210
60 200 60 200
50 190 so 190
40 180 40
180
30 30
20 20
10 10

0 1000 2000 3000 4000 5000 6000 l min· •J 0 1000 2000 3000 4000 5000
6000 (min · 11
EfSSPT74/6 SES"SP-114/7
 I The 2.91 engine can also be operated with 95 RON fuel with light power bulbs.

(Q) 7

8
 Engine code AES

The VR6 engine has been modified for use in the T4. The performance characteristics of the engine
have been adapted to the higher weight of the vehicle.
As a result , a higher torque is required in the medium speed range. This was replaced by
• a new intake manifold
• and a modified camshaft (timing).

The arrangement of the auxiliary units and side drives had to be adapted to the installation position.

Type : Four-stroke gasoline

engine in VR design

Displace
2792 cm3
ment
81 mm0
bore
90.3 mm
stroke.
V-angle 15°
10: 1
compression

Mixture preparation Bosch Motronic M 3.8.1

and ignition

Exhaust gas Catalytic converter with

purification lambda control
Secondary air injection
Exhaust gas
recirculation

Fuel Super unleaded 95

RON SSP 774/8

Power and torque

That .maximal torque of 240 Nm Is PlkWJ
150
at This is m engine already at 3200 .rpm Is 103 140
achieved. 130
The Leist Kw at 4750 .rpm. 120
110 4750 LINm)
100 240
90 230
80 220
70 210
The 2.81 engine can be used with Light 60 200
power
Tungsten Losses also with 91 RON 50 190

fuel . 40 180
30
20
10

0 1000 2000 3000 4000 5000 11

SSP 774/9
6000 lmin ·

8
 Motromic

The increased demands on the Motronic control unit, such as

• Reduction of exhaust emissions
- by secondary air injection
- and exhaust gas recirculation
• Improvement of driving comfort
- through optimized idle speed control
• Provision of computing power for future systems and diagnostic requirements have
necessitated a new generation of ECUs.

SSP 174/10

The new Motronic control unit has the designation M 3.8.1, where the M stands for Motronic, the 3
for the version and the 8.1 for the development stage.
The Motronic control unit is designed as a 16-bit computer.
The Motronic M 2 control unit previously used on the VR6 engine. 9.1 was an 8bit machine.
Thus, the new control unit can handle twice the amount of information units in the same time.

The control of the engine via maps and adaptive subsystems has not changed.

The power supply relay for Motronic J271 is omitted.

The J17 fuel pump relay supplies power to the Motronic components.

9
Motromic

Drosselklappensteuerein h eit J 338 Magnetventil 1 für

Active body of life Aktivkoh h lager N80

Heif3filair massesmesser G 70

Ansaugventiltemperaturfuhler G72 1
1111

Exhaust gas recirculation sensor G98

Controldevice J
220
Exhaust gas valve

-
,',',',',',',',,' 1

Diagnostic interfaces

SSP 174/11

10
 secondary air ventil N
Injection di.ise
112 Secondary air pump
V101

Exhaust gas valve N18

Hallencoder G40

-
· ===T=====. I

l
Combination valve

I
11.-Probe G 39

Cow
lmitteltemperature
sensor G 62

Vehicle speed sensor G 22 Secondary air pump

relais J 299

Resting high-voltage distribution

N152

Knock sensor G 61, G

66
Exhaust gas recirculation
and self-infiltration not for
Motor speed sensor all vehicles!
G 28

11
System Overview

Hall sensor G40

Mass air flow sensor G70

encoder for motor rotationzahl G28

Throttle control unit J338

integrated Dro valve
npotentiometer G69 Throttle
control potentiometer G88 No-
load valve F60

Knock sensor G61

Knock sensor G66

Lambda sensor G39

coolant temperature sensor G62

Diagnosis
Intake manifold temperature sensor G72

Drivingspeed sensor G 2 2

Temperature sensor for exhaust

gas recirculation G98

Batteryvoltage
climate a nlage

12
 Fuel pump G6

Engine control unit J220

l( raftstoffpumpenrelais J17

Ma gnetventil 1 for carbon tank

N80
SSP 174/72

Fuel injectors
N30,N31,N32,N33,N83,N84

Resting high-voltage distribution

N152

Throttle flap control unit J338

Integrated:
Throttle actuator V60

Exhaust gas control valve N18

Sel<unair inlet valve N112

Relais for self-cooled air

pump J299

Selcundarair pump V101

Engine
rotationcounter¢ AG4
air conditioner

13
Lundung

Resting high-voltage distribution

The ignition system of the VR6 engine operates without rotating ignition distribution.

Advantages
• No rotating parts and no mechanical wear, therefore maintenance-free
e Reduced number of high-voltage connections
• Less susceptibility to faults

The power output stage is integrated into the stationary high-voltage distribution.

SSP 174/13

G62 G72 G69/F60 G61/ 66 G40

The ignition timing is calculated according to a map stored in the engine control unit. The engine
control unit takes into account the following influencing factors:

Main influencesBgroBen Correction sizes

• Engine speed G28 • Coolant temperature G62
• sucked-in air mass G70 • Intake manifold temperature G72
• Throttle position G69
• Signal from the idle switch F60
• Knock signal G61/66
• Camshaft position G40

14
Two-spark ignition coil

In the stationary high-voltage distribution, twosparkignition coils are used.

01 15 0
Primary development

Sekundarwicklung

4b

Lu
4a

SSP 174/14

The secondary winding has 2 outputs, each of which is connected to a spark plug.

There are three ignition coils in the housing of the

stationary high-voltage distribution, to each of which
two spark plugs are connected.

The following cylinders are each supplied by the

separateignition circuit:
- 1 and 6
- 5 and 2
- 3 and 4.

SSP 774/75

15
Lundung

The cylinder pairs are selected in such a way (e.g.

examples 1 and 6) that one is in the compression stroke and
the other is in the exit stroke.
During ignition, a flashover occurs on both spark plugs.

In the first cylinder, the mixture is ignited in the power

stroke.
In the sixth cylinder, the ignitionspark takes place in the
exit cycle.
The spark plugs are connected in series.
In the event of a failure of a spark plug (interruption), the
entire ignition circuit fails because the circuit is broken.
So if e.g. if the candle of cylinder 6 fails, cylinder 1
cannot ignite either.

If a spark plug fails due to short circuit/5, the circuit

remainsclosed and the ignition spark on the second spark
plug continues to occur.

SSP 774/76

Multiple ignition at each engine start.

The multiple ignition improves the starting behavior of the engine, especially in cold conditions.

On the spark plug, as many flashovers as

possible are generated during the working cycle
This is possible because the working cycle is
approx. 200 m/sec, whereas the build-up of an
ignition spark takes a maximum of 7 m/sec.
Accordingly, approx. 30 ignition sparks per
work cycle possible.

SSP 774/77

16
The dormant high-voltage distribution N152

is attached to the upper chainrad lid .

It includes the three ignition coils and the

three ignition power amplifiers.

The arrangement of the ignition coils to the cylinders

is marked on the housing of the stationary high
voltage.

SSP 774/18

Self-diagnosis
Not detected in self-diagnosis.
Error message:

Electrical circuit pin 8 pin Ignition J220

52 circuit 1
Ignition
®
circuit 2
Pin 60 Ignition circuit 3 8 52 60

N152

p
O'-+,' + 'f'-'F +-'

17
 31
SS P-174/19

18
Ignition

With the use of the stationary high-voltage distribution, semi-sliding spark plugs with two ground
electrodes are used in alien VR6 motors.
The use of two ground electrodes is ensured by the lower wear, optimistic
male life of the spark plug.
The gap between the ground electrodes and the center electrode hardly widens. Therefore, in
contrast to conventional spark plugs, the ignition voltage can remain almost the same throughout
the entire service life.

Conventional ignition Semi-sliding spark

/ candle candle

/
with 2 Ground
electrodes

SSP 174/20 large burn

SSP 174/21
low burn-up

18
SSP 174/22 SSP 174/23

19
 Exceptional factors such as: extreme short-distance
traffic can lead to the disrepute of conventional spark
plugs.
The resulting deposits on the spark plug's spark plug
form an electrically conductive connection between the
center electrode and the inside of the spark plug
housing. This can lead to incidents and thus to
misfires.
Unrun the engine running is the result.
SSP 174/24
The unburned fuel-air mixture could get into the
catalytic converter and cause damage due to
overheating.

In the semi-sliding spark spark plug, a flashover takes

place from the lsolator tip to both ground electrodes,
whereby the reputational deposits are burned away
from the lsolator tip.

This results in the safe ignition of the fuel-air

mixture.

SSP 174/25

Insulator

Meanslectrode and lsolator tip become. as thin as possible. As a result, the lsolator tip heats up
faster and causes better self-cleaning. Furthermore, the insulator is so long that the center
electrode is far away from the spark plug housing. These measures reduce the risk of shunting.

20
Luf1tmassemm esseli

Der Luftmassenmesser G 70

erfal3t the air mass sucked in.

SSP 174/26

The previously used hot-wire air mass sensor is replaced by the Heil3film air mass sensor.

This results in the following advantages:

0
• no dirt deposits on the flow sensor
• there is no need for a heat flow sensor

The melantry of the HeiBfilm mass air flow sensor is identical to that of the
heatturbineair mass sensor.

Dirt deposits
Heating resistor

0
0 0 0

0 ( 0
0 0 0

-1--=1
0 0 (
0 0

0 (
0
0

0
C ----
0
0 0
- 0

0
0
0 0 a 0
0

SSP 174/27
flow-through > sensor
Temperature resistance

20
The system of the heat film air mass sensor is based on the fact that a heating resistor, which is
located in the intake manifold, is kept at a constant temperature.
This requires more or less electricity, depending on the amount and temperature of the sucked-in
air flow past the mass air flow sensor.
The power requirement is the MaB for the air mass sucked in.
Since cold air cools the heating resistance more, the air temperature is needed as a correction
factor.

0 0
0
0
0
0
0
0 0 0 O
SSP SSP
774/28 Last/cold air: 774/29
Idle/cold air: low air
mass, low heating large airmass, large
current requirement heating power
requirement

21
Mass air flow sensor

The mass air flow sensor G70

is also installed in the intake chamber between the housing intake noise
damper and the throttle control unit.

Signal Usage The air mass signal is used by the Motronic

control unit to determine the injection
quantity and the ignition timing.

SSP 174/30

Effects of signal In the event of failure of the mass air flow

failure
sensor, the engine control unit forms a
replacement value:
- the twistof the clock
- the throttle angle
- and the intake air temperature

Self-diagnosis of
failure
Interruption / Short Loop5 to Ground Short
Loop5 to Plus

Electrical Shading PIN 1 Body mass J220

PIN 16
PIN 17
Measure
Signal
@

7 ,6 1

G70
f rr
22
SSP

@
174
•
/3

- 1

23
No-load control

The newly developed throttle control unit has the task of stabilizing the idling of the
engine under all conditions and loads .
By controlling the idle speed, directly at the throttle valve and not, as before, a
bypass, the required amount of idle air is lower.
Of course, this also reduces the amount of fuel required.
By using this compact component, fault-prone components such as the idle
stabilization valve could be omitted.

SSP 174/32

Advantages

• Better control of idle speed

- through direct control on the throttle valve and the reduction of leakage air points

• Impervious to dirt

• Reduction of exhaust emissions

• Reduction of fuel consumption

• Reduction of variants

24
No-load control

• load adjustment of the motor

As before, the accelerator pedal
and the Bowden cable are carried out
according to the driver's Wi.in.

SSP 174/33

The following functions are performed by the throttle control unit.

• No-load control
Depending on the load and
temperature of the engine, the <}=
throttle valve is opened by the throttle
flapor the throttle valve. closed. In
this way, the optimum idle speed
ratio for the engine is always set.

%........................,,,;
SSP 174/34

• Closing Attenuation (Dash - Pot)

When the accelerator pedal is
released quickly, the throttle valve
is caught by the throttle actuator
and slowly closed until the required
idle speed is reached.

SSP 174/35
• Mechanical no-load emergency function
In the case of de-energized drive,
the emergency spring sets the
throttle valve to a defined
emergency running position. This
does not affect the adjustment of
the throttle valve for the driver.

SSP 174/36

24
The throttle control unit is controlled by the engine control unit.
The idle switch, the throttle actuator potentiometer and the throttle potentiometer inform the
engine control unit about the current position of the throttle valve.
To operate the throttle valve in the idle range, the throttle valve actuator is controlled by the
engine control unit.

Throttle valves
Rope
sheave

Emergency spring

SSP 174/37

Throttle actuator

Idle switch

Throttle potentiometer

Integrated no-load control

The housing with the integrated idle control cannot be opened.

Alie potentiometers and switches cannot be adjusted mechanically. The setting is
done via the V.A.G. 1551 within the basic setting.
Further information about the throttle control unit can be found in the SSP. 173
Throttle control unit.

25
Tank venting

The tank venting system

Fumes are formed above the surface of the fuel. The tank venting system is designed to prevent
these fuel vapors5 from being released into the environment.
The amount of fuel vapors depends on the air pressure and the ambient temperature. The
vapors are stored in an activated carbon container.

Through a tee between the activated carbon tank and the solenoid valve 1 it is now

u
possible to use the Fuel vapors without Caching in the Activated carbon containers the
combustion.
In addition, the flow rate of the solenoid valve1 has been increased.
0 The pressure retaining valve prevents 5 fuel vapors from being sucked out of the
tank when the solenoid valve is open.
It thus ensures the emptying of the activated carbon tank.

The pilot control and regulation of the tank ventilation system has not changed.

Solenoid valve 1 for activated

carbon tank

Activated carbon containers

T-piece

Pressure retaining
valve

26
Solenoid valve 1 for activated carbon tanks N 80

to the intake manifold

is attached to the intake noise damper housing .

Through the solenoid valve 1, the activated carbon container is

emptied and the collected fuel vapors are fed to combustion.
Solenoid valve 1 is closed when de-energized.

SSP 774/39

Effects of signal In the event of a power interruption, the

failure
valve remains constantly closed.
The activated carbon container and tank
cannot be vented
from the activated
carbon tank

Eigendiagnose
Short slip to plus
error reporting
Interruption / short slip after ground The
solenoid valve can be tested as part of
the actuator diagnosis.

Electrical circuit pin 31 control of the J220

r,
Solenoid valve

[§NBO
t
SSP 774/40
27
Injection nozzles with air flushing

N30,31,32,33,83,84
with airflush

Tie E injection nozzles are located in the lower part of the intakemanifold.
0 There is an air duct that has a connection to the intake manifold
Air with high speed to the injectionnozzles. Where a hole is fed to the
fuel jet through a hole.
This early combination of fuel and air leads to
a very fine nebulization. This prevents droplet formation.
SSP 174/43

Air supply air bore

SSP 174/45
SSP 174/44
Fuel bore

Decisionsin the The power supply is interrupted

event of a sigh n
alauscase

ADiagnostic Ku rzschl uB nach P lus

Error Message
Unterbrechung/KurzschluB nach Masse
The injectors can be tested in the frame of the actuator.

Electrical Pin 2 Injectionnozzle cylindr: 4

circuit
Pin 3 Injectionnozzle cylinder
Pin 4 5
Pin 24 Nozzle cylinder 6
Pin 25 Einspritzduse cylinder 1
Pin 26 Einspritzduse Zylinder 2
Einspritzduse Zylinder 3

28
SSP 1

29
 Due to the crankcase release, the pollutants from the crankcase are fed to the engine for
combustion.

By using a crankcase bleed valve with bypass and integrated non-return valve, the
ventilation of the crankcase is improved over the entire map area.
The non-return valve prevents intake air from entering the crankcase in some partial
load ranges when the intake manifold vacuum is low . At the same time, the bypass
ensures crankcase ventilation .

Tank vent line

Heating

-- Bypass

Non-return valve

SSP 774/47

Bypass

SSP 774/42

30
 The Secondary Air System

Due to the Upper greasing of Mixtures of fuel substances in the Cold start
phase kick in the exhaust gas an increased proportion of unburned
0 hydrocarbons.
During this time, the secondary air system blows air behind the exhaust valves.
As a result, the exhaust gas is enriched with oxygen and initiates afterburning. In
addition, the operating temperature of the catalytic converter is reached more quickly
due to the heat released by the afterburning.
In this way, the secondary air system reduces exhaust emissions during the cold start
phase.

Secondary air injection valve N112

Combination valve

Secondary air pump

Secondary Air Pump Relay J299 V101

J220

1
Transducer for
Lambda Ki.ihl- medium
probe G39 temperature
G62

Catalyst

Vacuum line

SSP 174/47
31
Secondary air duct

Outlet duct combination

valve

SSP 174/48

Secondary air duct

SSP 174/49

FromlaBkanal

31
The secondary air injection valve N112

Is Mounted under the Intake Manifold.

The Secondary Air InletIs an electro-pneurnastic valve. When the grain bivalve Is
Opened, IT Releases the intake manifold negative pressure travel.
Atrnosphere pressure Is directed to the Schlielsen To the grain bivalve.

Way for intake manifold vacuum Path for AtmosphericPressure often SSP 174/50
often

Atmosphere

SSP 174/51
to the Combination
Intake manifold vacuum
valve
Atmospheric pressure to the intake manifold

Signal Usage It controls the Kombiventil and is switched by the Motronic

control unit.

Impacton Secondary air can no longer be supplied.

Signalaus

Self-diagnosis Short slip after plus interruption/l<urzschluls after

error message
mass

Elelctrische Schaltung Pin 50 control cable J220

ro
[]@]N112
I+
SSP 174/52
32
The relay for secondary air pump J 299

is controlled by theMotronic control unit .

SSP 774/53

Signal Usage It switches the power for the secondary air pump.

Effects of signal
The secondary air pump is not running.
failure

Self-diagnosis
Secondary air system interruption/short
error message
circuit to ground

J220
Electrical Circuit + Power supply
I 49
Pin 49 ground/control line

33
 I+
i... _. J299
SSP 174/54

34
The V 101 secondary air pump

is controlled by the relay for secondary air pump .

It promotes fresh air for the secondary air system.

SSP 174/55

Effects of signal 1st the power supply is interrupted, no air is required.

failure

Secondary air system interruption/short slip by

Self-diagnosis ground
error message

J29 9

Electrical Circuit J299 Secondary Air Pump Relay

Mass

V101

SSP 174/56

35
The combination valve

is screwed to the secondary air duct of the cylinder head. The

negative pressure from the secondary air injection valve opens the air
path from the secondary air pump to the secondary air duct of the
cylinder head.
At the same time, the valve prevents hot exhaust gases from entering
and damaging the secondary air pump.

SSP 174/57
Valve closed

Waste
SSP 174/58 gas

Valve Open

Fresh air from the

Secondary air " "
r Negative pressure
in the control line
from the secondary
pump air injection valve

to the secondary air channel

al

SSP 174/59

35
Exhaust gas recirculation

The exhaust gasreturn

By introducing a controlled amount of exhaust gas into the fuel-air mixture, the
combustion temperature in the cylindis reduced.
The lower combustion temperature means a lower emission of NOx.

In this way, the exhaust gasretention of the vehicle can be improved according to the
load conditions by means of a certain increase in exhaust gases.
The exhaust gas is extracted from the exhaust manifold immediately behind the
outletducts and via the exhaust gas recirculation valve into the intake manifold
insidethe throttle valve Runit oneleitet.

The exhaust gas recirculation is controlled by a map. The

king is made of
• Lastsignal
• and rotational speed nal.

No exhaust gas is recycled.

Atmosphere

Ventil for exhaust gas control

J220

N18 exhaust gas valve

t
Temperature sensor
Catalyst fi.ir exhaust gas
recirculation G98

SSP 174/60

36
The temperature sensor for exhaust gas recirculation G 98

is an NTC resistor.
The NTC means Negative Temperature Coefficient.
Thus, when the exhaust gas temperature increases, its electrical
resistance decreases.
The Motronic control unit detects the
Exhaust gas temperature. SSP 174/61

Signal Usage The signal is used to detect defects in the exhaust gas system.
It has· noinfluence3 on the control of exhaust gas recovery.
If the temperature is too high, it indicates that the exhaust
valve is constantly open. A temperature that is too low a u_f e
in a valve that is not properly opened3.

If the sensor fails, defects in the exhaust gas system cannot be

Effects of signal detected.
failure

Short loop3 by mass

Self-diagnosis
error message

Electrical circuit pin 15 Temperature signal J220

pin 33 sensor mass

I 33I 15

SSP 174/62

37
Exhaust gas control i.ih rung

The VenTil aurochs AbgaStirring N 18

Is at Electricpneumatic Valve.
Neither Intake manifold Pressure nor Atmospheric Pressure Is applied to the
pressure chamber of the exhaust gas recirculation valve.
As a result , the Opening of the Valve and the exhaust gas recirculation i
Quantity bestiMmt.

The way is open for intake The way is open for atmospheric
pressure SSP 174/63
manifold vacuum

<J- <J-

Atmosphere

SSP 174/64

to the exhaust gas

recirculationValve
Intake manifold vacuum
to the intake manifold
- Atmospheric
pressure

Signal Usage It controls the exhaust gas recirculationvalve and the

Motronic controlunit.

Effects < signal No exhaust gas recirculation.

failure

Self-diagnosis J220
Calculation/Reduction of the Snach of

r
of
falsereporting the Authorities

□
Tramway Circuit PIN 30

[8N18
TaxlPreparation

38
SSP 174/64 I+

39
The exhaust gas recirculation valve

is located together with the exhaust gas recirculation valve

on a holder on the cylinder head.
The vacuum of the N18 exhaust gas recirculation vent
opens the way for the exhaust gas to be discharged into
the intake manifold.

SSP 174/65

Valve closed Valve open

SSP 174/ 6 SSP 174/67

6

Intake manifold vacuum

To the intake
from the Valve for manifold
exhaust gas Control N18

Atmospheric pressure
from exhaust gas
recirculation valve
N18
Exhaust gas from the exhaust system

39
Functionplan

30
15
31

31 50 30 432 26 2

124220 56 7 68 6734

.. ..
':

:
II

G39 G28 G61

SSP 174/68

40
 I
I

'
¢ S15
,

i □
I J17 "
I

-
I

0
'

l® S130 -
,- 1
\ I[

[
®
I

I
' J299 ' N79J

L -=iM
[ft]
L
I

l
I

I
) rr V101

t
G70
I I I I

24 1617 1 49 54 6 23

(E)
J220

57 33 1 4 36 1 5 53 2710414 1
IIII

r-·--J-_-_-_- ;
i1 ---------
I
I 60 GB

I
:
I
G6 G7
2
G98 [ J338
2
G66

4
1
 30
15
31

I I
0 ® E G J
J362
L
I

TI I I
e I
TI I

65 4322
r
51 18 11 37 39

40 44 8 52 60
, '
'

' ' ' ,N152

'

G6
9 1 ,1 ) b o i
G40,

42
 Pi••
ol,
,_ --- - ·· - - -.. -
'

4
1
 Devices Coding
G fuel supply sensor G6 Input Signal
fuel pump Output Signal
G28 motor speed encoder Plus
G39 lambda sands
Mass
G40 Hall sensor (camshaft position)
G61 knock sensor I
G62 coolant temperature sensor
G66knock sensor II
G70 mass air flow sensor
G72 Intake air temperature sensor
G98 Temperature control for exhaust gas
recovery

J17 Fuel Pump Relay J220

Motronic control unit
J299 relay for secondary air pump
J338 throttle control unit J362 control
unit for immobilizer

N18 exhaust gas return valve

N30 Injector cylinder 1 N31 Injector
cylinder 2 N32 Injector cylinder 3
N33 Injector
cylinder 4
N79 Heating resistor (crankcase venting) N80
Solenoid valve 1 for activated carbon tank
N83Injector cylinder 5
N84 Injector Cylinder 6 N112
Secondary Air Injection Valve
N152 Distributorless Ignition
(RUV)

S15 fuse for engine electronics and immobilizer S18

fuse for fuel pump and lambda sensor S130 fuse for
secondary air pump

V101 engine for secondary air pump

A to the fuel gauge

8 Terminal 30 directly from the battery
C Speed signal
D Speed signal
E Consumption signal
F Shift signal from the control unit for automatic transmission
G Engine load signal for the control unit for automatic transmissions
H A/C compressor
J Climate preparedness
K Terminal 15

44
 . . . . . .
O @IT O@O @[® n)@. . .. . ..·

The engine control unit enables extensive ownership of subsystems and components.

The errors are solved with the error

e-v. A.G. In 1551

• V.A.G. 1552.

For the connection 3 you need d d i e Diagnose line

e V.A.G. 1551/3

HELP

II

V. A. G. In
1551

SSP 174/69 SSP 174/70

Follownd e Funktio n e n sind possible:

02 Query error storage

03 Ste Ilg lieddiagnose

04 Initiate basic setting

05 Clear fault memory

06 End Output

08 Read Mel3 value block

4
3
 1':,r·• =·•1•,, -- .; •:., • ,. - " . :•,
. .
'
•· ;·.
• :· .
.·
. .. l·
•
'-

.
. .· .
.
·.. . . .. ,· .
.
. - ..
' : •.; _.'..::_ • _"1 ••
•
•'• •• • ::. "-' •· •r.· • C. • -•' '• •• , • ••
I : •. • •• • • •••• • '••
\ •'

The engine electronics are selected by the address word 01

and appear in the display

0219062560 Engine .
.
Coding HS

Hs = manual
transmission AT=
automatic transmission

Incorrect coding leads to:

• Drivingconditions

• increased fuel consumption

• increased exhaust gas values

• Storage of non-existent errors in the error storage

• Reduction of gearbox life

45
 . . .... " ' . : '

O@@@@]Dm@@ @ . . ··. .. .
. .. -

Function 02 Query fault memory

The color-coded sensors/actuators are monitored by self-diagnosis.

J220

G40

G70

G28
'4 N30,
N31,
N80 32

tttttt N
,
G69 N33,
N83,
G88 .
F60 " o N84

G61/66 ._:;;:

G39 V60

G62

G72

r
f1} N18

N112
G22 Q299 I

G98 SSP 174/71

t.. G98

46
 . . . . . ' -
.
. . . .

. ' - . . '. .
. .
.
.
.
. . - .
. ,' . . --.
'

.- . . . .
. . .

Function 03 Actuator diagnostics

The color-coded components are controlled one after the other during actuator diagnostics.

(
l ()

N80

tttttt
N30,
N31,.
i,.....-, N32 '
N33 ,
N83,
N84

N18

N112

(Q J299
SSP 774/72
--=== G98

47
 rno @om@ID (· ':}:: •.:::p· · :i,.·:· :• ·. •. · . · · ·. · · . · . · · } : •
·-- ' --••• ••• : •
• • -- :· •1 ... -- ', _.: .[.

"',..} ··.,._. _ .. -:'-- ,··,.,.·.,-:·: ...... -: ··.. _,:-. • .

. -.: .--= _. _ >:. • i ..... • 4- •'• • :•

Function 04 Basic setting

In the basic setting, the Motronic control unit adapts to the throttle valve control unit.
The adjustment is necessary when the Motronic control unit has been de-energized.

J220

't4
tttttt
G69
G88
F60

V60

Cy
4
rl
SSP 174/73

48
Function 08 Read MeB value block

The signals of the color-coded components are output in the Mel3 value block.
The Mel3 value block is helpful in troubleshooting as well as in the upper inspection of the
sensors and actuators of the motor control system.

G40
J220

G70
L1 N30,
N31,

-
G28
11 32
N ,
N33,
G69
G88
F60
=tttttt N83,
N84

V60
G39

G62
N18

G72

G22

G98 SSP 174/74

49
1. How does the static high-voltage distributionof the VR6 motor differ from conventional
ignition systems?

A O It has two separate ignition distributors for the cylinderbanks.

B O The stationary high-voltagedistributionworks without rotating ignition distribution. Due

to the absence of rotating parts, it hasno mechanical wear5.

C O The poweramplifiers are integrated into the stationary high-voltage distribution.

2. 0 What does the term multiple ignition mean?

A In each start-up phase, as many sparks as possible are generated during the work cycle.

B O Only in the case of a cold start, 3 flashovers are generated per power cycle.

C O The multiple ignition is used for the afterburning of unburned residual gas.

3. What are the tasks of secondary air insurrection?

A O The secondary air injection is used to increase performance in the partial load range.

B O Secondary air injection reduces exhaust emissions in the cold start phase.

C O By injecting the secondary air during the cold start phase, the catalytic converter
reaches its operating temperature earlier.

D O The secondaryairinjection prevents misfires when the engine is too healthy.

50
I
4. What is the task of the combination valve in the secondary air system?

A O It mixes intake and atmospheric air to the secondary air volume.

B O The combination valve divides the secondary air tram for the two cylindrical banks.

C O The cambiated valve prevents hot exhaust gases from entering the secondary air
pump and damaging it.

5. Which of the following statements apply to exhaust gas recirculation ?

A □ The exhaust gas recirculation system is controlled by a map consisting of the load
signal and the speed signal.

B O The largest amount of exhaust gas is returned at idle.

C O The emission of NOx is reduced by exhaust gas recirculation.

D O The exhaust gas system increases the combustion temperature in the cylinder,
which improves the driving characteristics.

6. What is the signal of the temperature sensor for exhaust gas recirculation G98 used for?

A □ It is used to measure the amount of exhaust gas, which is recirculated depending on the
temperature.

B O The signal is used to detect defects in the exhaust gas recirculation.

C □ It indicates to the Motronic control unit that the exhaust gas temperatures are
excessive. This will shut down the exhaust gas system.

51
 Z9

Watchwords

1. 2.3.4.5.6 .

A □ A
□ A
□ A
□ A
Q A
□
B bl B
□B DI B□B □ B Cl

C DC 0CgCDC g C
□
D
□ D
□
·•irtzsn · :c,·::: •.:·,ht r a, •mer sr:: zr:m m

UCJtlll

For internal use only. Oieses paper was

© VOLKSWAGEN AG, Wolfsburg bleached from chlorine-
Alie rights and technical Subject to Change Pulp
free produced.
bleached
540.2809.92.00
WLZ
Technis
Status: 11 ../ 95 Ii ffi!4tmii,. e:. J:;
I
a