Service.

Self-Study Programme 233

2.0-litre Engine

Design and Function

 The 2.0-litre engine stems from a successful In this Self-Study Programme, you can familiarise
engine generation and has a long history. yourself with the design and function of the 113
series engine and 827 series engine with
The engine blocks of the 1.6-litre and 1.8-litre intermediate distributor drive shaft.
engines have a similar design.
VW has been fitting the engine with intermediate
The functions of components such as the coolant shaft in the Golf convertible since May 1999.
pump, radiator, oil pump and oil pump motor
are identical. The 2.0-litre/88 kW engine with flying camshaft
(Flino) and new functional features will also be
A notable feature of these engines is their closed presented.
system control loops which greatly reduce the
pollutant emission in the exhaust gases.

The 2.0-litre engine has different structural

design details than the 113 and 827 series.

233_024

New Important
Note

The Self-Study Programme Please always refer to the relevant Service Literature
is not a Workshop Manual! for all inspection, adjustment and repair instructions.
Service Literature.
2
Table of contents

2.0-litre/85 kW engine AQY/ATU . . . . . . . . . . . . . . . 4

Crankcase breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Fuel injection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9

Pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

PTFE oil seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Secondary air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Emission control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

ODB II exhaust emission monitoring system . . . . . . . . . . . . . . 17

System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

Function diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

Self-diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

The 2.0l / 88kW engine will not be introduced!

2.0-litre/88 kW engine ATF/ASU . . . . . . . . . . . . . . . 26

Flying camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

System overview ATF/ASU . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Function diagram ATF/ASU . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

Service interval extension . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Test your knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

3
 2.0-litre/85 kW engine AQY/ATU

Specifications
Differences/common features

233_012 233_013
113 series – engine AQY 827 series – engine ATU

Series 113 827

Engine code AQY ATU

Type 4-cylinder in-line engine

Displacement 1984 cm3

Bore 82.5 mm

Stroke 92.8 mm

Compression ratio 10.5 : 1 10.0 : 1

Rated power output 85 kW/5200 rpm 85 kW/5400 rpm

Torque 170 Nm/2400 rpm 165 Nm/3200 rpm

4
Technical features
Differences/common features
AQY ATU
Engine management Motronic 5.9.2

Lambda control Probe upstream of catalytic converter

Probe downstream of catalytic converter
Knock control 2 knock sensors 1 knock sensor

Ignition system Static high-voltage distribution with Rotating distributor

2 twin spark ignition coils

Self-diagnosis fault in dash panel insert not fitted

warning lamp with manual gearbox (EU4) only

Exhaust gas Secondary air system without Secondary air system with
treatment secondary air injection valve secondary air injection valve

Fuel Premium unleaded (RON 95) Premium unleaded (RON 95)

Exhaust emission EU 4 Manual gearbox D4 Manual gearbox

standard D4 Automatic gearbox D3 Automatic gearbox

AQY

ATU

AQY

ATU

233_002 233_001
Comparison of performance curves Comparison of torque curves

5
 2.0-litre/85 kW engine AQY/ATU

Engine overview
Differences/common features

233_003 233_004

Engine AQY ATU engine

– AQY engine without distributor,

static high-voltage
distribution;
engine suspension:
pendulum support. Notable differences
– ATU engine with distributor, drive
by means of intermediate
shaft; conventional engine
suspension

Details of the assemblies used in both engines:

– The crankshaft is mounted on 5 bearings. – The oil pump used in the AQY engine is an
– The cylinder block is manufactured from gray internal gear pump. It is driven by the
cast iron. crankshaft by means of a chain. The oil pump
– The crankcase is ventilated via the cylinder used in the ATU engine is driven via the
head cover. intermediate shaft.
– Lighter pistons reduce moving masses in the – Spray jets for piston cooling: the ATU engine
engine. does not have a piston cooling system.
– The cylinder head is made of aluminium. – The reference marks and engine speed are
– The oil sump used in the AQY engine is made registered by senders mounted on the
of aluminium and has 3 mounting points crankshaft.
facing towards the gearbox. – Phase recognition by Hall sender. Mounted
on the camshaft in the AQY engine and on
the distributor in the ATU engine.

6
 233_019 233_005

Engine AQY Engine ATU

The crossflow cylinder head is based on tried The stainless steel exhaust manifold is a
and tested structural design details. double-flow manifold. Each cylinder has its own
exhaust pipe; these pipes are then paired up.
It is also used in the 1.6-litre engine with twin-
path intake manifold. The lightweight valve gear is used:

It offers the following advantages: – 35 mm dia. hydraulic bucket tappet

– 33 mm dia. exhaust valves
– optimised intake/exhaust ports for improved – 40 mm dia. intake valves
handling performance and exhaust emission – 7 mm dia. valve stem
through a tumble duct
Intake valve lift: 10.6 mm
– The intake manifold located at the front end Exhaust valve lift: 10.6 mm
of the engine reduces the crash impact, as
there is more space between the intake pipe
and the engine bulkhead. The manifold is a
two-piece construction.

7
 Crankcase breather

Electrically heated Breather housing

Intake manifold

Heating resistor
233_027

Task

The crankcase is fitted with a breather in order to

equalise the pressure difference inside the
crankcase. +30

The crankcase fills up all the way from the oil

sump to the cylinder head cover. It fills up not J17
only with oil vapour from the oil sump, but also
with gases which escape from the combustion
chamber by bypassing the piston rings.
S243
The pumping movement of the pistons returns 10A
this mixture of gas and oil vapour to the intake
manifold via the breather in the cylinder head
cover.

To prevent the vapour from condensing and N79

freezing when they enter the intake manifold
during winter operation, there is an annular
electrical heating resistor around the inlet. 233_028

Action period Electrical circuit

The heating resistor operates continuously when J17 Fuel pump relay
the ignition is "on". N79 Heating resistor
(crankcase breather)

8
 Fuel injection

Injector with air shroud

The ATU engine has no

air-shrouded injectors!
Pressure regulator

Fuel rail

Injector

from intake pipe

233_029
Air pipe

Fuel feed
A single injector is assigned to each cylinder.
The four injectors are inserted into the fuel rail at
the top and into the engine intake manifold at
the bottom.
Fuel flows through these injectors from top to
bottom according to the so-called “top-feed”
principle. Air supply from
air pipe
The injectors have an additional air shroud
which improves mixture preparation.
An air pipe is connected to the intake pipe.
Each injector is, in turn, connected to the air
pipe.
The vacuum in the intake manifold draws air out
of the intake pipe. This air is then fed to each
individual injector along the air pipe.
The fuel and air molecules interact in such a way Air shroud
that the fuel is finely atomised.
The air shroud is mainly effective in the part-
throttle mode of the engine.
233_030

Advantages:

Combustion is improved.
Pollutant emissions in the exhaust gas are
reduced.

9
 Piston

Piston design

Lightweight aluminium pistons are used. They Graphite

have a shortened, graphitised shaft and the contact face
Shortened
bearings for the piston pins are offset inwards. shaft

The piston is box shaped.

A shorter - and therefore lighter - piston pin can

be used. 233_031

There is a recess in the base of the piston.

Over and above the advantages of lighter piston

and piston pin construction, the piston has a
relatively narrow slip face.

The piston shape necessitates a defined

installation position. This position is marked by
Box shape
an arrow on the base of the piston (pointing
towards belt pulley).

Piston cooling

To cool the piston more rapidly, a small amount

233_032
of the lubricating oil in the circuit is diverted to
the piston.

For this purpose, each cylinder has an oil spray

nozzle which is securely bolted to the cylinder
block and supplied with oil directly from the oil Oil spray nozzle
pump via an oil duct. with pressure
relief valve
The oil spray nozzle has a pressure relief valve
which opens at a pressure of 0.25 to 0.32 MPa.

The lubricating oil is fed into the interior of the

piston and cools the piston down.

The ATU engine has no oil spray

nozzle for piston cooling. 233_033

10
 Sensors

Valve timing
Hall sender G40 gear

The Hall sender is located behind the valve Measuring

timing gear. wheel
The measuring wheel is secured to the back of
the valve timing gear.

Signal utilisation

The position of the camshaft is determined via

the signal from the Hall sender.
The Hall sender also acts as a quick-start sender.
233_034
Function and design

Two measuring windows on the measuring wheel Measuring wheel with

are wide and two measurement windows are measurement window
narrow. A characteristic signal pattern is
generated for each 90o crankshaft rotation.
In this way, the engine control unit can determine
the position of the camshaft and control the fuel
injection and ignition sequences before the
engine has completed half a revolution (quick-
start sender).
Cold-starting is improved.
There is less exhaust emission during the cold 233_035
start process.

Hall sender
Substitute function and self-diagnosis

If the Hall sender fails, the engine continues to

run and utilises a substitute signal for this
purpose. The ignition advance angle is retarded
as a safety precaution.
The sensor is tested during the self-diagnosis
procedure. 233_036

Important
The ATU engine has a rotating
ignition distributor which is driven
by means of the intermediate
shaft.

Hall sender Rotor ring

The Hall sender and rotor ring are located in the
distributor.
233_006

11
 PTFE oil seal

The crankshaft and camshaft oil seals are radial

oil seals made of PTFE (PPolytt etraff luoroethylene).

PTFE is also known under the name Teflon and is

a type of heat resistant and non-wearing plastic.

These oil seals provide improved sealing from

the inside and protect the engine against
abrasion and dust from the exterior.

The sealing lip has a hydrodynamic recirculation

feature.

Outer diameter ribs allow the oil seal to be fitted

more securely in the crankcase.

The design and material require new auxiliary

tools to reliably install this new seal generation, 233_037
as well as different fitting characteristics.
Ribs on outer diameter

Sealing lip with

hydrodynamic
recirculation feature
PTFE oil seals are dry fitted.
The sealing plugs of the
crankshaft/camshaft must be Dust lip
grease free.
PTFE oil seals are always fitted in
fixed directions (right and left Crankshaft
rings). journal

Please also refer to the detailed installation

instructions given in the Workshop Manual for 233_038
the 2.0-litre/85 kW Engine, Mechanicals.

12
 Secondary air system

The secondary air systems used in In the AQY engine, the

both engines are not identical. combination valve is opened
The secondary air control valve directly by the pressure exerted by
can only be found in ATU engine. the secondary air pump and closed
off from the engine by a spring.

5
p

6
p

t°

1 3

233_008

Secondary air system - activated

Starting situation System design

During the cold starting phase of an engine, the The secondary air pump -2- blows additional air
pollutant emissions (non-combusted from the air filter -1- directly behind the exhaust
hydrocarbons) are relatively high on account of valves when the engine is started.
the fact that the catalytic converter has not yet
reached its operating temperature. The system works on the basis of interaction
between the following system components:
The secondary air system helps to reduce the
pollutant emission during this phase. – Engine control unit -3-
The exhaust gas is enriched with oxygen through – Secondary air pump relay -4-
the injection of additional (secondary) air. The – Secondary air pump -2-
non-combusted exhaust gas constituents (carbon – Secondary air control valve -5-
monoxide (CO) and hydrocarbons (HC)) are now – Combination valve -6-
thermally combusted.
Secondly, the catalytic converter reaches its Input variables for the engine control unit are
operating temperature more quickly through the the coolant temperature -to- and the lambda
heat generated by secondary combustion. control -λ-.

13
 Secondary air system

6
p

t°

1 3

de-energised 233_009

Secondary air system - not activated

Functional description The secondary air pump receives its voltage via
the secondary air pump relay. The engine control
The secondary air system is active in two unit also activates the secondary air inlet valve
operating states and for a limited period of time via which the combination valve is actuated by
only: means of partial pressure "p“.
The secondary air pump injects air downstream
– cold start of the exhaust valves into the exhaust gas stream
– in idling mode after warm start, for self-dia- for a short period of time.
gnosis
When the secondary air pump is inactive, the hot
The secondary air system is activated by the exhaust gases are also present at the
engine control unit according to the prevailing combination valve. The combination valve seals
operating conditions. the exhaust gases off from the secondary air
pump.
State Coolant Period
temperature activated During the activation procedure, the self-
diagnosis checks the system.
The lambda control must be active during the
Cold start +5 to 33oC 100s self-diagnosis procedure because the increased
oxygen content in the exhaust gas reduces the
Warm start up to 10s probe voltage.
Idling max. 96˚C
When the secondary air system is intact, the
lambda probes must register an extremely lean
mixture.

14
 Emission control

Why is a second lambda probe necessary?

Lambda probe G39

upstream of primary
catalytic converter

Catalytic converter

Lambda probe connections

to the vehicle electrical
system

233_039
Lambda probe G130 after
catalytic converter

The position of the lambda probes in the exhaust However, the more stringent exhaust emission
system is very important for emission control as regulations require quick and precise lambda
they are subjected to heavy soiling in the exhaust control.
gas.
A second lambda probe (with heating) therefore
A probe located downstream of the catalytic was installed in the exhaust system downstream
converter is less prone to soiling. of the catalytic converter (G130) in addition to
the probe upstream of the catalytic converter
A lambda control system with only one probe (G39).
downstream of the catalytic converter would be This probe serves to check for proper functioning
too slow because of the longer gas flow times. of the catalytic converter. The probe upstream of
catalytic converter (G39) is also adapted.

15
 Emission control

G28 Engine speed sender Engine

Intake air
G39 Lambda probe upstream of Catalytic converter
catalytic converter Exhaust gas
G70 Air-mass flow meter
G130 Lambda probe downstream of
G28
catalytic converter G70 G39
G130
UG39 Probe voltage, lambda probe
Fuel
upstream of catalytic converter
UG130 Probe voltage, lambda probe
downstream of catalytic converter
UV
UV Control voltage, injectors U G39 U G130

J220
233_040

The signals for air mass and engine speed are The 2nd probe simultaneously checks the degree
the basis for the injection signal (Uv). of conversion (a measure of cleaning efficiency)
of the catalytic converter.
The engine control unit calculates the additional
injection time correction factor (increase/ The engine control unit compares the probe
decrease) for lambda control from the signal voltage UG39/probe upstream of the catalytic
supplied by the lambda probe. converter and UG130/probe downstream of the
catalytic converter.
The lambda factor is regulated on the basis of
continuous data interchange. If the ratio deviates from the setpoint, this is
registered as a catalytic converter malfunction
The lambda map is still stored in the control unit and stored as a fault.
memory. This map specifies the various engine
operating states. The voltage curves of both probes can be
checked in the self-diagnosis.
Using a second closed control loop, the shift in
the voltage curve corrected within a defined Effects of malfunction
window (adaption) ensuring long-term stability
of the mixture composition. The probe If the probe upstream of catalytic converter fails,
downstream of the catalytic converter has lambda control is not performed. The adaption
priority over the probe upstream of catalytic function is disabled.
converter. Emergency operation via a map-based open
control loop.
If the probe downstream of the catalytic
converter fails, lambda control is still performed.
The function of the catalytic converter cannot be
checked.

16
 ODB II exhaust emission monitoring system

Malfunctions and defective components in the

engine management system can lead to a
dramatic increase in pollutant emissions.
OBD
The OBD was introduced in order to avoid this.
The OBD is a diagnostic system which is
integrated in the vehicle's engine management
On-Board Diagnose
system and continuously monitors the exhaust
emission levels.

The Motronic 5.9.2 of both 2.0-litre engines

meets these requirements.
5.9.2
The driver is informed about non-conforming Motronic
exhaust emission levels by a warning lamp
(exhaust gas warning lamp K83) only in vehicles
with the AQY engine in combination with a 233_014
manual gearbox.

Electrical circuit

The warning lamp is integrated in the dash panel – Lamp flashing: 3 4 100
120
140
1/min x 1000 5 80 km/h 160

insert, directly connected to the engine control There is a fault which can damage 2 60 180
6 40 200
1 20 220
7
240

unit and registered by the fault memory. the catalytic converter in this vehicle
operating state. The vehicle may still 233_007
Like all warning lamps, the exhaust gas warning be operated, but only using less
lamp lights up for several seconds when the power.
ignition is turned on.
– Lamp lit continuously:
If it does not go out after starting the engine or There is a fault which adversely
lights up or flashes while travelling, there is a affects emission levels.
fault in the engine electronics or certain exhaust
emissions are too high.

For the customer, this is a sign to take the vehicle

to a service workshop.
J285 K83
32

See also SSP 175.

17

J220
233_041

17
 System overview

Motronic 5.9.2

The new Motronic 5.9.2 implements technical It meets the requirements of OBD II.
improvements for starting of the engine, lower Pollutant emissions are checked continuously.
fuel consumption and exhaust emission control. Diagnoses relevant to exhaust emissions are
displayed using the readiness code.

Engine speed sender G28

Hall sender G40

Hall sender G40 in the distributor

Hot film
air mass meter G70 and
intake air temperature sender G42

Air-mass flow meter G70

Intake manifold temperature sensor G72

Throttle valve control unit J338 with

idling speed switch F60
Throttle valve potentiometer G69
Throttle valve positioner
potentiometer G88

Lambda probe G39

CAN-Bus H

CAN-Bus L

Lambda probe downstream of catalytic

converter G130

Coolant temperature sender G62

Knock sensor I G61

Knock sensor II G66

Auxiliary signals:
air conditioner compressor On
A/C ready
18 Road speed signal
 In the Motronic 5.9.2 systems used See also table with heading
the both engines, several "Differences and Common Features“
components are different.
Differences:
* AQY only
** ATU only

Self-diagnosis fault warning

Control unit lamp K83
for Motronic J220

Fuel pump relay J17

Fuel pump G6

Injectors N30 to N33

Ignition transformer N152

Activated charcoal filter

system solenoid valve 1 N80

Throttle valve control unit J338

with throttle valve positioner V60

Lambda probe heating Z19

Diagnostic connection

Lambda probe 1 heating,

after catalytic converter Z29

Secondary air inlet valve N112

Secondary air pump relay J299

and
secondary air pump motor V101
Auxiliary signals:
233_010 Air conditioner compressor Off
Fuel consumption signal 19
 Function diagram

Engine AQY

J17
4

D 5 6
ST ST

Z19 G39 Z29 G130 N80 G42/G70 N112

λ λ

N30 N31 N32 N33

14

A J220

+
M K83
V60
CAN - BUS H

CAN - BUS L

F60 G88 G69

J338 G40 G28

M G6

31

Please refer to Page 33 for a

legend of the function diagram.

20
 D/+30
D/+15 +30

E45
31
F47 F
J299 V101 N79
2
M
4
F36

1 2 3 4
N152
G66 G61 G62

I IV II III

Q
P

31

in out

233_011

21
 Function diagram

Engine ATU

30
15

S J17
12

D 5 6
ST ST

Z19 G39 Z28/G108 N80 G72 G70

λ λ

N30 N31 N32 N33

14

A J220

M K83
V60
CAN - BUS H

CAN - BUS L

F60 G88 G69

J338 G28 G

G6 M

31

Please refer to Page 33 for a

legend of the function diagram.
22
 30
15

E45
31
F47 F
J299 V101 N79
N112
M
4
F36

1 2 3 4
G66 G62 G40 N152 N157

Q
P

31

233_015
in out

23
 Self-diagnosis

The readiness code

The readiness code is an 8-digit numeric code

which indicates the status of the exhaust emission
diagnoses. The diagnoses are performed at
regular intervals during normal vehicle operation.

The readiness code does n o t indicate whether

there are any faults in the system.
It indicates whether certain diagnosis have been
terminated -0- or have not been performed yet,
or have been cancelled -1-.

If the engine management system has registered a

fault and stored this fault in the fault memory, the
fault message can only be obtained with a fault
reader.
202_002
The readiness code can be read out using the Readiness code
Vehicle Diagnostic, Testing and Information
System VAS 5051 or the V.A.G Diagnostic Unit The readiness code for both
using function “15” which can be accessed via engines is identical.
address word “01”. The readiness code can also
be generated by performing a short test.

Relevance of the 8-digit numeric block to the readiness code

The readiness code is only generated when all the digit positions on the display are 0.

1 2 3 4 5 6 7 8 Diagnostic function

0 Catalytic converter

0 Catalytic converter heating (diagnosis function currently inactive/always “0”)

0 Activated charcoal canister system (fuel tank purging system)

0 Secondary air system

0 Air conditioning system (diagnosis function currently inactive/always “0”)

0 Lambda probe

0 Lambda probe heater (diagnosis function currently inactive/always “0”)

0 Exhaust gas recirculation (not existent/always “0”)

24
The Motronic 5.9.2 control unit has a fault
memory.

The self-diagnosis function monitors all the

colour-coded parts of the system.

The self-diagnosis procedure can be performed

using the Vehicle Diagnostic, Testing and
Information System VAS 5051 or the V.A.G
Diagnostic Unit.

CAN-Bus L
CAN-Bus H
The self-diagnosis procedure is initiated
with the address word
01 - Engine electronics.

The following functions are possible: 233_018

01 - Interrogate control unit version

02 - Interrogate fault memory
03 - Actuator diagnosis
04 - Basic adjustment
05 - Erase fault memory
06 - End of output
07 - Encode control unit
08 - Read data block
10 - Adaption
11 - Login procedure
15 - Read out readiness code

Function 04 - Basic adjustment

must be executed after changing
the engine control unit, the
throttle valve control part or the
engine and after disconnecting
the battery. 202_002
Advise your customers to visit a
workshop to have basic
adjustment performed after
replacing the battery themselves For the various individual fault codes, please
or after disconnecting and refer to the Workshop Manual for Motronic
connecting the battery. Injection and Ignition System (2.0-litre engine).

25
 2.0-litre/88 kW engine ATF/ASU

The 2.0-litre/88 kW Flino engine is described The engine-specific requirements relating to

below. Flino stands for "flying camshaft“. The service interval extension and camshaft timing
engine will be used in A-platform vehicles, in control are described.
which it will be mounted transversely, and in the
Passat, in which it will be mounted longitudinally.

The improved version of the 2.0-litre engine

includes the following characteristic
modifications:

– Adjustment of the intake cam

– The system components for service interval
extension (new engine oil, engine oil level
sensor and engine oil temperature sensor)
– Twin-path intake manifold
– Electric throttle drive

Will not be introduced

Technical features

– Engine management system

Transversely mounted engine: Bosch Motronic
ME 7.5
Longitudinally mounted engine: Simos 3.2
– Electronically controlled sequential injection
and mapped ignition with cylinder-selective
knock control
– 2 valves per cylinder
– 2 lambda probes; Syncro: 4 lambda probes
– Secondary air system
– Air-shrouded injectors
– Twin-path intake manifold
– Electrical throttle control
– Exhaust gas monitoring (OBD II)
233_012 – EU IV compliant

26
 100 200

190

180

170

160

150

140

130

120

M (Nm)

233_021

Specifications
Will not be introduced
Code:ATF (transversely mounted),
A-platform
ASU (longitudinally mounted)
Passat
Type:4-cylinder in-line engine
Displacement:1984 cm3
Bore:82.5 mm
Stroke:92.8 mm
Compression
ratio:10 : 1
Firing order:1 - 3 - 4 - 2
Rated output:88 kW (120 bhp)
Torque:175 Nm
Fuel:RON 95 unleaded
RON 91 unleaded
(reduced power and torque)

27
 Overhung-mounted camshaft

Camshaft timing control

Rotation angle Direction of
rotation
The camshaft timing control operates
mechanically with the intake cam overhung Roller
Intake cam,
mounted.
variable
This camshaft – code designation Flino – allows
rpm-dependent intake closure. Oil cushion Oil bore

Advantages: Camshaft body

Better torque delivery across the entire rev band,

higher fuel economy and improved elasticity.

Will not be introduced

233_042

50

40
30
(degrees crankshaft after DBC)

20

10 Intake port - closing - position in

dependence on engine speed
Intake port closes

-10

-20
1000 2000 3000 4000 5000 6000

Rigid camshaft 233_043

Variable camshaft

Function

The opening action at the intake valve is no The rotation angle of the intake cam is
different to that on a rigid camshaft. dependent on engine speed.
During the closing action, however, the cam At low engine speeds, the rotation angle is
becomes twisted under the spring pressure greater than at high engine speeds.
exerted by the valve spring.

28
 Please refer to SSP 229 for more
detailed information.

Camshaft body
Fitting key

Roller

Fitting key

Bush
Intake cam
Bush
Spring

Exhaust cam

Bush
233_044
Intake cam

Will not be introduced

Exhaust cam

Function 85 kW engine 88 kW engine

Camshaft The shaft, A camshaft body with one oil bore aligned longitudinally and
intake cam and transversely in relation to the intake cam. Exhaust cam with
exhaust cam are a fitting key securely connected to the body. Intake cam mounted
single part rotatably on body. An inserted roller drives the cam and limits
the angle of rotation.
Oil pressure is applied to the empty space in the cam above the
camshaft body. The oil cushion dampens the rotary motion and
absorbs noise.

Adjustment none The intake cam is turned depending on engine speed. It rotates
under the force exerted by the valve spring in the direction of
rotation of the camshaft, but more quickly than the camshaft
itself rotates.
The cam "flies" ahead of the camshaft.

Timing The exhaust port The exhaust valve has a fixed timing
and intake valve The intake valve has a fixed timing for the start of the opening
have fixed timings movement and a variable timing for the end of the opening
movement.

29
 System overview - ATF/ASU

Engine speed sender G28

Hall sender G40

Hot film
air mass meter G70 and
intake air temperature sender G42

Throttle valve control unit J338

(EPC positioner)
Angle senders for throttle valve
drive G187 and G188

Will not be introduced

Accelerator position senders G79 and G185

Lambda probe G39

CAN-Bus +

CAN-Bus -
Lambda probe after catalytic converter G130

Coolant temperature sender G62

Knock sensor I G61

Knock sensor II G66

Clutch pedal switch F36

Brake light switch F and

brake light switch F47

Auxiliary signals:
Air conditioner compressor ON
A/C ready
Road speed signal

30
 Self-diagnosis of fault warning
ATF = J220 control unit
lamp K83
Motronic ME 7.5
ASU =J361 control unit
Simos 3.2 Fuel pump relay J17
Fuel pump G6

Injectors N30 … N33

Ignition transformer N152

Will not be introduced

Activated charcoal filter system
solenoid valve 1

Throttle valve control part J338

with throttle valve drive G186

Lambda probe heating Z19

Diagnostic connection

Lambda probe heating 1 after

catalytic converter Z29

Intake manifold change-over valve

N156

Secondary air pump relay J299 and

secondary air pump motor V101

Auxiliary signals:
233_023
Air conditioner compressor OFF
EPC fault indicator lamp
Cruise control system
Fuel consumption signal
31
 Function diagram - ATF/ASU

J17
4

D 5 6
ST ST

Z19 G39 Z29 G130 N80 G42/G70

λ λ

N30 N31 N32 N33

Will not be introduced

14

A J220/J36

- +
+
M

G187 G188 G186 G79/G185 G40 G28

J338

M G6

31

32
 D/+30
D/+15 +30

J240

E45
31
F47 F
J299 V101 N79 N156

M
4
F36

361
Will not be introduced

K83

1 2 3 4
CAN - BUS H

CAN - BUS L

N152
G66 G61 G62

I IV II III

Q
P

31

in out
233_025
33
Legend for Function Diagrams

The Function Diagram represents a simplified

current flow diagram.
G6 Fuel pump
It contains information on the links between the G28 Engine speed sender
Motronic 5.9.2 engine management system for G39 Lambda probe (upstream of
the 2.0 l/85 kW (code AQY or ATU) and 2.0 l/88 catalytic converter)
kW (code ATF or ASU) engines and the Motronic G40 Hall sender
ME 7.5 or Simos 3.2 engine management system. G42 Intake air temperature sender
G61 Knock sensor I
G62 Coolant temperature sender
G66 Knock sensor II
G69 Throttle valve potentiometer
Auxiliary signals G70 Air-mass flow meter
G72 Intake manifold temperature sender
1 Air conditioner compressor On/Off G79 Accelerator pedal position sender
G88 Throttle valve positioner
2 A/C ready (in) Potentiometer
G108 Lambda probe II
3 Road speed signal G130 Lambda probe (downstream of
catalytic converter)
4 Fuel consumption signal G185 Accelerator pedal position sender -2-
G186 Throttle valve drive
5 Rotary latch switch, driver's door (electric throttle operation)
G187 Throttle valve drive angle sender -1-
6 Airbag G188 Throttle valve drive angle sender -2-
J17 Fuel pump relay
J220 Motronic control unit
J299 Secondary air pump relay
Colour codes/Legend J338 Throttle valve control unit
J361 Simos control unit
= Input signal K83 Self-diagnosis fault warning lamp
N30...33 Injectors
= Output signal N79 Heating resistor (crankcase
breather)
= Battery positive N80 Activated charcoal
filter system solenoid valve 1
= GND N112 Secondary air inlet valve
N122 Output stage
= Bidirectional N152 Ignition transformer
N156 Intake manifold change-over valve
= Diagnostic connection N157 Ignition transformer output stage
O Distributor
Parts P Spark plug socket
Q Spark plugs
A Battery S Fuse
D Ignition switch ST Fuse carrier
E45 CCS switch V60 Throttle valve positioner
F Brake light switch V101 Secondary air pump motor
F36 Clutch pedal switch Z19 Heater for lambda probe
F47 Brake pedal switch for CCS (upstream of catalytic converter)
F60 Idling speed switch Z28 Heater for lambda probe 2
Z29 Heater for lambda probe 1
(downstream of catalytic converter)
 Maintenance interval extension

System components for service inter-

val extension

The 88 kW engine has technical features which Customers can fully utilise the period up to the
extend the vehicle's maintenance intervals. This next service in accordance with their individual
has both economical and ecological benefits. driving style and conditions of use.
In addition to the new engine production The oil level and service requirements are
technology (reduced bearing clearance, indicated to the customer visually.
precision honing), these features include a new
type of oil and an engine oil sensor.

Brake pad Battery - New

Oil grade Engine oil
wear maintenance-
VW 50300 sensor
indicator free elements
(lead-calcium)

Service interval extension

New

service

3 4 100
120
140
1/min x 1000 5 80 km/h 160
2 60 180
6 40 200
1 20 220
7
240

Flexible service interval display New

Oil level
evaluation
calculated from
and
Mileage (km) reading
Oil temperature information
Fuel consumption

233_045

34
The LongLife engine oil

This oil is a specially developed, non-ageing

quality multi-purpose oil which conforms to the
VW standard.

It can be used as an all-weather oil–except in

extremely cold climatic zones–withstands higher
loads for longer and is of a higher grade than
conventional oil.

First Fill Service:

VW 50300
233_046

The oil change interval within the service interval

extension service is 2 years or
max. 30,000 km

for the 2.0-litre petrol engine

The exact point in time at which the oil change Oil change intervals
takes place varies from one vehicle to another.
The oil change interval is determined as a factor
of fuel consumption, driving style and oil
temperature and is indicated on the dash panel
insert.

Fuel consumption is reduced by 3%.

– These engine oils are the

prerequisites for service
interval extension. Only these
oils should be used to refill the
engine.
– No more than 0.5 litres of a
different oil type may be mixed
with these engine oils.
See also SSP 224.

35
 Maintenance interval extension

Sender for oil level/temperature

G266 (engine oil sensor)

The sender for oil level/temperature is installed

at the bottom of the engine oil sump.

When the ignition is turned on, filling level and

temperature data are acquired continuously.

These data are sent to the control unit for the

display unit in the dash panel insert in the form
of an output signal.

Here, they are processed together with other

input variables for the flexible Service Interval
Display.

233_047
In addition to oil level and oil temperature, fuel
consumption in l/h per cylinder, the mileage
reading and bonnet opening (via the bonnet
J218
contact) - as an attribute of an oil refill - are used
+15
for the flexible Service Interval Display.

The present condition of the engine oil in the

vehicle is determined in the dash panel insert by
evaluating these influencing factors. The upper G266
limit values are variably adapted until the next
service.
The system indicates to the driver that the next oil 31 31 233_048
service is due 3,000 km before the next service
interval elapses.
G266Sender for oil level/temperature
J218Control unit for display unit in
dash panel insert
Oil level indicator

The conventional warning lamp for engine oil

pressure is also used as an oil level indicator.

If the yellow LED is continuously on

= oil level too low

If the yellow LED is flashing

= sender for oil level
defective

An excessively high oil level is not indicated. 233_049

36
 Filling level sensor

Temperature sensor

3 4 100
120
140
1/min x 1000 5 80 km/h 160
2 60 180
6 40 200
1 20 220
7
240

Temperature G266

Filling level
- 233_050

Signal waveform and evaluation Oil level

The measuring element is briefly heated via the The oil level can be calculated in mm from the
present oil temperature cool-down time during the cool-down phase by
(output = High) and then cools down again means of a sensor equation. The calculation is
(output = Low). accurate to approx. ± 2 mm.

This procedure is repeated continuously. The The more oil there is in the oil sump, the quicker
High times are dependent on the oil temperature the sensor will cool down again.
and the Low times are proportional to the filling
level. Long cool-down time = low oil level

Short cool-down time = normal

Oil temperature

During the cool-down phase of the sensor, the oil

temperature signal is also transmitted.
Heating Oil temperature
phase evaluation
25 - 85 ms

High

Low

Cool-down phase 200 - 1,000 ms

233_026

37
 Test your knowledge

Which of these answers is/are correct?

Sometimes only one answer is correct.
However, more than one or all of the answers may be
correct.
Please fill in the gaps.

1. The position of the camshaft in the AQY engine is indicated by Hall sender G40.
It has

A. a measurement window with the same width for each cylinder,

B. four different measurement windows,
C. two narrow measurement windows and two wide measurement windows

which generate a characteristic signal for each 90o crankshaft rotation .

2. The injectors of the AQY engine are

A. identical to those used in the 1.6-litre and 1.8-litre engines.

B. also fitted with an air shroud.
C. of the so-called “top feed” type.

3. The crankcase has a breather to compensate for pressure differences.

The mixture of gas and oil vapour is ………………………… recirculated.
To prevent the mixture condensing on entry, the inlet is heated. This process takes place

A. throughout winter operation.

B. continuously when the ignition is "on".
C. during the starting cycle (much like a diesel glow plug).

4. By injecting additional air (secondary air) into the exhaust gas,the pollutants in the exhaust gas
are recombusted.
As a result,

A. the catalytic converter reaches its operating temperature quickly.

B. the pollutant components CO and HC are reduced.
C. the engine runs with an air surplus.

5. The secondary air system is

A. continuously active.
B. only active during the cold start phase.
C. active during the cold start phase and in the idling phase after a warm start.
D. featured in both engines.

38
6. The combination valve in the secondary air system on the ATU engine

A. is activated electro-pneumatically by the engine control unit.

B. is a vacuum controlled pneumatic valve.
C. is a pneumatic valve which is activated by a separate electro-pneumatic valve.

7. The advantages of the twin-probe lambda control are:

A. Quick and precise lambda control.

B. The conversion efficiency of the catalytic converter is checked.
C. Malfunctioning of the catalytic converter
is detected by comparing the probe voltages with a setpoint.

8. The readiness code

A. indicates that diagnoses are in progress to ensure vehicle operation in

conformity with the prescribed emission limits.
B. indicates faults in the exhaust emission control system.
C. can be generated and read out.

9. The new Motronic 5.9.2 is a generation of engine control units featuring

A. technical improvements for starting the engine,

low fuel consumption and reduced exhaust emission.
B. technical control systems for intake air temperature stabilisation.
C. meeting the requirements for OBD II.

10 . The ATU and AQY engines have different

A. distributors.
B. engine mounts.
C. numbers of knock sensors.

10. A., B., C.

1. C.; 2. B., C.; 3. in the intake manifold, B.; 4. A., B.; 5. C., D.; 6. C.; 7. A., B., C.; 8. A., C.; 9. A., C.

Solutions

39
Service. 233

For internal use only © VOLKSWAGEN AG, Wolfsburg

All rights reserved. Technical specifications subject to change without notice.
940.2810.52.20 Technical status: 08/99

❀ This paper is produced from

non-chlorine-bleached pulp.