Service Training

6.09
Edition 09.2000

Motor Management SIMOS 3.2 3.3 3.4 3.5

Trainer information (GB)

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Trainerinformation, Motormanagement SIMOS 3.2 / 3.3 / 3.4 / 3.5 (D)

Contents

Chapter Subject Page

Contents 2
Contents 3
1 Introduction 4
1.1 General information about the SIMOS motor control unit 4-5
2.0 Sensors, actuators and stored maps 6
2.1.1 Vehicle electrical system voltage 6
2.1.2 G28 engine speed sender 6
2.1.3 Crank angle 6
2.1.4 Road speed 7
2.1.5 AG4 gear and gear step 7
2.1.6 G79 accelerator position sender 8
2.1.7 G246 air-mass flow meter and G71 intake manifold pressure sender 8
2.1.8 Sender for coolant temperature 9
2.1.9 G42 intake air temperature sender 9
2.2.1 Motor oil temperature 10
2.2.2 Exhaust gas temperature and water vapor dew point 10
2.2.3 Catalytic converter temperature 11
2.2.4 Lambda sensors 11
2.2.5 G61 and G66 knock sensors 12
2.2.6 Air conditioner compressor load signal (auxiliary signal) 12
High pressure sender characteristic curve 13
2.2.7 Alternator load signal 14
2.2.8 Brake vacuum sensor 14
2.2.9 F88 power steering pressure switch 14
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2.3.1 Crash sensors 15

2.3.2 F63 and F85 brake pedal switch 15
2.3.3 F 36 clutch pedal switch 15
2.3.4 Fuel reserve signal 16
2.3.5 Electronic accelerator (EPC) 16
2.3.6 Cruise control system 16
2.3.7 Idling speed control 17
3.1 Engine control unit encoding 18
3.2 Explanation of abbreviations 19
4.1 Simos overview 20
5.1 Simos 3.2 21
5.1.1 Simos 3.2 system overview 22
5.1.2 Simos 3.2 function diagram 23
5.1.3 Function diagram legend 24
6.1 Simos 3.3 25
6.1.1 Simos 3.3 system overview 26
6.1.2 Simos 3.3 function diagram 27
6.1.3 Function diagram legend 28
7.1 Simos 3.4 29
7.1.1 Simos 3.4 system overview 30
7.1.2 Simos 3.4 function diagram 31
7.1.3 Function diagram legend 32
8.1 Simos 3.5 33
8.1.1 Simos 3.5 system overview 34
8.1.2 Simos 3.5 function diagram 35
8.1.3 Function diagram legend 36

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1 Introduction Various engine management systems are used in the Group’s engines.
An example of these is the “Simos” engine management system developed by
Siemens.
This trainer information contains descriptions of Simos 3.2, 3.3, 3.4 and 3.5 systems.

1.1 General information on the SIMOS 3.X combines the basic functions of injection, ignition and engine throttle
SIMOS motor control unit valve actuation (EPC) via the accelerator pedal sender in one engine control unit.
In addition it carries out numerous sub-functions and auxiliary functions.

The sensors and actuators undergo constant monitoring by the

On Board Diagnosis system (OBD). The OBD also allows self-diagnosis via the
engine control unit.
The results can be exported via the diagnosis interface (K-line) using the VAG 1551,
VAS 5051 diagnosis devices.

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Additional tasks are requested by other control units. These tasks are transmitted
via defined interfaces.
These tasks include, on the one hand, assistance with the vehicle functions traction
control, engine braking control and the electronic stability programme (ESP). On the
other hand it assists with reducing the moment with the power shift in automatic
gearboxes, and also with determining the fuel consumption for the instrument
cluster display.
The engine control unit transmits measured values via the CAN databus to the other
control systems for further processing and it receives values for its own use.
Setting parameters and teach-in values (adapted values) are saved in an
E-EPROM. Modifiable values can be overwritten.

The data is saved in the run-on phase after ”key OFF” (terminal 15 off)
The E-EPROM also retains the values after terminal 30 (battery) is disconnected.

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2.0 Sensors, actuators and The SIMOS 3.X engine control unit gathers the operating values and operating
stored maps conditions it needs using sensors and receives measured values via interfaces from
other control units.
The sensors, actuators and auxiliary signals are described in the following.

2.1.1 Vehicle electrical system The engine control unit needs 6.5v from the vehicle electrical system; however, this
voltage can result in slight restrictions to its function.
Unrestricted start is possible from 10.7v.

2.1.2 G28 engine speed sender The engine speed is read from the engine speed sensor (inductive sender) and
each segment is updated. A segment comprises a crank angle of
720 degrees divided by the number of cylinders.
If the sender does not function, the engine speed is found using the G40 Hall sender
on the camshaft.
The engine speed explosion is 1 rpm, the value range is from
0 to 8,160 rpm.
The smallest recordable engine speed is around 30 rpm.

2.1.3 Crank angle The crank angle is calculated from the 60-2 tooth signal from the G28 engine speed
sender and the G40 Hall sender on the camshaft.
The value range for the crank angle is over 720 degrees (two engine revolutions)
This makes individual control for each cylinder possible.

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2.1.4 Road speed Two speed signals from three possible sources are used.
The possible sources are:
• ABS/ESP control unit with CAN databus; without CAN the signal is not evaluated
(Passat model year 2001 only)
– road speed signal on Simos 3.3 with ABS via CAN databus
– road speed signal on Simos 3.2, 3.4, 3.5 with ABS/ESP via CAN databus.
• Speedometer sender (G22 Hall sender on gear box)
The explosion and update rate and the quality are variable here.
Therefore, the signal with the best available quality is always selected. First the
ABS signal and then the speedometer sender. If there is a failure or implausible
signals, a substitute value of 5km/h is selected.

2.1.5 AG4 gear and gear step With manual gearboxes, the gear is determined by the ratio of engine speed to road
speed.
With automatic vehicles, the gear is supplied by the AG4 control unit via the CAN
databus.

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2.1.6 G79 accelerator position The accelerator position sender consists of two potentiometers, which are situated in
sender its housing.
For safety reasons there are two channels, allowing emergency operation with one
channel should one of them fail (redundant operation)
The accelerator position sender is also used for EPC.
The voltage from both channels determines the driver input for charging and the kick-
down signal for the automatic gearbox.

2.1.7 G246 air-mass flow SIMOS 3.X variants with an intake manifold pressure sensor and with an air-mass flow
meter and G71 intake meter are used.
manifold pressure In principle, a variant with both sensors could be possible, but this has not been
sender realised for cost reasons. Both sensors would give better altitude recognition.
The intake manifold pressure sender is less expensive, but has the disadvantage of
only allowing measurement of the pressure of the air in the intake manifold and not of
the air mass inflow.
The second crucial value, the temperature of the air after flowing through the intake
manifold and the intake valve must be calculated/modelled.

The air-mass flow meter has the disadvantage that the flow in the intake duct of the
combustion engine at medium engine speed and high load invalidates the signal to
such a degree that it is also necessary to fall back on modelling the signal.
The signals are recorded in 1 ms intervals

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2.1.8 Sender for coolant For recording the coolant temperature there are two coolant NTCs (NTC= negative
temperature temperature coefficient), one on the engine output G62 and one in the coolant return
See SSP 222 line G83.
The sensor on the engine output is standard for all engine control units.
The sensor in the coolant return line (only for Simos 3.3, except on the New Beetle)
is only available on systems with coolant temperature regulation. This keeps the
engine, depending on its load state, in a temperature range of
85° to 110°.

2.1.9 G42 intake air temperature The intake air temperature sender NTC is integrated in the housing of the air-mass
sender flow meter.
The output voltage of the sender is linearised with an algorithm in the engine control
unit and converted to temperature value.
The temperature value is needed as a parameter in several functions.
Examples are the intake manifold pressure model and calculating the ignition
advance angle.

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2.2.1 Motor oil temperature The motor oil temperature model was developed as a substitute for the oil
temperature sender. The oil temperature is calculated in a map. The following
values are input into the map: ambient temperature, water temperature, load,
engine speed, road speed, and the way the engine is heating up.

The oil temperature is also used for the EOBD. In this diagnosis function, the oil
temperature is used to evaluate the complete evaporation of fuel residue from the
motor oil.

2.2.2 Exhaust gas temperature The exhaust gas temperature is needed as a parameter in the engine control
and water vapour dew system.
point An example of this is the control of the heat output of the lambda sensor heating
circuit.
This control function is intended to keep the sensor temperatures at a required
value. A further aspect is detecting when the water vapour dew point is exceeded
when the engine is cold. This is stored in a model.
The lambda sensor may only be heated fully when the dew point temperature has
been exceeded. Otherwise, the sensor is rendered unusable by a so-called water
shock (ceramic crack).

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2.2.3 Catalytic converter Amongst other things, the temperature of the catalytic converter is required as an
temperature activation criterion for checking its efficiency (EOBD) and that of the lambda control
value with the lambda sensor behind the catalytic converter.
As the start value for the catalytic converter temperature is not known, the water
vapour dew model assumes a cold catalytic converter for every start. The
temperature is initialised.
The model parameters are the air mass, the engine speed and the coolant
temperature at the start.

2.2.4 Lambda sensors SIMOS 3.X variants with a linear lambda sensor and a binary lambda sensor are
used. The binary sensors have been the standard for many years and are cheaper
and more robust for this reason.

The properties of the binary lambda sensor only allow it to distinguish between
deficiency of air (rich mixture) or excess air (poor mixture) in combustion. The
information about the mixture is therefore digital.
Control is only possible when lambda set point = 1.

The linear lambda sensor (currently Bosch LSU 4.2) on the other hand allows a
lambda-proportional output signal, making possible complete, constant control with
faster adjustment.
The lambda set point can be set over a wide range, so that operation with lambda
not equal to 1 can be carried out.

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2.2.5 G61 and G66 knock A knock sensor is a piezo-resistive sender attached to the engine block to pick up
sensors any impact sound caused by knocking combustion.
Knocking combustion triggers high-energy pressure waves, which can be received
acoustically at lower engine speeds (ringing) and can ruin engine components at
higher engine speeds.
The tendency to knock is governed essentially by the geometric compression ratio
and the anti-knock quality of the fuel used.
The number of knock sensors is dependent on characteristics such as number of
cylinders and detection ability at the sensor position.
The SIMOS3 engine control unit can process up to two knock sensor signals.

2.2.6 Air conditioner The air conditioning compressor load signal is a pressure sensor with a PWM
compressor load signal (Pulse wide modulation) interface.
(auxiliary signal) The sensor determines the system pressure in the high pressure part of the air
Only for Simos 3.3 conditioning system.
The pulse duty factor (pulse interval ratio) is linearly proportional to the measured
pressure. With the manual air conditioning system the engine control unit evaluates
the PWM voltage With the CLIMATRONIC, CAN carries out the evaluation via the
Climatronic control unit.
The signal makes possible an approximate compensation of the torque, which the
air conditioning compressor loses via the belt drive from the engine torque; with the
aid of an air mass pre-control preventing an interruption of the idling engine.
This pre-control improves considerably the change to idling state and the idling
stability when the compressor is switched on.

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High pressure sender characteristic curve

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2.2.7 Alternator load signal The alternator load signal is a PWM signal that is output by the alternator at the DF
(dynamo field) terminal.
Similar to an air conditioning load signal an air mass pre-control is calculated and
run.
2.2.8 Brake vacuum sensor In some vehicle variants the vacuum to drive the brake pressure amplifier is created
- Automatic gearboxes additionally by a vacuum pump. The pump is activated when needed depending on
only: whether there is low pressure in the brake pressure amplifier.
- Not in T4 Depending on the configuration, either a pressure sensor is used, which records the
- Not in Simos 3.3 low pressure in the brake pressure amplifier or a calculation model from the engine
control unit calculates the low pressure.
The Simos 3.3 does not have a pressure sensor; it has a manifold intake pressure
stored in the engine control unit.

See Trainer information 8.03

2.2.9 F88 power steering In some vehicle variants, a pressure switch is built into the high pressure side of the
pressure switch servo pump.
The switch becomes active when pressure reaches a point specified during
construction (current c. 40 bar),making it possible to run an air mass pre-control.
It is intended to reduce the effect of a sudden increase in pressure in the pump on the
idling status and prevent the engine from stalling.
Particularly with the steering stop, the pressure rises very quickly to the limit pressure
of the pump (90…110 bar) so that without the appropriate air mass pre-control, the
engine tends to stall when the vehicle is being manoeuvred.

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2.3.1 Crash sensors With the crash signal the airbag control unit requires the fuel pump and the ignition to
- Not in T4 be switched off.
- Installed in Simos 3.3 This is intended to prevent fuel escaping and igniting when the vehicle has crashed.
(CAN) except Audi A3 The signal is transmitted via a PWM interface or via a CAN databus from the airbag
(PWM) control unit.
- Installed in Simos 3.2 The crash signal request is held in the fault memory of the engine control unit.
- Installed in Simos 3.4
(VW with CAN, Audi
PWM)
2.3.2 F63 and F85 brake pedal The two brake pedal switches record that the driver is using the brake pedal.
switch If this is the case the speed control becomes inactive and the driver has control over
the speed again.
Because this is a safety-related function, a double switch is installed which occupies
two digital inputs on the SIMOS3 engine control unit.
The circuit logic is selected so that opposite voltages are created alternately.
This allows mutual plausibility checking for the purposes of diagnosis.
In addition, the switch can also detect if the driver is pumping the pedal.
Detecting this pumping on the brake pedal deactivates the lambda control monitor to
prevent misdiagnoses, such as an overly rich mixture.

2.3.3 F 36 clutch pedal switch The clutch switch records that the driver is using the clutch pedal.
If this is the case the speed control becomes inactive and the driver has control over
the speed again.
In addition, after the clutch switch is activated, the transition to the engine operation
status “switch off feed” is accelerated.

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2.3.4 Fuel reserve signal The fuel reserve signal is made available by the dash panel instrument cluster. In
Simos 3.5 it is as a PWM signal , in Simos 3.2,3.3,3.4 via CAN databus.
The engine control unit uses this signal to detect when the fuel tank is about to
become empty.
If the fuel reserve signal is detected, the EOBD functions associated with the
mixture preparation are inhibited.
This is intended to prevent incorrect entries if the tank becomes empty.

2.3.5 Electronic accelerator The SIMOS 3 engine control unit realises a concept where the throttle valve is
(EPC) operated electronically.
The driver’s use of the accelerator is recorded using the sensors integrated in the
accelerator sender and converted to a angle for the throttle valve.
See SSP210

2.3.6 Cruise control system As the throttle valve is controlled electrically, no separate actuator is needed for the
cruise control system. Only a switch is necessary to operate it. The cruise control
system is governed by the SIMOS 3 engine control unit.

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2.3.7 Idling speed control To ensure a stable idling speed, SIMOS 3 has an idling speed control.
An integral part of the idling speed control is the idling stabilisation via the ignition
advance angle and the air mass pre-control.
The nominal idling engine speed is dependent on the following values.
− Coolant temperature
− Vehicle electrical system voltage
− Activation of the air conditioning system.
− Drive position recognition (only AG)
− Errors in the EPC
− Pressure switch for power steering

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3.1 Engine control unit The five-digit variant code is used to adapt the engine control unit to the
encoding individual versions of the vehicles.
This coding is transmitted serially via the K-line.
As a rule this happens at the end-of-line, using the end-of-line computer, but it
can also be done by the VAG tester or the VAS system.
An uncoded control unit (coding 00000) does not permit operation.
The input is checked in the engine control unit and is only accepted if the
character string is enabled in the data set.
The following table is an overview of the possible coding variants.

1 2 3 4 5
Audi only,
0 for VW
Vehicule Exhaust gas Equipment CAN bus Gear box
assignment
0 no coding 0 no coding 0 no coding 0 no coding 0 no coding
1 ECE1504 1 Syncro 1 ABS/ESP 1 Manual
gearbox
2 Climatronic 2 Airbag
only Simos 3.3
3 Syncro + 3 ABS + Airbag 3 Automatic
Climatronic
4 EU2 4 ACC
5 EU3 5 ACC+ ABS
6 EU4 6 ACC+ Airbag
7 D3 7 ACC+ABS+Air
bag
8 D4

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3.2 Explanation of ACC = Air Conditioning Compressor

abbreviations ECE 1504 = old EU exhaust gas regulations

There are other identifiers in the data set apart from the variant code.
Amongst these the following are defined:
• Number of knock sensors installed
• Actuator test procedure (any components not installed may not be triggered)
• Test protocol
• Activation of the malfunction indicator lamp
• Operation with or without voltage supply relays.

Unlike the variant codes, the data set identifiers cannot be modified with the VAG
testers.
They are defined by the developer when the control unit is programmed.

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4 Simos overview

1a Lambda sensor primary

catalytic converter
1b Lambda sensor secondary
catalytic converter
2 Temperature sensors
Cooling water
3 Twin spark ignition coil
4 Spark plug
5 Injector
6 Knock sensor
7 Camshaft engine speed sender
8 EPC
9 Air mass flow meter with NTC
10 Fuel pressure regulator
11 Distributor
12 ACF valve
13 Engine control unit
14 ACF canister
15 Fuel filter
16 Fuel pump
17 Camshaft sensor
18 EGR valve
19 Accelerator position sender
20 EPC fault warning lamp
21 Exhaust gas warning lamp

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5.1 Simos 3.2 Fitted in Passat GP • Binary primary catalytic converter sensor (flaw
Code AZM sensor)
2.0l 85kW • Binary secondary catalytic converter sensor
(flaw sensor)
Exhaust emission • Pneumatic secondary air pump valve, opened by
standard EU4 the secondary air pump (no longer triggered by
vacuum; electrical change-over valve no longer
needed)
• AG4 with electrical vacuum pump (brake
amplifier pump); the pump is triggered if
pressure is too low.
With manual gearboxes, this is done via the
suction jet pump.
Also see trainer information 8.03
• Static high-voltage distribution twin ignition coils
• 2 Knock sensors
• No map-based cooling
• No EAGR
• No power steering pressure switch
• No air conditioning pressure sensor

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5.1.1 Simos 3.2 System overview

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5.1.2 Simos 3.2 Function diagram

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5.1.3 Simos 3.2 Legend G62 Sender for coolant temperature

G66 Knock sensor II
1-6 Auxiliary signals G70 Air-mass flow meter
G79 Accelerator position sender
G130 Lambda sensor (secondary catalytic converter)
Colour coding/legend G185 Accelerator position sender 2
green = input signal G186 Throttle valve control (electronic)
blue = output signal G187 Angle transmitter I for throttle valve operation
red = battery plus G188 Angle transmitter 2 for throttle valve operation
brown = GND J17 Fuel pump relay
green/blue = bi-directional J240 Relay for ignition switch-off
orange = CAN databus J361 Simos control unit
J299 Secondary air pump relay
J338 Throttle valve control unit
Components J361 Simos control unit
K83 Exhaust gas warning lamp
A battery N30...33 Injector
D Starter switch N79 Heat resistance (crankcase breather)
E45 CCS switch N80 Solenoid valve for activated charcoal canister system
F36 Clutch pedal switch N152 Ignition transformer
F63 Brake pedal switch N156 Valve for intake manifold change over switch register
F85 Brake pedal switch for engine shut-off P Spark plug socket
G6 Fuel pump Q Spark plugs
G28 Engine speed sender S Fuse
G39 Lambda sensor (primary catalytic converter) ST Fuse holder
G40 Hall sender: V101 Secondary air pump motor
G42 Sender for intake air temperature Z19 Lambda sensor heater (primary catalytic converter)
G61 Knock sensor I Z29 Lambda sensor heater (secondary catalytic converter)

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6.1 Simos 3.3 Fitted in Golf and Bora with AG4 • Linear lambda sensor primary catalytic converter
only (1.6l 77kw Magneti Marelli is (constant control)
1.6l 75kW 2V RSH
with manual gearbox) • Binary secondary catalytic converter sensor
(flaw sensor)
Exhaust emission Manual gearbox and AG4 in • Friction and weight-optimised engine (see
standard EU4 Skoda, Audi A3 Trainer information on Passat 2.03)
Code AVU Pneumatic secondary air pump valve , opened
by secondary air pump (no longer triggered by
New Beetle vacuum, electrical change-over valve no longer
Code AYD needed) Current Golf series still has the
electronic changeover valve
• 1 Knock sensor
• Static high-voltage distribution twin ignition coils
• pressure switch for power steering
• EAGR
• No map-based cooling in New Beetle due to lack
of space in engine compartment

See also SSP 222

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6.1.1 Simos 3.3 System overview

* not installed on New Beetle

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6.1.2 Simos 3.3 Function diagram

V192 not installed on

New Beetle

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6.1.3 Simos 3.3 Legend G70 Air-mass flow meter

G79 Accelerator position sender
1-13 Auxiliary signals G83 Sender for coolant temperature – coolant output
G130 Lambda sensor (secondary catalytic converter)
G185 Accelerator position sender 2
Colour coding/legend G186 Throttle valve control (electronic)
green = input signal G187 Angle transmitter 1 for throttle valve operation
blue = output signal G188 Angle transmitter 2 for throttle valve operation
red = battery plus G212 Potentiometer for exhaust gas recirculation
brown = GND G267 Potentiometer, rotary push-button temperature
green/blue = bi-directional selection
orange = CAN databus J17 Fuel pump relay
J361 Simos control unit
Components J299 Secondary air pump relay
J338 Throttle valve control unit
A battery J361 Simos control unit
D Starter switch J363 Simos control unit power supply
E45 CCS switch K 83 Exhaust gas warning lamp
F36 Clutch pedal switch K132 Fault warning lamp for electronic accelerator
F45 Thermoswitch for air conditioning system (not N18 Valve for exhaust gas recirculation
Klimatronic) N30...33 Injector
F63 Brake pedal switch N80 Solenoid valve for activated charcoal canister system
F88 pressure switch for power steering N152 Ignition transformer
F269 Switch for temperature flap position N156 Valve for intake manifold change over switch register
G6 Fuel pump ST Fuse holder
G28 Engine speed sender V101 Secondary air pump motor
G39 Lambda sensor (primary catalytic converter) V192 Vacuum pump (AG only)
G40 Hall sender: Z19 Lambda sensor heater (primary catalytic converter)
G61 Knock sensor I Z29 Lambda sensor heater (secondary catalytic converter)
G62 Sender for coolant temperature

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7.1 Simos 3.4 Fitted in Passat • Binary primary catalytic converter sensor (flaw
Model year 2001 sensor)
1.6l 75kW 2V RSH
Code ALZ • Binary secondary catalytic converter sensor
(flaw sensor)
Exhaust emission • Friction and weight-optimised engine (see
standard EU4 Trainer Information Passat 2.03)
• Pneumatic secondary air pump valve, opened by
the secondary air pump (no longer triggered by
vacuum; electrical change-over valve no longer
needed)
• 1 Knock sensor
• Static high-voltage distribution twin ignition coils
• EAGR
• No servo pressure switch
• No air conditioning pressure switch

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Service Training
Trainerinformation, Motormanagement SIMOS 3.2 / 3.3 / 3.4 / 3.5 (D)

7.1.1 Simos 3.4 System overview

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Service Training
Trainerinformation, Motormanagement SIMOS 3.2 / 3.3 / 3.4 / 3.5 (D)

7.1.2 Simos 3.4 Function diagram

K-VK-36/mü/TI_6_09_(GB).doc 31/36 10.09 2000

Service Training
Trainerinformation, Motormanagement SIMOS 3.2 / 3.3 / 3.4 / 3.5 (D)

7.1.3 Simos 3.4 Legend G79 Accelerator position sender

G83 Sender for coolant temperature – coolant output
1-13 Auxiliary signals G130 Lambda sensor (secondary catalytic converter)
G185 Accelerator position sender 2
G186 Throttle valve control (electronic)
Colour coding/legend G187 Angle transmitter 1 for throttle valve operation
green = input signal G188 Angle transmitter 2 for throttle valve operation
blue = output signal J17 Fuel pump relay
red = battery plus J361 Simos control unit
brown = GND J299 Secondary air pump relay
green/blue = bi-directional J338 Throttle valve control unit
orange = CAN data-bus J361 Simos control unit
J363 Simos control unit power supply
Components K83 Exhaust gas warning lamp
N30...33 Injector
A battery N80 Solenoid valve for activated charcoal canister
D Starter switch system
F36 Clutch pedal switch N112 Secondary air inlet valve
F63 Brake pedal switch N122 Output stage
G6 Fuel pump N152 Ignition transformer
G28 Engine speed sender N156 Valve for intake manifold change over switch
G39 Lambda sensor (primary catalytic converter) register
G40 Hall sender: N157 Ignition transformer output stage
G61 Knock sensor I S Fuse
G62 Sender for coolant temperature ST Fuse holder
G70 Air-mass flow meter V101 Secondary air pump motor
Z19 Lambda sensor heater (primary catalytic
converter)
Z29 Lambda sensor heater (secondary catalytic
converter)

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Service Training
Trainerinformation, Motormanagement SIMOS 3.2 / 3.3 / 3.4 / 3.5 (D)

8.1 Simos 3.5 Installed in T4 • Linear lambda sensor primary catalytic converter
Code AVT (constant control)
2.5l 85kW 5 cylinder • Binary secondary catalytic converter sensor
(flaw sensor)
Exhaust emission • Rotating high-voltage distribution with one output
standard EU3 • 2 Knock sensors
• No EAGR
• No air conditioning pressure sensor
• No servo pressure switch
• No map-based cooling
• No service interval extension
• No crash switch-off

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Service Training
Trainerinformation, Motormanagement SIMOS 3.2 / 3.3 / 3.4 / 3.5 (D)

8.1.1 Simos 3.5 System overview

K-VK-36/mü/TI_6_09_(GB).doc 34/36 10.09 2000

Service Training
Trainerinformation, Motormanagement SIMOS 3.2 / 3.3 / 3.4 / 3.5 (D)

8.1.2 Simos 3.5 Function diagram

K-VK-36/mü/TI_6_09_(GB).doc 35/36 10.09 2000

Service Training
Trainerinformation, Motormanagement SIMOS 3.2 / 3.3 / 3.4 / 3.5 (D)

8.1.3 Simos 3.5 Legend G61 Knock sensor I

G62 Sender for coolant temperature
1-13 Auxiliary signals G66 Knock sensor II
G70 Air-mass flow meter
Colour coding/legend G79 Accelerator position sender
green = input signal G130 Lambda sensor (secondary catalytic converter)
blue = output signal G185 Accelerator position sender 2
red = battery plus G186 Throttle valve control (electronic)
brown = GND G187 Angle transmitter 1 for throttle valve operation
green/blue = bi-directional G188 Angle transmitter 2 for throttle valve operation
orange = CAN databus J17 Fuel pump relay
J338 Throttle valve control unit
Components J361 Simos control unit
K132 Fault warning lamp for electronic accelerator
A battery K83 Exhaust gas warning lamp
D Starter switch N30...33
E45 CCS switch + N83 Injector
F36 Clutch pedal switch N80 Solenoid valve for activated charcoal canister system
F63 Brake pedal switch N152 Ignition transformer
G6 Fuel pump ST Fuse holder
G28 Engine speed sender Z19 Lambda sensor heater (primary catalytic converter)
G39 Lambda sensor (primary catalytic converter) Z29 Lambda sensor heater (secondary catalytic converter)
G40 Hall sender:

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Service Training

For internal use only.

 Volkswagen AG, Service Training, K-VK-36, POB 1995
All rights reserved. Technical specifications subject to alterations.
Technical status 09/00