Three-Cylinder

Compression Ignition
Engine 1.4 l TDI
of the EA288 Model Series

Self Study Program

ŠKODA Service® 105

Table of Contents

1. Introduction .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.1 Diesel Aggregate Modularity (MDB – Modularer Diesel-Baukasten) . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.2 Technical Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2. Cylinder Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3. Cylinder Head .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
4. Camshaft Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
5. Crank Mechanism .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
5.1 Crankshaft .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
5.2 Pistons and Conrods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
6. Balancing Shaft Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
7. Cogged Belt Drive .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
8. V-Ribbed Belt Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
9. Oil Circuit .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
9.1 Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
9.2 Oil Circuit Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
9.3 Oil Filter Module .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
9.4 Oil Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
10. Coolant Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
10.1 Micro Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
10.2 High-Temperature Cooling Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
10.3 Low-Temperature Cooling Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
11. Air Line .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
11.1 Turboblower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
11.2 Intake Manifold with Swirl Flaps .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
11.3 Boost Air Cooling .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
12. Exhaust Gas Return Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
12.1 High-Pressure Exhaust Gas Recirculation Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
12.2 Low-Pressure Exhaust Gas Recirculation Line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
13. Air Line System Diagram .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
14. Fuel System .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
14.1 Fuel System Overview .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
14.2 High-Pressure Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
14.2.1 High-Pressure Fuel Pump Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
14.3 Fuel Pumping Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
14.4 Injection Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
14.4.1 Injection Phase Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
15. Glow System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
16. Engine Control System Overview .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
17. Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
17.1 Exhaust Gas Purification Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
18. Special Service Tools and Jigs .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56

GB 3
Instructions for assembly and disassembly, repairs, diagnostics, and detailed user
information can be found in diagnostic testers and service literature.

Editorial closing date: 1/2015.

This SSP is not subject to updating.

SP105_00

4 GB
1. Introduction

The new three-cylinder 1.4 l TDI engine belongs to the EA288 series compression ignition engines. It is a MDB
engine with a new modular concept used within the entire VW group. In ŠKODA AUTO, it is used for the first time
with ŠKODA Fabia III model. For the first time, the drive unit will be manufactured in two performance variants –
66 kW and 77 kW.

SP105_1

For information on other engines of the EA288 model series see the Self Study Program
SSP100 – MDB Compression Ignition Engines 1.6 l TDI and 2.0 l TDI.

1.1 Diesel Aggregate Modularity (MDB – Modularer Diesel-Baukasten)

Dimensions, mounting and connection points of the MDB engines were designed so that the engines can
be used as "global drive units". Due to that, these engines will be introduced in vehicles throughout the VW Group.
Modularity is applied both in the basic engine model assemblies (engine block, cylinder head, crank mechanism)
and in the fittings of the engine (exhaust gas treatment near the engine, suction pipe with integrated boost
air cooler).

GB 5
1.2 Technical data

The essential point of development was reduction in weight in connection with low fuel consumption and good
performance characteristic of the drive unit. Performance increase from 66 kW to 77 kW is obtained by alteration
to the software of the engine control unit.

As compared to 66 kW engine, the 77 kW engine is fitted with a bigger turboblower.

General Engine Specifications

– aluminium alloy cylinder block
– balancing shaft module with integrated oil and vacuum pump
– intake manifold with swirl flaps
– water-cooled charge-air cooler
– controlled coolant pump
– t wo-circuit system of the exhaust gas recirculation line composed of high-pressure and low-pressure
exhaust gas recirculation line
– injection system with maximum injection pressure of 2000 bar

SP105_2

6 GB
Tabulated technical parameters

Performance version of the 1.4 l TDI engine

Engine Parameters 66 kW TDI 77 kW TDI
(engine code: CUSB) (engine code: CUTA)
Structural Design inline diesel three-cylinder engine with direct high-pressure fuel injection,
turbocharged, liquid cooled, two camshafts in the cylinder head cover (2x OHC),
cogged belt-driven timing mechanism, transverse front mounted
Number of cylinders 3 3
Displacement 1422 cm 3
1422 cm3
Bore 79.5 mm 79.5 mm
Stroke 95.5 mm 95.5 mm
Number of valves per cylinder 4 4
Max. power 66 kW 77 kW
at 3000–3250 rpm at 3500–3750 rpm
Max. torque 230 Nm 250 Nm at 1750–2500 min-1
at 1500–2500 rpm
Compression ratio 16.2 : 1 16.2 : 1
Completion Electronically controlled high-pressure injection by the Common-Rail
system (Delphi)
Lubrication Force feed lubrication with through-flow oil filter
Fuel Diesel Diesel
Emission standard EU 6 EU 6
Balancing shaft YES YES

GB Volkswagen Technical Site: http://vwts.ru http://vwts.info 7

Performance and torque characteristics of the 1.4 l TDI 66 kW and 77 kW engines

1.4 l TDI 66 kW and 77 kW EA288

300 80

270 70

240 60

210 50
M (Nm)

P (kW)
180 40

150 30

1.4 l TDI 77 kW
120 20
1.4 l TDI 66 kW

90 10

1000 2000 3000 4000

n (rpm)

P – Performance, M – Torque, n – Engine speed

engine torque curve

engine performance curve

SP105_3
Installation of the 1.4 TDI engine in ŠKODA Fabia III

8 GB
2. Cylinder Block

The cylinder block was made of aluminium alloy to reduce the weight. As compared to the three-cylinder 1.2 l TDI
engine we succeeded to achieve weight reduction by about 11 kg owing to mere transition from grey cast iron
to aluminium. To endure higher stresses, grey cast iron is used for cylinder liners. In the block production process,
they are hot pressed into the cylinder block. When liners are installed, the cylinder blocks are heated and cylinder
liners strongly cooled.

hot
pressed
cylinder liner
of grey cast iron

deeply seated
cylinder head bolt

SP105_4

aluminium alloy
cylinder block

The principle of deeply seated cylinder head bolts is a uniform structural feature of the series
of the EA288 compression ignition engines. This solution results in improved division of forces
transferred in the cylinder block structure and distribution of the pressure acting
on the cylinder head gasket.

Given the low thickness of the walls of grey cast iron cylinder liners they cannot be additionally
machined.

GB 9
3. Cylinder Head

Aluminium cylinder head of the three-cylinder 1.4 l TDI engine is based in its basic features on the EA288
model series of four-cylinder engines. The cylinder head has a bottom and top water jacket for better heating
and cooling.

Technical parameters of the cylinder head

– aluminium alloy cylinder head
– cross cooling
– top and bottom water jacket
– four-valve technology with rocker arms and balancing elements

aluminium alloy top water jacket

cylinder head

SP105_5

bottom water jacket

10 GB
Structural Design

As compared to the four-cylinder engines of the EA288 model series, the valves of the three-cylinder 1.4 l TDI
engine are arranged in different manner. Six intake valves are placed on the first camshaft, six exhaust valves
on the second camshaft. This arrangement respects the valve arrangement of the older EA189 engine series.
As a result of this, all the intake valves of the 1.4 l TDI engine are placed on the intake side and all the exhaust
valves on the exhaust side.

three-cylinder 1.4 l TDI EA288 engine four-cylinder EA288 engines

valve arrangement valve arrangement

exhaust valve

camshaft axis

crankshaft axis

camshaft axis

suction valves exhaust valve suction valves

GB 11
The following valve gear components were adopted from the EA288 series four-cylinder engines:
– valves
– valve seat rings
– valve springs
– valve spring pans
– valve guides
– valve wedges
– rocker arms
– hydraulic balancing elements

valve rocker arm with roller

hydraulic
balancing
element

intake channel
SP105_9

suction valve
exhaust channel

exhaust valve

12 GB
 4. Camshaft Housing

Camshaft of the intake and exhaust valves is integrated into the camshaft housing. A cogged belt drives
the exhaust valve camshaft, which than drives the intake valve camshaft via spur gears.

The Hall sensor G40 is mounted in the cylinder head cover. The sensor wheel is fixed to the camshaft
of the exhaust valves.

Hall sensor G40

cylinder-head cover

gasket
cogged belt
pulley to drive
exhaust valve
the camshaft
camshaft

SP105_10

cogged
belt

suction valve spur gears

camshaft Hall sensor
wheel G40

camshaft housing

In case of repair the camshaft housing must be replaced together with the camshafts.

GB 13
5. Crank Mechanism

5.1 Crankshaft

The crankshaft is fitted in four bearings and forged of steel for heavy loading. It has two counterweights
to balance the inertia rotary forces, see Chapter 6. – Balancing Shaft Module.
The drive gear for the balancing shaft module was hot pressed on the first cylinder's crankshaft side.

The crankshaft can be dismounted and mounted back. Please proceed as instructed
in the Workshop Manual.

5.2 Pistons and Con Rods

Pistons are made of aluminium with a recess in the middle. They are cooled by washer nozzles
in the cylinder block. Piston cooling oil from the washer nozzles gets into the piston cooling channels
to ensure cooling in the point of piston rings. Trapezoidal con rods are made by cracking.

aluminium piston
with recess in
the middle

con rod washer nozzle

for piston cooling

drive gear
for the
SP105_6
cogged-belt drive

drive gear for balancing steel crankshaft

shaft module

14 GB
 6. Balancing Shaft Module

The balancing shaft module with integrated oil and vacuum pump is mounted on the cylinder block bottom side
for spatial reasons and to maintain low friction. It is bolted directly to the cylinder block and it is located inside
of the oil sump.

Each balancing weight is fitted with plastic cover. These covers prevent foaming of the engine oil.

The balancing shaft is driven by the drive gear on crankshaft.

drive gear
on the
crankshaft

drive gear
of the
balancing shaft
module

balancing weight with

plastic cover
SP105_7

balancing weight
plastic cover with plastic cover

oil suction branch balancing shaft module

with integrated oil
and vacuum pump

GB 15
The driving gear of the balancing shaft module with spur gearing is driven by the crankshaft's driving gear in the
direction opposite to the engine run at the same engine speed. The rotating balancing weights on the balancing
shaft reduce engine oscillations.

drive gear
on the
crankshaft

housing

drive gear
of the
balancing shaft
module

SP105_8

oil pump

plastic cover

vacuum pump
balancing weight

The driving gear of the balancing shaft module is fitted with surface layer through which
the tooth clearance is adjusted. This surface layer is subject to wear during operation.
Tooth clearance adjustment without this layer is impossible then. That is why the balancing
shaft module must be replaced after disassembly.

16 GB
7. Cogged Belt Drive

The cogged belt drives the following:

– exhaust valve camshaft

– high-pressure fuel pump of the Common Rail system
– coolant pump

suction valve
exhaust valve
camshaft
camshaft

drive gear
for camshaft drive

driving gear
of coolant pump

automatic
tensioner pulley

drive gear
on the
SP105_11
crankshaft
crankshaft

cogged belt

GB 17
8. Ribbed Belt Drive

The ribbed belt drives the following:

– alternator
– air conditioning compressor

The ribbed belt's pulley on the crankshaft is equipped with a shock absorber for calmer engine operation.
A tensioner pulley with a spring is used to tighten the ribbed belt in vehicles with an A/C system.

alternator

ribbed belt
pulley on the
crankshaft
SP105_12

vibration
damper
air conditioning
compressor

V-ribbed belt

tensioner pulley
with spring

18 GB
Vehicles without an A/C system have shorter ribbed belt led directly to the alternator's pulley,
without a tensioner pulley.

alternator

ribbed belt
pulley on the
crankshaft SP105_13

assembly situation with the ribbed belt

in the vehicles without A/C compressor

GB 19
9. Oil Circuit

9.1 Oil Pump

Oil supply is provided by the oil pump integrated into the balancing shaft module. It's purpose is to continuously
supply the crank mechanism, valve gear and turboblower with sufficient amount of oil.

oil pressure
control valve N428

SP105_16

oil pump
in the
balancing shaft
module

SP105_15

The oil pump is controllable and operates at two pressure levels.

4.2
high pressure level
3.8
oil pressure (bar)

required pressure
2.0
1.8
low pressure level

SP105_48
3000
engine speed (rpm)

Oil pressure is controlled in two levels. Switchover from the low pressure level (1.8–2.0 bar)
to the high pressure level (3.8–4.2 bar) takes place at the speed of 3000 rpm.

20 GB
9.2 Oil Circuit Diagram

SP105_14

GB 21
9.3 Oil Filter Module

The oil filter module consists of:

– oil cooler
– oil pressure switch F1
– oil filter
– oil filter module housing

The oil pressure switch is connected with the oil circuit through the connection channel in the oil filter module
housing. The checked pressure range of the oil pressure switch is 0.3 bar to 0.6 bar. The oil pressure switch
is bolted to the oil filter module and secured with a securing clamp.

securing clamp to fix the

oil pressure switch F1
oil cooler

coolant oil pressure

inlet switch F1

connection channel
to the oil pressure switch

housing
coolant outlet

oil inlet
SP105_17

oil outlet

oil filter

The securing clamp that secures the oil pressure switch F1 must not be removed when the
oil pressure switch is being mounted or dismounted. When working with the oil filter module
observe the instructions in the Workshop Manual.

22 GB
9.4 Oil Sump

The oil sump consists of two parts. The top part is made of aluminium alloy.
The bottom part is made of sheet metal and it is more resistant a thus more convenient for driving
on poor quality roads.

The oil level and temperature sensor G266 is mounted in the oil sump bottom part. It uses ultrasonic principle to
measure oil level and utilizes a PTC sensor to measure oil temperature.

A gasket is inserted between the top and bottom parts. Four guide bushes with guide pins are integrated into the
gasket. The pins facilitate adjustment to the correct position and gasket installation in case of repair.

oil sump top part

guide bush
made of aluminium
with guide pin
alloy

SP105_18

gasket

oil level and

temperature sensor
G266 oil sump bottom part
made of sheet metal

GB 23
10. Coolant Circuit

The coolant system consists of three cooling sub-circuits:

– micro circuit
– high-temperature cooling circuit
– low-temperature cooling circuit

7
3
1
4

5 6

8
14
11 2 9
12
13

16

10 15

SP105_19

Key:

1 – coolant equalizer container 9 – coolant thermal controller

2 – coolant temperature sensor G62 10 – coolant cooler
3 – heat exchanger of the heating system 11 – switchable coolant pump
4 – auxiliary heating pump V488 12 – cylinder head coolant valve N489
5 – cylinder head 13 – engine oil cooler
6 – exhaust gas recirculation line servo motor V338 14 – boost air cooler
7 – low-pressure exhaust gas recirculation line cooler 15 – low-temperature cooling circuit cooler
8 – cylinder block 16 – boost air cooling pump V188

24 GB
10.1 Micro Circuit

Coolant flows through the following components:

– heat exchanger of the heating system (3)

– auxiliary heating pump V488 (4)
– cylinder head (5)
– exhaust gas recirculation line servo motor V338 (6)
– low-pressure exhaust gas recirculation line cooler (7)
– switching coolant pump (11)
– cylinder head coolant valve N489 (12)

7
3

5 6

11 12

SP105_20

GB 25
10.2 High-Temperature Cooling Circuit

Compared to the micro circuit, coolant flows through the extra parts below:

– coolant equalizer container (1)

– coolant temperature sensor G62 (2)
– cylinder block (8)
– coolant thermal controller (9)
– coolant cooler (10)
– engine oil cooler (13)

2 9
13

10

SP105_21

26 GB
10.3 Low-Temperature Cooling Circuit

Coolant flows through the following components:

– boost air cooler (14)

– low-temperature cooling circuit cooler (15)
– boost air cooling pump V188 (16)

14

16

15

SP105_21

Filling and deaeration must be done by the VAS6096 cooling system filling device and using
a diagnostic tester via the "Gudided Functions".
When working on the cooling system it is of absolute necessity to observe instructions
and warnings stated in the ELSA system!

GB 27
11. Air Line

The aspirated air flows into cylinders through the structural parts in the following sequence:

– air filter
– turboblower
– water-cooled charge-air cooler
– throttle valve control unit
– intake manifold with swirl flaps
– intake channels
– intake valves

aspirated air

suction valve

intake manifold turbocharger

with swirl
flaps

SP105_22

water-cooled
throttle valve control unit boost air cooler

28 GB
11.1 Turboblower

Boost pressure is generated by turboblower with adjustable blade geometry. The turboblower is integrated
in the exhaust manifold. The turbine's adjustable stator blades are adjusted by vacuum. Information
on the position of stator blades is delivered to the engine control unit by position sensor of the boost pressure
adjuster G581. Bearings are lubricated and cooled by the engine oil circuit.

boost pressure
adjuster with vacuum vessel
and position sensor of boost
pressure adjuster G581

turbine
guide blade
adjustment
pull rod

compressor

oil inlet

SP105_23

oil outlet
exhaust manifold

GB 29
11.2 Intake Manifold with Swirl Flaps

The intake manifold with swirl flaps is mounted in order to meet the Euro 6 emission standard. It improves mixture
formation in the combustion area at low engine speed. This results in lower fuel consumption and lower concen-
tration of harmful pollutants in exhaust gases. To achieve better filling the swirl flaps open under high engine load
and high speed.

boost pressure
sensor G31

shaft

intake
manifold

gasket

SP105_24

swirl flap

guide bar

adjuster with
vacuum vessel

variable intake valve

position sensor G513

30 GB
Swirl flaps are actuated by vacuum. If swirl flaps are to be reposition, the engine control unit activates
the flaps positioning valve N239 in the intake manifold.
From there, the vacuum gets all the way to the vacuum vessel on the suction pipe. The guide bar in the suction
pipe is readjusted by the vacuum here. The guide bar is connected to the swirl flap shaft. Swirl flaps are smoothly
readjusted depending on the engine speed and load up to the coolant temperature of about 85 °C. Once this
coolant temperature is achieved the swirl flaps are fully open.

Consequences of a failure

In case of a failure of the flaps positioning valve N239 in the intake manifold or lack of vacuum for positioning
the flaps, no positioning is possible. Swirl flaps are open in both cases.

GB 31
11.3 Boost Air Cooling

A water cooled boost air cooler is located in the boost air path upstream of the throttle valve control unit. Plates
for coolant with W-shaped lamellas are located in the boost air cooler's cooling body. All the cooling body parts are
made of aluminium.

boost air outlet boost air temperature sensor

downstream the boost air cooler G811

coolant
inlet
throttle
valve con- intake air tem-
trol unit perature
J338 cooling sensor G810
body

boost
air
inlet

coolant SP105_28

outlet
plates
for
coolant

The G810 intake air temperature sensor records the intake air temperature. The boost air temperature sensor
downstream the boost air cooler G811 measures the temperature downstream the boost air cooler. If the actual
temperature downstream the boost air cooler is higher than the required temperature, the engine control unit
activates the V188 boost air cooling pump as required.

32 GB
12. Exhaust Gas Recirculation Line

The exhaust gas recirculation line of the 1.4 l TDI EA288 series engine is designed as a two-circuit recirculation
system. – The system is composed of a high-pressure and a low-pressure exhaust gas recirculation line.

12.1 High-Pressure Exhaust Gas Recirculation Line

Exhaust gases are withdrawn through an external channel directly from the exhaust manifold to be led, without
any cooling, through the servomotor of the exhaust gas recirculation line V338 all the way to the intake manifold.
Hot exhaust gases heat the boost air and flow mixed with it through the intake manifold into cylinders. The sup-
plied hot exhaust gases cause quicker heating of the exhaust gas purification module which makes the module
ready for operation faster. The high-pressure exhaust gas recirculation line is active mainly in the engine heating
phase. The ratio of the recirculated exhaust gases of the high-pressure exhaust gas recirculation line is controlled
by the engine control unit through the V338 exhaust gas recirculation line adjuster.

exhaust gas recirculation line valve

with the exhaust gas recirculation line
adjuster V338
intake channel
intake manifold

exhaust gas
purification
boost air module
manifold

SP105_26

exhaust
manifold
external channel
of exhaust gas
recirculation line

GB 33
12.2 Low-Pressure Exhaust Gas Recirculation Line

The low-pressure recirculation line of exhaust gases is active virtually in all the operation statuses.

Exhaust gases are withdrawn downstream the Diesel particulate filter so the exhaust gases are relieved of soot
to considerable extent. The gases flow through the EGR cooler that is placed directly downstream the exhaust gas
purification module.

The cooled exhaust gases subsequently pass through the EGR valve. The mixture of exhaust gases and boost air
passes through the boost air cooler and, further, through the boost air tube and intake manifolt into cylinders.

The ratio of recirculated exhaust gases depends on the pressure difference between the exhaust side and the
suction side.
Since this pressure difference varies depending on the engine load, it must be controlled. This control takes place
by balancing actions of the V339 EGR valve on the intake side and the J883 exhaust gas flap control unit on the
exhaust side.

During this control, the pressure difference may rise or drop:

– T he pressure difference rises if the throttle flap of the EGR valve continues to open and the throttle flap of
the exhaust gas flap control unit continues to close.

– T he pressure difference drops if the throttle flap of the EGR valve is still closed
and the throttle flap of the exhaust gas flap control unit is still opened.

34 GB
 turbocharger
intake manifold intake channel

oxidizing
catalyst and
DeNOx
catalyst

Diesel
boost air cooler SP105_27 particulate
filter

exhaust line
recirculated connecting
exhaust the exhaust
gas cooler exhaust gas recirculation gas flap control
valve with the exhaust unit J883
gas recirculation
adjuster V339

GB 35
13. Air Line System Diagram

7
8

1 9

10
5 11

4
2
13

16 17
12
14 15
22 24
3
18

21

20
19

23

SP105_25

25

36 GB
Key:

1 air filter
2 intake air mass sensor G70
3 turboblower compressor
4 Boost air temperature sensor upstream of the boost air cooler G810
5 boost air cooler
6 boost air temperature sensor downstream the boost air cooler G811
7 throttle valve control unit J338
8 boost pressure sensor G31
9 position sensor G513 of the variable intake manifold switch
10 switching valve N239 of the variable intake manifold flap
11 exhaust gas recirculation adjuster V338
12 exhaust gas temperature sensor 1 G235
13 boost pressure adjuster position sensor G581
14 boost pressure limiting electromagnetic valve N75
15 turbine with adjustable stator blades
16 Lambda probe G39
17 exhaust gas temperature sensor 3 G495
18 oxidizing catalytic converter/reservoir catalytic converter DeNOx
19 Diesel particulate filter
20 recirculated exhaust gas cooler
21 exhaust gas recirculation adjuster 2 V339
22 pressure difference sensor G505
23 Lambda probe downstream the catalyst G130
24 exhaust gas pressure sensor 1 G450
25 exhaust gas flap control unit J883

GB 37
Notes

38 GB
14. Fuel System

The 3-cylinder 1.4 l TDI engine is equipped with the Common Rail fuel injection system.
The innovated injection system by Delphi uses a high-pressure fuel pump to induce the maximum injection
pressure of 2000 bar and it therefore supplies fuel into the injection valves under the necessary pressure.
As usual, the system is controlled by the engine control unit.

injection valves N30-N32 fuel pressure sensor G247

high-pressure
fuel reservoir
(Rail)

SP105_29

fuel pressure fuel dosing high-pressure

control valve N276 valve N290 fuel pump

GB 39
14.1 Fuel System Overview

Simplified illustration of the fuel system structure shows relevant parts and depicts branches
of the system with different pressure and flow directions in the fuel system.

7
8

10 10

1
3
SP105_30

40 GB
 9

Key:

1 fuel pump G6
2 fuel supply pressure regulator
3 fuel filter
4 fuel temperature sensor G81
5 high-pressure fuel pump
6 fuel metering valve N290
7 fuel pressure control valve N276
8 high-pressure fuel tank (Rail)
9 fuel pressure sensor G247
10 injection units N30, N31, N32

high fuel pressure 230 - 2000 bar

pressure in the supply and return fuel line from injection units is approx. 5.8 bar
pressure in the fuel return line: 0-1 bar

10

GB 41
 14.2 High-Pressure Fuel Pump

Single-piston high-pressure fuel pump generates the maximum injection pressure of 2000 bar for injection
and it is driven by a cogged belt.

high-pressure connector
with delivery valve fuel dosing
valve N290

driving shaft
fuel supply

fuel return line

SP105_31

42 GB
14.2.1 High-Pressure Fuel Pump Design

The N290 fuel metering valve built in the high-pressure fuel pump regulates the necessary amount of fuel
for the high-pressure part in dependence on the engine load and speed. The pump piston is actuated by
a drive shaft with twin cam and pulley. The pulley provides transfer of forces under very low friction.

The fuel from fuel tank is conveyed by the G6 fuel pump all the way into the housing of high-pressure fuel pump.

high-pressure fuel dosing

chamber valve N290

connector to the
high-pressure
fuel reservoir
(Rail)

fuel return line

pump piston

SP105_32
fuel supply
pump piston
spring

drive shaft with dual cam

pulley

pump casing

GB 43
Fuel pumping into the high-pressure chamber

The fuel metering valve is activated and opened by the engine control unit. When the valve opens the fuel
flows through an orifice to the suction valve. If the pump piston moves downwards the high-pressure chamber
volume increases. The pressure difference that occurs simultaneously upstream of suction valve and high-pres-
sure chamber opens the suction valve. Fuel flows through the suction valve into the high-pressure chamber.

suction valve

high-pressure channel fuel dosing

chamber valve N290

connector to the
high-pressure
fuel reservoir
(Rail)

valve opens
pump piston

SP105_33
fuel supply
pump piston
spring

drive shaft with dual cam

pulley

pump casing

44 GB
Fuel pressure generation

If the pump piston moves upwards the high-pressure chamber volume decreases. This increases pressure
in the high-pressure chamber and the suction valve closes. If the fuel pressure in the high-pressure chamber
is higher than the pressure in the high-pressure fuel reservoir (Rail) and higher than the force of the return valve
loaded with a spring, the highly compressed fuel flows to the high-pressure fuel reservoir and to the injection
valves.

suction valve
closes

delivery
valve fuel dosing
opens valve N290

pump piston

SP105_34

Consequences of a failure of the fuel metering valve N290

When in the voltage-free state the fuel metering valve is open. Engine start and operation are still
possible. As a replacement, the N276 fuel pressure control valve is used to control the fuel pressure.
Engine power is limited and the engine control system runs in the emergency mode.

GB 45
14.3 Fuel Pumping Unit

The fuel pumping unit is located directly in the fuel tank. It contains the following components:

– fuel pump G6
– fuel supply pressure limiting valve
– fuel supply indicator sensor G

fuel supply to the high-pres-

fuel return line sure fuel pump

fuel line from the fuel pump

to the pressure limiting valve

fuel line to the pressure

limiting valve

housing

fuel line from the pressure

limiting valve to the high-
pressure-limiting valve
pressure fuel pump

fuel pump G6

SP105_35

float with a pull rod filter

to the fuel level fuel intake
indicator sensor G

46 GB
Fuel pump G6

It is an electric, uncontrolled gear pump with inner gearing system. The supplied fuel pressure is regulated by the
pressure limiting mechanical valve to about 5.8 bar. The G6 fuel pump conveys fuel to the high-pressure pump.

Consequences of a failure of the fuel pump G6

In case of a failure of the fuel pump G6, further operation of the engine is impossible.

GB 47
14.4 Injection Units

The new seven-hole injection units made by Delphi are designated as DFI 1.6. When compared to the three-
cylinder 1.2 l TDI engine, these units work with overpressure in the return fuel line (up to 5.8 bar) and no longer
with vacuum in the return fuel line (-0.1 bar to -0.5 bar). To enable use of overpressure in the return line, a stronger
electromagnetic coil was used. Stronger electromagnetic coil is a guarantee of precise control of injection time
and injection start. The injectors are controlled by the engine control unit.

Technical parameters of injection units

– electric connector compliant with VDA standards (Automotive Industry Association)

– optimized switching valve with stronger electromagnetic coil
– decreased nozzle needle cross-section
– overpressure in the fuel return line

connector to the high-pressure

fuel reservoir (Rail)
connector to the fuel return line

SP105_36

48 GB
 – electric connector compliant with VDA
standards (Verband der Automobilindustrie -
Automotive Industry Association)

SP105_38

stronger electromagnetic coil

switching valve

nozzle spring

nozzle needle

SP105_37

GB 49
14.4.1 Injection Phase Control

We distinguish the following injection phases - injection in the normal engine mode and injection
in the regeneration mode of the particulate filter and DeNOx reservoir catalytic converter.

Injection phase in the normal mode and in the regeneration mode

top dead center

normal mode

Regeneration mode - heating phase

Regeneration mode - regeneration phase

SP105_39
pre-injections primary secondary injections t (s)
injection

Normal mode

In the normal mode, the injection valves operate with up to three injections:

– one to two pre-injections and one primary injection.

Regeneration mode

Up to six injections take place in the regeneration mode:

– In the heating phase, the injection process is composed of two pre-injections, one primary injection and two
secondary injections.
– In the regeneration phase, the injection process is composed of two pre-injections, one primary injection and
three secondary injections.

50 GB
15. Glow System

Glow plugs enable smooth and ecological engine start. Just in several seconds the glow plug tip temperature
reaches up to 1000 °C. These short heating intervals allow for quick start of the compression ignition engine after
about 2 seconds. The glow plugs with extended glowing capability glow for up to further 180 seconds after
the engine start contributing by doing so to a lower content of harmful pollutants in exhaust gases during
the engine heating phase.

A glow plug with an integrated cylinder pressure sensor is mounted in the second cylinder. This sensor measures
actual combustion pressure in the combustion chamber and it transfers this value to the J623 engine control unit.
Information on the actual combustion pressure contributes to more precise fuel injection control.

J623

10Q
G28
J179

11Q
G628
J533

G62
12Q

SP105_40
K29
J519 J285

Key:

G28 engine speed sensor

G62 coolant temperature sensor
G628 cylinder pressure sensor 2 (integrated into the glow plug no. 2 Q11)
J179 automatic glow time control unit
J285 instrument cluster control unit
J519 on-board network control unit
J533 data bus diagnostic interface
J623 engine control unit
K29 glow indicator lamp
Q10 glow plug 1
Q11 glow plug 2
Q12 glow plug 3

GB 51
16. Engine Control System Overview

G28 Indicator lamp

of pre-glowing time K29

G40

G70
Warning lamp of
exhaust gases K83
G62

G810 Indicator lamp

of Diesel particulate
G811 filter K231

G31

G81
Instrument cluster
G247 control unit
J285
G61

G212
CAN comfort
G466 data bus

G39

G130 J533 data bus

diagnostic interface

G235
G495
CAN drive data bus
G505
Diagnostic
G450 terminal box

G581
GX3
G628

G79, J623 engine

G513 G185 control unit

G266 F

F1 G476

52 GB
 Sensors

G28 – Engine speed sensor

G40 – Hall sensor
J17 G70 – Intake air mass sensor
G62 – Coolant temperature sensor
G6
G810 – Boost air temperature sensor upstream of the
boost air cooler
G811 – Boost air temperature sensor downstream the
N30, N31, N32 boost air cooler
G31 – Boost pressure sensor
G81 – Fuel temperature sensor
N290 G247 – Fuel pressure sensor
G61 – Knock sensor 1
G212 – Exhaust gas recirculation line potentiometer
N276 G466 – Exhaust gas recirculation line potentiometer 2
G39 – Lambda probe
N75 G130 – Lambda probe downstream the catalyst
G235 – Exhaust gas temperature sensor 1
G495 – Exhaust gas temperature sensor 3
N239 G505 – Pressure difference sensor
G450 – Exhaust gas pressure sensor 1
G581 – Boost pressure controller position sensor
J338, J338 – T hrottle valve control unit with throttle valve posi-
G186 tion sensor GX3
G513 – Variable intake manifold position sensor
J883 – Exhaust gas flap control unit
V338 G266 – Oil level and temperature sensor
F1 – Oil pressure switch
V339 G79, G185 – Acceleration pedal position sensor
F – Brake lamp switch
G476 – Clutch pedal position sensor
J883

V188 Actuators

J17 – Fuel pump relay

V488 G6 – Fuel pump
N30, N31, N32 – Injection units of cylinders 1-3
N489 N290 – Fuel metering valve
N276 – Fuel pressure control valve
N75 – Boost pressure limiting electromagnetic valve
N428
N239 – Intake manifold flap switching valve
J338 – T hrottle valve control unit
Z19
V338 – Exhaust gas recirculation line servo motor
Z29 V339 – Exhaust gas recirculation line servo motor 2
J883 – Exhaust gas flap control unit
V188 – Boost air cooling pump
V488 – Auxiliary heating pump
N79
N489 – Cylinder head coolant valve
N428 – Oil pressure control valve
Z19 – Lambda probe heating
Z29 – Lambda probe heating
N79 – Heating resistor for heating and deaerating
J179 Q10, Q11, Q12 the crankcase *
J179 – Automatic glow time control unit
Q10, Q11, Q12 – Glow plugs 1–3; Q11 – glow plug no. 2 with
the 2nd cylinder pressure sensor G628 2

* optional equipment

GB Volkswagen Technical Site: http://vwts.ru http://vwts.info 53

 17. Exhaust System

The exhaust system of the 3-cylinder 1.4 l TDI engine in the ŠKODA Fabia III model consists of the following parts:

– turboblower with integrated exhaust manifold

– exhaust gas purification module consisting of the oxidizing and reservoir catalytic converter DeNOx + DPF
– exhaust gas flap control unit J883
– rear exhaust silencer

exhaust gas
turboblower with integrated purification
exhaust manifold module

grip clamp
rear exhaust
silencer

screw clamp

flexible tube
exhaust gas flap
control unit J883

SP105_49

flexible suspension
of the front part
of the exhaust pipe

54 GB
 17.1 Exhaust Gas Purification Module

The integrated oxidizing and reservoir catalytic converter DeNOx and the particulate filter
are enclosed in the exhaust gas purification module fitted on the engine. The exhaust gas purification module
is bolted to the cylinder block and to the cylinder head by four brackets. These brackats have longitudinal holes
to allow mounting of the exhaust gas purification module without any strain.

pressure difference
sensor 2 - G524 pressure difference
sensor G505

exhaust gas temperature

Lambda probe G39 sensor 3 G495

G130 Lambda probe

downstream the
catalyst

bracket

oxidizing catalytic
converter and reser-
voir catalytic converter
DeNOx

SP105_42

solid particulate filter

GB 55
18. Special Service Tools and Jigs

T10533 – jig (engine strut) for the exhaust gas purification module assembly and disassembly

SP105_43

T10535 – intake manifold pipe disassembly extension

SP105_44

T10536 – engine assembly and disassembly bracket

SP105_45

56 GB
T10537 – adapter for injection unit assembly and disassembly

SP105_46

T10540 – adapter to fix the engine in installation position by a lifting jack MP9-200 (10-222A)

SP105_47

GB 57
Notes

58 GB