Service Training

Self-study Programme 522

The 2.0 l 162 kW / 169 kW TSI engine

Design and Function

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 In this self-study programme we would like to introduce you to the 2.0 l 162kW / 169kW TSI engine of the EA888
engine family. It is the 3rd generation of this engine. The 2.0 l 162kW / 169kW TSI engine already complies with
the future EU6 emission standard and is manufactured at the Györ factory in Hungary.
This engine is designed for use in the MQB modular transverse matrix platform and can therefore be universally
used within the Volkswagen Group.

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You will find further information on the 1.8 l and 2.0 l petrol engines in Self-study Programmes no.
nform
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337 „The 2.0 l FSI engine with turbocharger” and

no. 401 „The 1.8 l / 118 kW TFSI engine with timing chain”.
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The self-study programme describes
cted For current testing, adjustment and repair
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the design and function of instructions, refer to the relevant service
new developments. literature. Important
The contents will not be updated. Note

2
Contents

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Overview of the technical features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Engine mechanics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Cylinder block . . . . . . . . . . . . . . . . . .w.ag. e.n.A.G.. V. o.lk.sw. a.g.en. A. G. d.o.e . . . . . . . . . . . . . . . . 6
s s
Crankshaft group . . . . . . . . . . .d .by.V.ol.k . . . . . . . . . . . . . . . . . . . n.ot. g.ua. . . . . . . . . . . . 7
e ra
Chain drive. . . . . . . . . . . . .tho.ri.s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . n.te.e o. . . . . . . . 8
Cylinder head with valve-lift au r
switching . . . . . . . . . . . . . . . . . . . . . . . . . a.c . . . . . 11
ss

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Crankcase breather and ventilation system . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 e
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Oil circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

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Overview of the oil supply. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

spec
es, in part or in w

Two-stage external gear oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

t to the co
Switchable piston cooling jets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

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Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
l purpos

Overview of the cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

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Innovative Thermal Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

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Air supply unit and forced induction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
ate

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Overview of the charge air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

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for

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Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
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Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
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Overview of the fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

Mixture formation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

Engine management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48

Overview of the system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
New component clusters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52

Test your knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53

3
 Introduction

During the further development of the well-known EA888 engine family, the two most important development
objectives were, to meet the EU6 emission standard and to ensure the usability of the engines in the modular
transverse matrix (MQB) platform. Further development objectives were:
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- To lower the CO2 emissions
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- To reduce the friction in the engine tho - To reduce operational noise eo
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Overview of the technical features
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Engine mechanics
The following features in the engine mechanics characterise the development of the 2.0 l TSI engine family:
- Total weight savings of 7.8kg
- Cylinder head with integrated exhaust manifold
- Roller bearing balance shafts
- Smaller crankshaft main bearings with now only four counterweights
- Turbocharger with electrical wastegate flap actuation
- Reduced oil pressure level
- Separate sump top section in aluminium and sump bottom section in plastic
- Oil filter and oil cooler integrated in the ancillary unit carrier

4
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Engine management s

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The engine management system of the 2.0 l TSI engine family has the following features:

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- Intake camshaft and exhaust camshaft adjustment

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- Electronic valve-travel switching

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- Dual injection system with TSI and SRE injectors (combined direct injection and intake manifold injection)

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- Innovative thermal management with rotary valve regulation (actuator for engine temperature regulation

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- Selectable piston cooling jets
- Adaptive lambda control

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- Map-controlled ignition with high-voltage distribution

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- Intake manifold flaps

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- Two-stage oil pressure regulation with external gear oil pump

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- Fully electronic engine management SIMOS 18.1 with electric throttle

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- Performance variants 162 kW and 169kW is achieved via engine management

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Technical data Torque and performance diagram

Engine code CHHB CHHA [Nm] [kW]

Design 4-cylinder inline engine 500 220

Displacement 1984cm3
460 200
Bore 82.5mm
420 180
Stroke 92.8mm

Valves per cylinder 4 380 160

Compression ratio 9.6:1 340 140

Max. output 162kW at 169kW at

300 120
4,500 - 6,200 4,700 - 6,200
rpm rpm
260 100
Max. torque 350Nm at 350Nm at
1,500 - 4,400 1,500 - 4,600 220 80
rpm rpm
180 60
Engine management SIMOS 18.1

Fuel Super unleaded with RON 98 140 40

Exhaust gas aftertreat- Three-way catalytic converter, [rpm]

100
ment one upstream broadband 1000 3000 5000 7000
lambda probe of the turbo- s522_076
charger and one step-type
CHHB 162kW
lambda probe downstream
of the catalytic converter CHHA 169kW

Emission standard EU6

5
 Engine mechanics

Cylinder block
A systematic reworking of the cylinder block design has resulted in a 2.4kg weight saving in the cylinder block
alone compared to the previous model. The cylinder wall thickness has been reduced from approx. 3.5mm to
approx. 3mm. The housing for the coarse oil separator of the crankcase breather is fully integrated into the
cylinder block.

Grey cast iron cylinder Coarse oil separation

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Sump top section with baffle plate

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Regulated external gear oil pump

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Honeycomb insert for the sump

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Gasket

Sump bottom section

made from plastic

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6
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Crankshaft group

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The measures described below improved the inner friction and reduced the weight of the crankshaft group.

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The crankshaft

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The main bearing diameters were reduced from Pistons
52mm to 48mm. The number of counterweights were The piston clearance has been increased to reduce

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reduced from eight to four counterweights. the friction during the engine warm-up phase. A
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The upper and lower main bearing shells are carbon coating is also used for minimising wear.
constructed in two layers and without lead additive. The upper piston ring is designed as a rectangular

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The crankshaft is 1.6kg lighter in weight. ring, the middle piston ring is a taper-faced Napier
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ring, and the third piston ring is a two-part double-
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Conrod bevelled spiral expander ring for skimming off oil.

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The conrods are manufactured as cracked conrods.

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Two-layer crankshaft bearing shells without lead
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Bearing bracket
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main bearings. There are no bronze bushes in the gh
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characteristics.

Piston pins with car-

bon coating
Pistons with
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Conrod little end
Two-part double-bevelled spiral without bronze bushing
expander ring

Cracked conrod

s522_005
Crankshaft with
4 counterweights
Bearing shells without lead
s522_052 additive as alloy element
Bolted connection of the crankshaft bearing cap with
the sump top section

7
 Engine mechanics

Chain drive
The basic design of the chain drive has been taken from the previous model and developed further. Due to the
lower oil consumption of the engine, the drive power for the chain drive could be reduced. The chain tensioners
have been modified to the reduced oil pressure accordingly.

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Exhaust camshaft

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Toothed belt drive

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Coolant pump
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Drive chain
oil pump
balance shaft
with roller bearings

Regulated external gear oil s522_007

pump

8
A new feature in the engine is a testing programme for diagnosing chain elongation.
The chain elongation diagnosis detects an elongated timing chain in the engine. Chain elongation is detected by
the camshaft sensors and the crankshaft sensor by means of the relative position of the camshafts compared to the
crankshaft.
Following an entry in the event memory, chain elongation is checked by means of a visual inspection of the chain
tensioner.
If the positions repeatedly exceed a camshaft-specific threshold, an entry is generated in the event memory.

For the diagnosis to function properly after a repair, it must be updated after the following work on the engine:
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s522_124

7 rings visible =
replace chain

Note that the work steps when mounting the chain are different than on the previous model.
The chain length must be adjusted with the diagnostic tester after working on the chain drive.
Follow the detailed instructions and information in ELSA when working on the chain drive.

9
 Engine mechanics byV
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The weight was also able to be reduced on the balance shafts compared to the previous model.

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The balance shaft mounting is partially done via roller bearings. This feature reduces the friction of the balance
shafts, particularly in the low operating temperature range and thus low oil temperature range.

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Balance shaft

Guide rail

Tensioning rail with

screw-in clamp
Balance shaft
Sleeve bearing

Idler gear

Crankshaft chain sprocket Guide rail

s522_006

A repair kit is used to repair the balance shafts. It consists of the two balance shafts and their roller
bearings. Only the middle, large roller bearings can be exchanged together with the balance shafts.
The small, rear roller bearings are built into the cylinder block and cannot be separately exchanged.

10
Cylinder head with valve-lift switching
The cylinder head of the 2.0 l TSI engines has been completely redeveloped. The exhaust manifold is now
integrated into the cylinder head so that the exhaust gas recirculation cooling and the exhaust gas flow takes place
inside the cylinder head. Inlet and exhaust camshafts have variable valve timing. The exhaust camshaft also has
valve-lift switching, which enables the valves to open and close on two different cam profiles.
Coolant temperature sender G62 is screwed into the cylinder on the gear box side. There, where it is mounted at
the hottest spot in the cylinder head, it can precisely record the temperature changes and prevent the coolant from
boiling.

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Actuator for the ho eo
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Inlet camshaft
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crankshaft angle of 60°

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Cylinder head housing

Exhaust camshaft adjuster
steplessly 33° to 34° crankshaft angle

The actuators for the valve-lift switching are designated in the workshop documentation as follows:
exhaust cam actuator A for cylinder 1 N580, exhaust cam actuator B for cylinder 1 N581, exhaust cam
actuator A for cylinder 2 N588, exhaust cam actuator B for cylinder 2 N589, exhaust cam actuator A
for cylinder 3 N596, exhaust cam actuator B for cylinder 3 N597, exhaust cam actuator A for cylinder
4 N604, exhaust cam actuator B for cylinder 4 N605.

11
 Engine mechanics

Integrated exhaust manifold

The use of an integrated exhaust manifold
significantly reduces the exhaust temperature before
the turbine of the turbocharger. A full load
enrichment for turbine protection can be largely
eliminated owing to the combination with a high-
temperature-proof turbocharger, especially at high
revs. This reduces fuel consumption and CO2
emissions.
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the exhaust gas stream is available for driving the
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Another advantage of the integrated exhaust

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manifold is the faster heating up of the coolant in the

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warm-up phase of the engine. In this way it is possible

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Thermal Management system after a very short
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the integrated exhaust manifold, it reaches the

Cooling ducts optimal operating temperature faster.

s522_080

12
Electrical valve-lift switching
Optimised control of the gas exchange for each cylinder is made possible by the electrical valve-lift switching on
the exhaust camshaft in conjunction with the variable valve timing on the inlet and exhaust camshafts. The smaller
cam profile is only used for low revs.
When and which cam profile is used is stored in a map.

This measure does the following:

- Optimises the gas exchange
- Prevents exhaust gas from streaming back to the previously 180° emitting cylinder
- Enables higher degree of filling with earlier inlet opening time
- Reduces the residual gases through a positive difference in pressure in the combustion chamber
- Improves responsiveness
- Achieves a higher torque at lower revs and higher charge pressure

Large cam profile

Exhaust camshaft
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Small opening travel

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13
 Engine mechanics

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To enable switching between two different ris valve lifts on the exhaust camshaft, this acamshaft
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tho eo
cam pieces with internal splines. Each aucam piece is fitted with two cam pairs whose cam lifts
r a are different. Switching
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between the two lift levels is done by means of electrical actuators that engage a sliding groove on each cam piece
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and move the cam piece on the camshaft. This means that each cam piece has two actuators to switch back and
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A spring-loaded ball in the camshaft locks the cam pieces in their respective end positions. The sliding grooves and
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the axial bearing of the camshaft limit the movement of the cam pieces. Because the design involves a pair of cams
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on the camshaft, the contact surface of the roller rocker fingers has to be narrower.

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Moveable cam pieces

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Exhaust camshaft
with external splines

s522_111

Locking the cam pieces s522_082

with ball and spring

The construction and function of the electrical valve-lift switching is similar to that of
the Active Cylinder Management (ACT). Please also see SSP 510
„Active Cylinder Management (ACT) in the 1.4 l 103kW TSI engine”.
The ball and spring will be available as a spare part.

14
 n AG. Volkswagen AG do
lkswage es n
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Actuators for valve-lift switching o
ir se
d ran
tee
th or
au ac
ss
With the help of its two electrical actuators (exhaust

ce
e
Actuators

nl

pt
du

an
cam actuators A/B for cylinders 1–4) each cam piece

itte

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erm

ab
is pushed back and forth on the exhaust camshaft

ility
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between its two switching positions. One actuator per

wit
, is n

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cylinder switches to the larger valve-lift; the second

hole

spec
actuator switches to the smaller valve-lift. es, in part or in w

t to the co
Each individual actuator is activated by an earth
signal via engine control unit J623.

rrectness of i
The voltage supply is via main relay J271.
The current consumption of the actuators is
l purpos

approx. 3A.

nform
mercia

at
om

ion
c

s522_084

in t
Exhaust Metal pin
or

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camshaft
at

Moveable cam piece

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Design
Each actuator (exhaust cam actuators A/B for
cylinders 1–4) consists of a solenoid by means of
which a metal pin is moved downward through a
guide tube. In the retracted position and in the
extended position the metal pin is held in position in Housing
the housing of the actuator by a permanent magnet.

Solenoid

Permanent magnet

Metal pin

Guide tube

s522_079

15
 Engine mechanics

Function
When current is applied to the solenoid of an
actuator, the metal pin is moved in 18–22
milliseconds.
The extended metal pin engages the associated
sliding groove of the cam piece on the exhaust
camshaft and moves it through the rotation of the
camshaft to the respective switching position. The pin
Permanent
is retracted mechanically by the sliding groove acting magnet
as a reset ramp.
Actuation of the two actuators of a cam piece is
always such that on only one of the two actuators is
the metal pin moved.
AG. Volkswagen AG d s522_128
agen oes
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ed
ris nte retracted extended
ho eo
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an
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rm

ab
pe

ility
ot

The engine control unit knows the current position of

wit
, is n

h re

the metal pin based on reset signals. A reset signal

hole

spec

occurs when the reset ramp pushes the metal pin of

es, in part or in w

t to the co

an actuator back into the guide tube of the element.

The engine management system can determine the
rrectness of i

current position of the concerned slide unit based on

l purpos

which actuator delivers reset signals.

nform
ercia

s522_129
m

a
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tion in
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Reset signal
s
iva

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Effects of failure ht. Co py
rig
rig ht
If an actuator fails, the valve-lift switching function can no longer be carried out. In this case, the engine
py by
co Vo
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management system attempts to switch all cylinders to the most recently successful valve-lift switching. If this is not
agen
Prote AG.
successful, all cylinders are switched to the smaller valve-lift position.
The engine speed is then limited to 4,000 rpm and an entry is made in the event memory.
The EPC warning lamp is switched on.
If switching to the larger valve-lift position is possible, an entry is also made in the event memory.
In this case, however, the engine speed is not limited and the EPC lamp is not switched on.

16
 AG. Volkswagen AG d
agen oes
olksw not
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rise nte
tho eo
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un

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ab
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ility
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hole

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Actuator Metal pin Camshaft position in the lower engine speed range

es, in part or in w

t to the co
To improve the gas exchange for this load range, the
inlet camshaft is advanced and the exhaust camshaft

rrectness of i
is retarded by the engine management system via the
camshaft adjuster. Valve-lift switching to the smaller

l purpos
exhaust cam profile occurs and the right actuator
moves the metal pin. It engages the sliding groove

nform
ercia
and moves the cam piece toward the small cam
m

a
com

tio
profile.

n in
r
te o

thi
s
iva

do
Cam piece
r
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cum
Sliding groove
fo

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t.
Roller rocker op
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Valve
s522_085

The valves now go up and down with the smaller

valve profile. The somewhat twisted position of the
two small cams against each other ensures that the
opening time of the two exhaust valves of a cylinder
are offset. These two measures result in a reduced
pulsation of the exhaust gas stream when the exhaust
gas is expelled from the piston into the turbocharger
so that a higher charge pressure is achieved for the
lower rpm range.
The roller
rocker finger
runs
on the small
cam.

s522_086
Small opening travel

17
 Engine mechanics

Camshaft position in the partial and full load range Actuator Metal pin
The driver accelerates and changes from partial load
to full load range. The gas exchange of the cylinder
must now be adapted to the higher performance
requirement.
The engine management system advances the inlet
camshaft and retards the exhaust camshaft via the
camshaft adjuster. To enable an optimal filling of the
cylinder, the exhaust valves require the greatest
possible valve lift. To achieve this, the left actuator is
activated so that it moves its metal pin. Cam piece
Sliding groove
Roller rocker
finger

Valve
s522_087

AG. Volkswagen AG d
agen oes
olksw not
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ce
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nl

The metal pin moves the cam piece via the sliding
pt
du

an
itte

y li
groove towards the large cam. The exhaust valves
erm

ab
now open and close with the maximum lift. ility
ot p

wit
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The cam pieces are also held in this position by the h re

hole

spring-loaded ball in the camshaft.

spec
es, in part or in w

t to the co
rrectness of i

The roller
l purpos

rocker finger
runs on the
nf
ercia

large cam.
orm
m

atio
om

n in

A final control diagnosis is not intended

or c

thi
e

for the actuators.

t

sd
iva

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cu
o

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t.
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Cop py s522_088
ht. rig
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copy Large valve openingVo
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Prote AG.

18
Crankcase breather and ventilation system
The crankcase breather and ventilation system of the new 2.0 l TSI engines is designed for a larger pressure
difference. This measure has a positive effect on the oil consumption of the engine. During development particular
olkswageinside
en AG. V gases
attention was paid to channelling theagblow-by n AG d the engine as much as possible to reduce the number of
oes
olksw not
V engine only one pipeline is necessary
required components. Thus inbythis gu to divert the cleaned
d ara
ise nte
r
blow-by gasses in frontthof
o the turbine of the turbocharger. eo
au ra
c
ss

ce
e
nl

The crankcase breather and ventilation system consists of:

pt
du

an
itte

y li
- The coarse oil separator in the cylinder block
erm

ab
ility
- A fine oil separator bolted onto the cylinder head cover
ot p

wit
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- The hose connection for diverting the cleaned blow-by gasses only to the turbocharger

h re
hole

- The oil return in the cylinder block with non-return valve in the sump's honeycomb insert

spec
es, in part or in w

- The pressure regulating valve designed for a difference in pressure to the outside air of minus 100 mbar

t to the co
- The connection of the activated charcoal filter on the fine oil separator

rrectness of i
l purpos

nform
mercia

at
Entry of the blow-by gasses into the intake manifold
om

ion
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ate

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for

Oil mist separation

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ng

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Oil return

Coarse oil separation

s522_016

Non-return valve in the return line for the oil

19
 Engine mechanics

The coarse oil separator

The coarse oil separator is part of the cylinder block. The blow-by gasses are conducted through the coarse oil
separator with several directional changes. Large drops of oil are separated by baffle plates in the coarse oil
separator and run back to the sump through a return channel. The roughly cleaned blow-by gasses are directed
through channels in the cylinder block and cylinder head to the fine oil separator.

Coarse oil separation in the crankcase

AG. Volkswagen AG d
agen oes
olksw not
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nl

pt
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erm

ab
ility
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wit
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spec
es, in part or in w

t to the co

Return oil flow s522_071

rrectness of i

s522_125
l purpos

nform
mercia

at
om

ion
c

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or

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ate

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for

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rig
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20 Prote
cted AG.
agen
Fine oil separation
The gases travel via a channel in the crankcase to the fine oil separator on the cylinder head cover. Here they first
pass through a bypass valve before they enter a cyclone separator. The bypass valve opens mechanically when
the blow-by gas stream is too high and the engine speeds are very high to avoid damaging the seals.

The blow-by gasses rotate up to 16,000 rpm in the cyclone separator. This separates even the finest oil droplets.
They are directed back to the oil pan through a return flow channel in the cylinder block. At the end of the return
flow channel is a non-return valve in the sump. It prevents oil from being sucked back into the oil separator via the
return flow channel in the event of unfavourable pressure conditions or strong lateral accelerations.
olkswagen AG
ag does en AG. V
The cleaned blow-by gasses are sent behind the cycloneoseparatorksw through a one-stage not pressure regulating valve.
y V l gu
d b ara 100 mbar.
The pressure regulating valve is designed for a pressure
rise differential to the outside air of minusnte
ho e
Depending on the prevailing pressure conditionsaut in the charge air system, the cleaned blow-by ogasses ra enter the
ss c
intake manifold (suction mode) or the turbocharger (charging operation).

ce
e
nl

pt
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itte

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erm

ab
ility
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wit
Activated charcoal filter connection
, is n

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spec
es, in part or in w

Pressure regulating

t to the co
valve

rrectness of i
Bypass valve
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orm
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s522_017
or

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Entry of the blow-

t

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a

Diversion of the cleaned

iv

by gasses into the

o
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blow-by gasses to the turbocharger

o

fine oil separator

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Cyclone separator
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Oil return Prote
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21
 Oil circuit

Overview of the oil supply

During the development of the oil supply system, the following objectives were key:
- To regulate the oil pressure with two pressure - To reduce the oil pressure in the low pressure
stages stage
- To reduce the ratio of the regulated oil pump - To use electrically switching piston cooling jets
- To expand the rpm range in the low pressure - To bolt oil filter and oil cooler onto the ancillary
stage unit carrier

Ancillary unit carrier

Besides the oil cooler and oil filter, the following components are also located on the ancillary unit carrier:
- Oil pressure switch F22
- Oil pressure switch for reduced oil pressure F378
- Piston cooling jet control valve N522
- Automatic tensioning roller for the poly V-belt of the ancillary unit drive

AG. Volkswagen AG d
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tho eo
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ss c
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un

pt

Oil pressure switch F22

an
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itte

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(2.3–3.0 bar)
erm

ab
ility
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wit
is n

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Piston cooling jet control valve N522

ole,

spec
urposes, in part or in wh

t to the co

Ancillary unit carrier

rrectness

Valve for oil pressure control N428

o
cial p

f inform
mer

atio
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or

Stage 3 oil pressure switch F447

thi
e

Regulated external gear oil pump

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Oil pressure switches F22, F378 and F447 must be replaced when they are removed.
gh
t. rig
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22
Two-stage external gear oil pump
Compared to the oil pump on the previous engine, the The control piston directs the regulated oil flow to the
gen AG. Volkswagen AG d
ratio of the pump drive has been reduced
ksw
a so that the oes left or right side of the slide unit, which then moves in
not
Vol g
pump runs more slowly. sed by theulongitudinal
ara
nte
direction according to the oil
ri
o e
It is still driven by theutcrankshaft
h via a separate chain. pressure. or
a ac
ss

ce
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un

pt
The slide unit is inside the two-stage external gear oil The control piston is actuated by the valve for oil

an
d
itte

y li
pump. It enables the two pump gears to move longitu-
rm

pressure control N428.

ab
pe

ility
dinally against each other for two-stage pump power The switch from the low to the high supply stage is
ot

wit
, is n

control. determined by the load and/or rpm. Below this

h re
hole

spec
If the two gears are at exactly the same height, the threshold, the pump works at a pressure of 1.5bar.
es, in part or in w

t to the co
pump works at maximum power; if the two gears are When a speed of 4,500 rpm is reached, the pump
pushed together, the pump works with less power. produces 3.75 bar oil pressure.
The slide unit is moved by a control piston and control The engine runs up to 1,000rpm only in the high

rrectness of i
ports inside the oil pump. pressure stage.
l purpos

nform
mercia

a
com

tion in
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Control ports
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Control piston copy by
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Drive

Pump housing
Slide unit

Pump gear

Suction pipe
s522_020

The oil pump is essentially identical to the regulated oil pump of the EA211 engine family. A detailed
description of the design and functionality of the two-stage external gear oil pump can be found in
SSP no. 511 „The New EA211 Petrol Engine Family”.

23
 Oil circuit
AG. Volkswagen AG d
agen oes
olksw not
y V gu
d b ara
rise nte
ho eo
The electrical components of the oil pressure control ss aut ra
c

ce
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nl

pt
du

an
Oil pressure switch F22
itte

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erm

ab
ility
ot p

Oil pressure switch F22 is screwed into the ancillary

wit
, is n

h re
unit carrier below the oil filter.
hole

spec
es, in part or in w

t to the co
rrectness of i
Signal use and task
l purpos

With this sensor the engine management system

checks, among other things, whether the oil pump is s522_045

nform
ercia

working in the high oil pressure stage.

m

at
om

ion
c

in t
or

Oil pressure switch F22

his
Ancillary unit carrier
ate

Effects of failure

do
priv

cum
or

If the oil pressure switch fails, an entry is entered into

f

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ng

t.
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the engine control unit's event memory and the oil Cop py
t. rig
warning lamp is switched on. pyri
gh by
Vo
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Valve for oil pressure control N428

The solenoid valve is bolted into the front edge of the

cylinder block and below the ancillary unit carrier.

Task and function

The solenoid valve is actuated by the engine control
unit to switch the external gear oil pump back and
forth between the two pressure stages. For this
purpose the control piston in the oil pump applies oil
pressure by the solenoid valve via the control ports
depending on the switch state. The position of the
control piston then produces the pressure switching.

Effects of failure
s522_048 Valve for oil pressure control N428
If the valve fails, it is closed. The oil pump works in the
high pressure stage.

24
 AG. Volkswagen AG d
agen oes
ksw
Switchable piston cooling jets ol not
y V gu
d b ara
rise nte
tho eo
au ra
Cooling the piston crowns is notssnecessary in every Switching of the piston cooling
c jets can occur in the

ce
le
operating range of the engine. This is why the 2.0 l TSI un high pressure stage of the oil circuit or in the low

pt
an
d
itte

engines of this family have switchable piston cooling pressure stage. An additional oil pressure switch

y li
rm

ab
pe

jets. The piston cooling jet control valve N522 is (stage 3 oil pressure switch F447) detects the oil

ility
ot

wit
actuated via a map. A mechanical solenoid valve pressure in the additional oil gallery and monitors the
, is n

h re
hole

opens when the oil pressure exceeds 0.9 bar. The functioning of the piston cooling. The oil pressure

spec
es, in part or in w

control valve and the solenoid valve are built into the switch closes at an oil pressure of 0.3–0.6 bar.

t to the co
ancillary unit carrier and connected by a control port.

rrectness of i
l purpos

nform
mercia

a
com

tion in
r
te o

thi
s
iva

do
r
rp

cum
fo

en
ng

t.
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Cop py
t. rig
gh ht
pyri by
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Oil pressure switch for

reduced oil pressure F378

Intake of oil gallery

and piston cooling jets

Piston cooling jet control valve

N522

Control channel
s522_021

Mechanical
solenoid valve

25
 Oil circuit

Actuation of the piston cooling jets

Control strategy

Actuation of the control valve is by means of the

engine control unit with the help of a map. The engine
control unit uses the engine torque, the engine speed
and the oil temperature to calculate the map.
For an oil temperature below 50°C, the piston cooling
jets remain switched off in a map range of
1,000–6,600 rpm and a load of approx. 30Nm. For
an oil temperature above 50°C, the piston cooling jets
s522_113
remain switched off in a speed range of
Piston cooling temporarily switched off
1,000–3,000 rpm and a load range of 30–100Nm.
(oil temperature < 50°C)
The piston cooling jets are switched on in all other
Piston cooling switched off
ranges of the map. (oil temperature > 50°C)

AG. Volkswagen AG d
agen oes
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Functionrismonitoring
ed
b
of the piston coolingarante
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jets s auth ra
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s
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pt

With the help of the stage 3 oil pressure switch F447

an
d
itte

y li
rm

ab

and the diagnostic capability of piston cooling jet

pe

ility

control valve N522, the correct functioning of the

ot

wit
, is n

h re

piston cooling jets and thereby sufficient cooling of

hole

spec

the pistons can be monitored.

es, in part or in w

t to the co

It is possible to identify the following faults: Effects without piston cooling:

- No oil pressure on the piston cooling jets despite - Torque and speed limitation
rrectness of i

being required - No low oil pressure level

l purpos

- Stage 3 oil pressure switch F447 defective - EPC lamp in the instrument cluster on
- Oil pressure despite the piston cooling jets being - Message that engine speed is limited to 4,000 rpm
nform
ercia

switched off
m

a
com

ti

- Disconnection = piston cooling jets always on

on in
r
te o

- Short circuit to earth = piston cooling jets off

thi
s
iva

do

- Short circuit to positive = piston cooling jets on

r
rp

cum
fo

en
ng

t.
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Cop py
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rig ht
py by
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by lksw
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Prote AG.

26
 Piston cooling jets switched on

In the de-energised state the piston cooling jet N522

control valve is closed. This also closes the control
AG. Volkswagen AGport between control valve and solenoid valve. Thus
F447 Oil gallery with piston lkswagen does
o the solenoid
not valve has oil pressure applied only on
cooling jets yV gu
edb ara
ris one side andntecontinues to move against a return
tho e
s au spring until the ochannel
ra
c to the piston cooling jets is
s

ce
e

free. The oil flows from the solenoid valve to the

nl

pt
du

an
additional oil gallery and from there to the piston
itte

y li
erm

ab
cooling jets. This activates the jets. Based on the signal

ility
ot p

of the stage 3 oil pressure switch F447, the engine

wit
, is n

h re
control unit determines that the piston cooling jets are
hole

s522_090

spec
N522 closed activated.
es, in part or in w

t to the co
Mechanical solenoid valve
Return spring

rrectness of i
l purpos

nform
mercia

at
om

io

Piston cooling jets switched off

n
c

in t
or

his
ate

do
riv

The engine control unit actuates the piston cooling jet

p

cum
for

en

control valve N522 to switch off the piston cooling

ng

t.
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op
ht. C jets. py
rig
F447 Oil gallery with piston rig ht
opy In the switched state, piston cooling jet control valve
by
Vo
cooling jets by c lksw
cted N522 opens the control port to the solenoid valve.
agen
Prote AG.
The solenoid valve now has oil pressure applied from
both sides. The force of the return spring is greater
and the solenoid valve is pushed back. The
connecting pipe to the oil gallery is interrupted and
the piston cooling jets are switched off. Based on the
signal of the stage 3 oil pressure switch F447, the
N522 opened Control port engine control unit determines that the piston cooling
Mechanical solenoid valve
jets are deactivated.
Return spring
s522_089

27
 Oil circuit lksw
agen
AG. Volkswagen AG d
oes
not
o
byV gu
ara
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The electrical components for piston cooling

an
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rm

ab
pe

ility
Stage 3 oil pressure switch F447
ot

wit
, is n

h re
hole

spec
Stage 3 oil pressure switch F447 is screwed in below
es, in part or in w

the intake manifold in the block.

t to the co
Signal use and task

rrectness of i
This oil pressure switch monitors the oil pressure in the
l purpos

oil gallery, which the piston cooling jets supply.

With the help of the stage 3 oil pressure switch F447,

nform
ercia

the engine management system can determine a

m

a
com

malfunction of the piston cooling jets, e.g. lack of oil

tion in
pressure despite activated piston cooling, or oil
r
te o

thi
s522_046

s
iva

pressure present despite deactivated piston cooling. Stage 3 oil pressure switch F447

do
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rp

cum
fo

en
ng

t.
Effects of failure op
yi Co
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Diagnostics can be run on the oil pressure switch. rig
ht
by
ht
opy Vo
If the sensor signal fails, piston cooling remains cted
by c lksw
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Prote AG.
activated.

Oil pressure switch for reduced oil pressure F378

This oil pressure switch is also screwed into the

ancillary unit carrier below the oil filter.

Signal use and task

Via the oil pressure switch for reduced oil pressure,
the engine management system monitors the pressure
control of the two-stage external gear oil pump.

Effects of failure
Without the signal of the oil pressure switch for
reduced oil pressure F378, two-stage oil pressure s522_127
control is not possible. If the oil pressure switch fails,
an entry is made in the event memory and the oil
warning lamp is switched on. The oil pump then runs Ancillary unit carrier Oil pressure switch for
only at the high pressure stage. reduced oil pressure F378

28
 Cooling system

Overview of the cooling system

Cooling systems are designed for the engine power and equipment level of a vehicle. For this reason we mention
only a simplified cooling circuit based on an example without a dual clutch gearbox to illustrate the basic design of
the cooling system. Essential features of the coolant circuit, especially with reference to the innovative thermal
management, include the exhaust manifold integrated in the cylinder head and a new rotary valve module.

1
3
AG. Volkswagen AG d
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urposes, in part or in wh

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Cop py
ht. rig
rig ht
py by
co Vo
by lksw
cted 7 agen
G83
Prote AG.
s522_022
Legend
G62 Coolant temperature sender 1 Heat exchanger for heater
G83 Radiator outlet coolant temperature sender 2 Gear oil cooler (optional)
N82 Coolant shut-off valve 3 Coolant expansion tank
N422 Climatronic coolant shut-off valve 4 Rotary valve module with coolant pump
N493 Actuator for engine temperature regulation 5 Turbocharger
V7 Radiator fan 6 Engine oil cooler
V51 Continued coolant circulation pump 7 Main water cooler
V177 Radiator fan 2

29
 Cooling system

Innovative Thermal Management

The Innovative Thermal Management system (ITM) is an intelligent cold start and warm-up program for the engine
olkswagen AG
and gearbox. It enables fully en AG. V engine
agvariable temperature
does regulation with targeted control of the coolant stream.
olksw not
The core element isdthe V g
b actuator for engine temperature regulation
y ua
ran N493 (rotary valve module). It is screwed onto
e
ris tee
the crankcase on
tho the intake side below the cylinder head. o
au ra
c
ss

ce
e
nl

pt
du

an
itte

y li
erm

ab
ility
ot p

wit
, is n

h re
hole

spec
Actuator for engine temperature regulation N493
es, in part or in w

with coolant pump

t to the co
rrectness of i
l purpos

nf
ercia

orm
m

atio
om

n in
or c

thi
te

sd
iva

o
r
rp

cu
o

m
f

en
ng

i t.
py Co Coolant pump input pinion
t. Co py
rig
h ht
rig by
copy Vo
by lksw
cted agen
Prote AG.

Toothed belt

Securing bolt with left-

hand thread

Input pinion on the

balancer shaft

s522_025

Toothed belt drive cover

When exchanging the rotary valve module or the water pump, please refer to the workshop manual.

30
Actuator for engine temperature regulation (rotary valve module)
AG. gen AG Volkswa
Includes: agen does
olksw not
- Coolant pump byV gu
ara
ed
ris nte
- Two rotary valves tho eo
au ra
s c
- Thermostat s

ce
e
nl

pt
- Actuator for engine temperature regulation N493 for controlling the coolant streams
du

an
itte

y li
- Gear with turn angle sensor
erm

ab
ility
ot p

wit
, is n

Coolant pump driven by a toothed belt from the balance shaft

h re
hole

spec
es, in part or in w

Design

t to the co
The essential feature of the rotary valve module com- This means that rotary valves 1 and 2 are

rrectness of i
prises the two rotary valve elements inside the module mechanically coupled and move in relationship to
l purpos

that are electrically actuated by the actuator for each other. An additional thermostat with expansion
engine temperature regulation N493. element serves as a safety device (emergency

nf
ercia

o
Rotary valve 1 is driven directly by the actuator for thermostat) and opens at 113°C in the event of a

rm
m

atio
m

engine temperature regulation N493 via a shaft. failure.

o

n in
c

Rotary valve 2 is moved by a toothed gate on rotary

or

thi
te

sd
a

valve 1 via an intermediate gear (pin wheel gear).

iv

o
r
rp

cu
o

m
f

en
ng

t.
yi Co
Cop py
ht. rig
rig ht
py by
co Vo
by lksw
cted agen
Prote AG.

Rotary valve module

Rotary valve 2
housing

Drive coolant pump

Actuator for engine
temperature regulation
N493

Coolant pump

Gear with turn angle sensor

Drive shaft
Rotary valve 1
Emergency mode thermostat
s522_024

31
 Cooling system

Functional principle of the rotary valve module

The electric motor of the actuator drives the rotary A turn angle sensor (Hall sender) on the control board
valve 1 via a gear. communicates the positions of the rotary valve to the
It controls the coolant flow between oil cooler, engine engine control unit. After the engine is switched off
and main water cooler. The hotter the engine, the and the run-on finishes, the rotary valve positions
more rotary valve 1 is rotated by the electric motor of itself at a 40° angle. If there is a fault in the system,
the actuator. the engine can run in this angle range via the
Rotary valve 2 is driven by a toothed gate on rotary emergency thermostat. If there is no fault and the
valve 1 via an intermediate gear. engine is started, the rotary valve is positioned at a
160° angle.
n AG. Volkswagen AG do
lkswage es n
o ot g
byV ua
d ran
ir se tee
tho
u or
a ac
ss

ce
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d
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erm

ab
ility
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wit
Connecting pieces for the
is n

h re
supply line to the cooler
ole,

spec
urposes, in part or in wh

Ports to the engine oil cooler connection

t to the co
Electric motor
Drive axle

rrectne
Rotary valve 2

ss o
cial p

f inform
mer

atio
om

n
c

i
or

n thi
te

sd
iva

o
pr

cum
r

Control board with turn

fo

Gearbox Intermediate gear

en
ng

t.
angle sensor yi Co
op
t. C Toothed gate py
rig
gh ht
pyri by
Vo
co lksw
by
cted agen
Prote AG.
Housing
Rotary valve 1

Emergency mode thermostat

s522_091

Connecting pieces for the

return from the cooler

32
Actuation of the actuator is by means of the engine control unit via maps. By means of a corresponding actuation
olksw gen AG
of the rotary valve, different switch positionslkare en AG. V thataenable
wagpossible dorunning
es n through a fast warm-up phase and
s ot g
y Vo u
keeping the engine temperature between ed 86°C and 107°C. There are three basic
b ara control ranges:
ris nte
- Warm-up range tho eo
u ra
ssa c
- Temperature control range

ce
le
un

pt
- Run-on range

an
d
itte

y li
erm

ab
ility
ot p

The toothed gate on rotary valve 1 is designed so that it engages rotary valve 2 when it is at a 145° angle position.

wit
is n

The coolant stream to the cylinder block is opened and rises with the rotation of

h re
ole,

spec
rotary valve 2. At an angle of 85° on rotary valve 1, rotary valve 2 decouples after it has reached its maximum
urposes, in part or in wh

t to the co
angle of rotation and the coolant stream to the cylinder block has fully opened.

The warm-up range is in turn divided into three phases of regulation.

rrectness o
cial p

f inform
mer

atio
m

Adjustment angle
o

n
c

i
or

n thi
te

sd
iva

o
pr

c
Warm-up and regulation over 160° Run-on over a total of 95°
um
r
fo

en
ng

t.
yi Co
Cop py
t. rig
gh ht
pyri by
Vo
co lksw
by
cted agen
Prote AG.

Temperature control range Warm-up range Run-on range

for partial and full load
Switch on Mini- Static
engine oil volume cool-
cooler stream ant

s522_107

On the following pages the sequence for the regulation from the warm-up range to the temperature control range
and finally to the run-on is described with examples. A highly simplified representation of the rotary valve module
and the coolant circuit of the engine is provided.
The electrical drive of both rotary valves in the rotary valve module and the toothed belt drive of the coolant pump
are not taken into account in this representation.

33
 Cooling system
AG. Volkswagen AG d
agen oes
olksw not
byV gu
ara
ed
ris nte
ho eo
aut ra
ss c

ce
le
un

pt
Regulation sequence

an
d
itte

y li
erm

ab
ility
ot p
During warm-up, the engine runs through three phases:

wit
is n

h re
- Static coolant
ole,

spec
- Mini-volume stream
urposes, in part or in wh

t to the co
- Switch on engine oil cooler

rrectne
The individual phases differ in the positions of the two rotary valves and merge seamlessly into each other. The
objective is to use the heat resulting from the combustion of the fuel in the cylinders for heating the engine as much

ss
as possible. If, however, occupants of the vehicle want heating during the „static coolant” phase, heat energy is

o
cial p

f i
provided to the interior.

nform
mer

atio
om

n
c

i
or

n thi
te

sd
iva

o
pr

cum
r
fo

en
ng

i t.
py Co
t. Co py
rig
h ht
rig by
copy Vo
by lksw
cted agen
Prote AG.

Turbocharger

Non-return valves

Cylinder head with

integrated exhaust
manifold

Heat exchanger
heating and air
conditioning

Cylinder block

Continued coolant
circulation pump V51

Climatronic coolant
Engine oil cooler shut-off valve
N422

Rotary valve 2
Rotary valve 1
Coolant pump
Emergency mode
thermostat Rotary valve module
Main water cooler

s522_092

34
 AG. Volkswagen AG d
agen oes
olksw not
y V gu
d b ara
rise nte
tho eo
au ra
ss c

ce
e
nl

pt
du

an
itte

y li
erm

ab
ility
ot p

wit
, is n

h re
hole

spec
Warm-up with static coolant
es, in part or in w

t to the co
To keep the heat resulting from the combustion in the
engine, rotary valve 2 is closed. This interrupts the

rrectness of i
supply stream of the coolant pump to the engine
block. Rotary valve 1 blocks the return from the
l purpos

engine oil cooler and the return from the main water
cooler.

nf
ercia

orm
The climatronic coolant shut-off valve N422
m

atio
m

interrupts the coolant stream to the heating and air

o

n in
or c

conditioning system. The electric continued coolant

thi
te

sd
iva

circulation pump V51 is switched off.

o
r

V51
rp

cu
Engine block
o

m
f

en
ng

t.
yi Co
Cop py
t. rig
gh ht
pyri N422
by
Vo
co lksw
by
cted agen
Prote AG.

Rotary valve 2

Rotary valve 1

s522_092 Main water cooler

Turbocharger Warm-up with mini-volume stream

This control phase in the warm-up range serves to
protect the cylinder head and the turbocharger from
overheating by the exhaust manifold with static
coolant. At a rotary valve 1 angle position of 145°,
rotary 2 engages and begins to open slightly the
coolant stream to the cylinder block. Now a small
coolant stream flows through the cylinder block, the
cylinder head and turbocharger back to the rotary
valve module and the coolant pump. This prevents an
accumulation of heat and the cylinder head/
turbocharger from overheating.

Rotary valve 2

Rotary valve 1

s522_093

35
 Cooling system

Warm-up with mini-volume stream and

Heat
heating in the vehicle interior exchanger for
If heating is required in the interior of the vehicle in heater
this phase, the Climatronic coolant shut-off valve
N422 opens and the continued coolant circulation
pump V51 starts delivery. Rotary valve 2 temporarily
interrupts the coolant flow to the cylinder block.
The coolant is directed in this way through the
cylinder head, turbocharger and . Volksexchanger
n AGheat wagen AG for
lkswage does
not
the heater. This causes o
by V the warm-up phase of the gu
ara
ed
ris nte
engine to takeholonger. eo V51
ut ra Engine block
a
The Climatronic coolant shut-off valve N422 and the c
ss

ce
le

continued coolant circulation pump V51 are also

un

pt
an
d
itte

always actuated to comply with the requirement in the

y li
N422
erm

ab
subsequent control ranges. The coolant stream to the

ility
ot p

wit
is n

engine block is reduced or blocked by rotary valve 2

h re
ole,

as required.
spec
urposes, in part or in wh

t to the co
rrectne Rotary valve 2

s522_094
ss o
cial p

f in

Warm-up with map-controlled engine cooling

form
mer

switched on
atio
om

n
c

Next, the engine oil cooler is switched on during the

i
or

n thi
e

warm-up phase of the engine. The rotary valve moves

t

sd
iva

o
pr

to a 120° angle position, opening the coolant

um
r
fo

en
ng

connection to the oil cooler. Because rotary valve 2 is yi

t.
Co
op py
still engaged, it also turns more and thereby enlarges t. C rig
gh ht
yri by
the coolant stream through the cylinder block. A largecop Vo
by lksw
cted agen
amount of heat distribution takes place in the engine Prote AG.

block and excess heat is discharged via the oil cooler.

Engine block

Engine
oil
cooler
Rotary valve 2
Rotary valve 1

s522_095

36
 AG. VolksTemperature
wagen AG
does control range
agen
olksw not
y V The innovative thermal
gu management moves
edb ara
ris n
seamlessly from the warm-up
tee range to the
tho or
s au temperature control range. ac Here, rotary valve
s

ce
e
nl

module regulation is dynamic and depends on the

pt
du

an
itte

engine load.

y li
erm

ab
ility
ot p

wit
, is n

To conduct excess heat away, the connection to the

h re
hole

main water cooler from the rotary valve module is

spec
es, in part or in w

opened. For this purpose, the actuator for engine

t to the co
temperature regulation N493 positions rotary valve 1
in an angle position of 0° and 85°, depending on

rrectness of i
how much heat has to be conducted away. For a
l purpos

rotary valve 1 angle position of 0° the connection to

the main water cooler is fully opened.

nform
mercia

at
om

ion
c

Rotary valve 2

in t
or

his
ate

do
riv

Rotary valve 1
p

cum
for

en
g

s522_096 Main water cooler

n

t.
yi Co
Cop py
ht. rig
rig ht
py by
co Vo
by lksw
cted agen
Prote If the engine is running at a lower load and speed
AG.

(partial load range), the thermal management adjusts

the coolant temperature to 107°C. Since the full
cooling power is not required, rotary valve 1
temporarily closes the connection to the main water
cooler. If the temperature rises above this threshold
value, the connection to the main water cooler is
opened again. Constant opening and closing is
necessary to keep the temperature as much as
possible at a constant 107°C.

When load and engine speed increase, coolant

temperature is reduced to 85°C (full load range) by
first completely opening the connection to the main
water cooler.

Rotary valve 2
Rotary valve 1

s522_102 Main water cooler

37
 Cooling system

AG. Volkswagen AG d
agen oes
olksw not
byV gu
ara
ed
ris nte
tho eo
Run-on range whens aswitching off the engine
u ra
c
s

ce
e
To prevent the coolant from boiling in the cylinder
nl

pt
du

an
head and in the turbocharger when the engine is
itte

y li
erm

ab
switched off, the engine control unit starts a run-on

ility
ot p

wit
function via a map. It can be active for up to 15
, is n

h re
minutes after the engine is switched off.
hole

spec
es, in part or in w

t to the co
For the run-on function, rotary valve 1 of the actuator
for engine temperature regulation N493 is positioned

rrectness of i
at an angle of between 160° and 255°.
l purpos

The greater the run-on cooling requirement, the V51

higher the angle position. At 255° the connection to

nf
ercia

the return line of the main water cooler is fully open

orm
so that maximum heat is conveyed away.
m

N422

atio
om

n in
or c

thi
e

Rotary valve 2 is in the run-on position and not

t

sd
iva

o
r

engaged in rotary valve 1. Supplied by continued

rp

cu
o

m
f

en
ng

coolant circulation pump V51, the coolant now flows yi

t.
Co Rotary valve 2
op
in two sub-streams in the coolant circuit. C py
ht. rig
rig ht Rotary valve 1
One sub-stream flows over the cylinder head and py by
co Vo
by lksw
back to the continued coolant circulation pump V51. Prote
cted AG. s522_106
agen Main water cooler
A second sub-stream flows via the turbocharger
through rotary valve 1 to the main water cooler and
likewise back to the continued coolant circulation
pump V51.

The cylinder block is not supplied with coolant in the

run-on position.

38
 Emergency mode strategy
If the temperature in the rotary valve module exceeds
113°C, the emergency thermostat opens a bypass to
the main water cooler. This design feature enables the
vehicle to continue travelling to a limited extent if the
rotary valve module is defective. If the engine control
unit receives no position feedback from the actuator
for engine temperature regulation N493, it actuates
the rotary valve so that maximum engine cooling is
guaranteed regardless of the current engine load and
V51 operating temperature.

In the event of a malfunction of the rotary valve

N422 module (e.g. if the electric motor fails or the rotary
valve drive jams) further measures include:
- A fault message is displayed in the dash panel
insert and, concurrently, engine speed is limited to
Rotary valve 2 4,000 rpm. A warning tone and the switched on
EPC lamp also make the driver aware of the
Rotary valve 1
situation.
Emergency mode thermostat - The actual coolant temperature in °C is digitally
s522_097 displayed in the dash panel insert.
- The coolant shut-off valve N422 is opened.
AG. Volkswagen AG d
swagen - oThees n continued coolant circulation pump V51 is
k
y Vol ot g
ua
b
ised switched raon
nte to ensure cylinder head cooling.
o r eo
th - An entry is made
au r a in the event memory of the
ss c
engine control unit.
ce
le
un

pt
an
d
itte

y li
erm

ab

If the position signal from the turn angle sensor fails,

ility
ot p

the engine control unit actuates the rotary valve to be

wit
is n

h re

on the safe side so that the maximum cooling function

ole,

spec

is achieved.
urposes, in part or in wh

t to the co

2.0 l 162 kW / 169kW TSI engines with

rrectne
s522_101

dual clutch gearbox

s

If the engine has a dual clutch gearbox (DSG), the

s o
cial p

f i

coolant circuit is expanded to include the gear oil

nform
mer

cooler, coolant shut-off valve N82 and an auxiliary

atio
m

radiator. The individual regulation steps in the

o

n
c

i
or

temperature management correspond to those of

thi
te

sd
va

engines without DSG.

i

o
pr

cum
r
fo

en
ng

t.
yi Co
Auxiliary radiator op py
Gear oil cooler t. C rig
Coolant shut-off valve N82 pyri
gh by
ht
co Vo
by lksw
cted agen
Prote AG.

39
 Air supply unit and forced induction

Overview of the charge air system

B C

A D
E

V465
N249

G31
N316

G GX3
G336

s522_034
GX9
n AG. Volkswagen AG do
lkswage es n
o ot g
Legend byV ua
d ran
ir se tee
GX9 Intake manifold sender with: tho N249 Turbocharger air recirculation valve or
au ac
G31 Charge pressure sender ss N316 Intake manifold flap valve
ce
e
nl

pt

G42 Intake air temperature sender V465 Charge pressure positioner

du

an
itte

y li

G71 Intake manifold pressure sender A Exhaust gas flow

erm

ab
ility

B Turbocharger
ot p

wit
, is n

GX3 Throttle valve module with: C Air filter

h re
hole

G186 Throttle valve drive for D Fresh air stream

spec
es, in part or in w

electric throttle E Wastegate flap

t to the co

G187 Throttle valve drive angle sender 1 for electric F Charge air cooler
throttle
G Intake manifold flaps
rrectness of i

G188 Throttle valve drive angle sender 2 for electric

throttle
l purpos

Exhaust gas
G336 Intake manifold flap potentiometer
Intake air (negative pressure)
J338 Throttle valve module
nform
ercia

Charge air (charge pressure)

m

at

Overrun recirculation (charge pressure)

om

ion
c

in t
or

his
ate

do
priv

cum
for

en
ng

t.
yi Co
Cop py
t. rig
gh ht
pyri by
Vo
co lksw
by
40 Prote
cted AG.
agen
Turbocharger
The new 2.0 l TSI engines use a newly developed turbocharger with an electric charge pressure positioner.
It is bolted directly to the exhaust manifold integrated into the cylinder head.

Further features of the new turbocharger are:

- Electrical wastegate adjustment with charge - Compressor housing with integrated resonance
pressure positioner V465 and the position sender silencer and electric turbocharger air recirculation
for charge pressure positioner G581 valve N249
- Lambda probe GX10 (with lambda probe G39 - Turbine wheel made of a special steel alloy with a
and lambda probe heater Z19) upstream of the temperature resistance of up to 980°C
n AG. Volkswagen AG d
turbocharger
lkswag-e Bearing seat with ouniform
es n connections for oil and
Vo ot g
- Compact cast-steel turbine housing with twin-track by coolant uara
ed nte
ris
exhaust gas recirculation tho eo
u r a ac
ss

ce
e
nl

pt
du

an
itte

y li
erm

ab
ility
ot p

wit
, is n

h re
hole

spec
es, in part or in w

t to the co
rrectness of i
l purpos

nf
ercia

orm
m

atio
om

n in
or c

thi
te

sd
iva

o
r
rp

cu
o

m
f

en
ng

t.
yi Co
Cop py
t. rig
gh ht
pyri by
Vo
co lksw
by
cted agen
Prote AG.

s522_037

41
 Air supply unit and forced induction

Design
Turbine housing and Compressor housing and
turbine wheel compressor wheel

The turbine housing is produced with a new cast steel The compressor housing is made of cast aluminium.
material to make it temperature resistant up to 980°C. Due to high actuation forces by the charge pressure
n AG. Volkswagen AG
The twin-track duct conduction of the exhaust gas wage positioner,doitsesconstruction has been reinforced. A
Volks not
gu is located directly on the
from the exhaust manifold is maintained in y
ed b the resonance silencer ara
ris nte
tho
turbocharger until just before the turbine. This results compressor housing. The e o electric turbocharger air
au ra
s
in the best possible firing sequence
s separation. The recirculation valve N249 regulates c the air flow to the

ce
e
nl

pt
load performance of the turbine has been particularly resonance silencer.
du

an
itte

y li
improved in the upper rpm range. The connecting flange to the entrance of the blow-by
erm

ab
ility
ot p

gasses from the crankcase breather is integrated into

wit
, is n

the compressor housing.

h re
hole

spec
es, in part or in w

t to the co
Lambda probe GX10

rrectness of i
l purpos

Lambda probe GX10 is a broadband lambda probe. It is bolted directly into the connecting flange of the
turbocharger on the cylinder head. Because it is mounted close to the engine, the probe records the exhaust gas of

nf
ercia

o
each cylinder. This enables a significantly earlier dew point end and thereby an earlier enablement of the lambda

rm
m

atio
regulation about 6 seconds after engine startup.
om

n in
or c

thi
te

sd
iva

o
r
rp

cu
o

m
f

en
ng

t.
yi Co
Cop py
ht. rig
rig ht
py by
o Vo
Lambda probe GX10
by c lksw
cted agen
Compressor housing
Prote AG.

Charge pressure positioner

V465

Turbine housing

Turbocharger air
Rod linkage recirculation valve N249

Wastegate flap
Compressor wheel

Turbine

Resonance silencer

s522_036

42
Charge pressure positioner V465

On charge pressure positioner V465, the wastegate flap of the turbocharger is actuated by means of an electric
motor and a gearbox, which moves the wastegate flap push rod.
The electric motor drive permits fast and precise charge pressure control and also has the following advantages:
- Activation of the wastegate flap is possible - Opening the wastegate flap during catalytic
regardless of the pending charge pressure. converter heating produces a 10°C higher exhaust
- The high pressing force of the wastegate flap gas temperature upstream of the catalytic
contributes to reaching the maximum torque of converter. This means lower cold-start emissions.
350Nm beginning at an engine speed of 1500 - The high adjustment speed of the charge pressure
rpm. positioner causes an immediate reduction in
- Opening the wastegate flap in the partial load charge pressure during load changes and in
range lowers the basic charge pressure. This overrun mode.
reduces CO2 emissions by about 1.2g/km.

Actuator with electric motor and gearbox

AG. Volkswagen AG d
agen oes
olksw not Position sender
y V gu
d b ara for charge
rise nte
tho eo pressure
au ra
ss c positioner
Guide vane for
ce
le

G581
un

pt

wastegate flap
an
d
itte

y li
erm

ab
ility
ot p

Housing cover with control

wit
is n

board and position sender

h re

s522_126
ole,

spec
urposes, in part or in wh

t to the co

The position sender for charge pressure positioner G581

rrectne

The position sender for charge pressure positioner G581 is a Hall sensor that is integrated in the housing of the
charge pressure positioner. A solenoid holder with two connected permanent magnets is on the mechanical part of
ss o

the gearbox. They perform the same longitudinal movement as the push rod. The Hall sensor detects the movement
cial p

f inform

of the solenoid and sends the information to the engine control unit. In this way the engine control unit determines
mer

atio

the position of the wastegate flap.

om

n
c

i
or

n thi
te

sd
iva

o
r

Charge pressure positioner V465 cannot be individually replaced.

p

cum
r
fo

en
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You will find further information about the resonance silencer in Self-study Programme no. 401
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„The 1.8l 118 kW TFSI engine with timing chain”.
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43
 Fuel system

Overview of the fuel system AG. Volkswagen AG d

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G410

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N276

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G6 J538

s522_040
Legend
G6 Fuel system pressurisation pump A Fuel filter
G247 Fuel pressure sender B Fuel tank
G410 Fuel pressure sender for low-pressure C High-pressure fuel pump
J538 Fuel pump control unit D Fuel low-pressure rail
N276 Fuel pressure regulating valve E Fuel high-pressure rail
N30-
Injectors, cylinders 1-4
N33 High-pressure system
N532– Fuel system / low pressure system
Injectors 2, cylinders 1–4
N535
Actuator / output signal
Sensor / input signal

44
Mixture formation
The new 2.0 l TSI engines have a dual injection system. This means there are two fuel mixture methods.
One method is direct injection in the cylinder with the TSI high-pressure injection system.
The second method uses the intake manifold fuel injection system (SRE).
Intake manifold fuel injection greatly reduces the emission of fine soot particulates.

Further development objectives of the dual injection system are:

- To increase pressure in the high-pressure fuel system to 150–200 bar
- To reach the particulate threshold values of the new EU6 emission standard concerning particulate mass and
the number of particulates
- To reduce CO2 exhaust emissions
- To lower consumption in the partial load range
- To include the intake manifold fuel injection
- To improve engine acoustics

SRE intake manifold

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Selector shaft
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High-pressure injection system

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Switchable
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directly into the cylinder head

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intake manifold flap

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The stainless steel intake manifold flaps of the selector shafts are boat shaped. This shape prevents vibration gh
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Actuation of the selector shaft is via the intake manifold flap valve N316.
The torque and rpm dependent switch times are stored in a map.

45
 Fuel system

SRE fuel injection system

The SRE injection system is supplied by a divert con-
nection on the high-pressure fuel pump. The divert
connection is part of the fuel low-pressure system.
Upstream of the divert connection, the fuel enters the
fuel low-pressure rail and from there into the SRE
injectors, which inject the fuel into the intake manifold.
With fuel pressure sender for low-pressure G410 the
SRE injection system has its own pressure sensor for
monitoring the fuel supply system. Fuel supply is only
via fuel system pressurisation pump G6 in the fuel
tank and not via the high-pressure fuel pump.
SRE injector s522_043
The use of the divert connection of the high-pressure
fuel pump for the fuel line means that the high-
pressure fuel pump is diverted and thus cooled even The intake manifold fuel injection is used mainly in the
in SRE mode. In SRE mode the high-pressure pump partial load range. There the fuel droplets have
delivery via fuel pressure regulating valve N276 can enough time to atomize and mix with the air. The
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be turned off. yV
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d b ua
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tho eo
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- Reduced fuel consumption

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High-pressure injection system

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The increased fuel pressure of up to 200bar made it

nform
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necessary to adapt the design of the high-pressure

m

fuel system.
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tion in

The high-pressure injectors were acoustically

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uncoupled from the cylinder head by using sealing

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rings. The position of the valves has been moved back

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slightly. This improves the mixture formation and

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reduces the temperatures of the valves. t. C rig
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The high-pressure fuel rail has been acoustically cop Vo
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uncoupled from the intake manifold. Prote AG.

s522_042

46
 Modes of operation
The regulation concept for executing modes of operation has been standardised in a map. The map defines
whether and when the engine is driven in SRE and when in high-pressure mode. The following modes of operation
are available:
- SRE single injection
- High-pressure single injection
- High-pressure dual injection
- High-pressure triple injection

Depending on the temperature, load and engine speed, the system changes between the individual modes of
operation.

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Engine start rised b ara Engine running under full load
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When the engine is cold with a coolant temperature Due to the high performance requirement, the system
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pt
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under 45°C and for each engine start, a triple direct switches into high-pressure mode. A dual direct fuel
an
itte

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fuel injection takes place via the high-pressure injection takes place in the intake and compression
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injection system in the compression cycle. cycle.

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Warm-up and catalytic converter heating Emergency running function

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In this phase a dual direct fuel injection takes place in If one of the injection systems fails, the engine is
rrectness of i

the intake and compression cycle. The firing point is driven only in the remaining system by the engine
l purpos

somewhat retarded. The intake manifold flaps are control unit. This guarantees that the vehicle remains
closed. ready to drive.
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The red engine indicator lamp in the instrument

m

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cluster lights up.

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Engine runs in the partial load range

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The intake manifold flaps remain mostly closed.

To depressurise the injection system, the engine must be running and the plug from the fuel pressure
regulating valve N276 must be removed. A certain amount of residual pressure from the fuel system
pressurisation pump G6 remains. It is very important to follow the instructions in ELSA!

47
 Engine management
AG. Volkswagen AG d
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Overview of the system
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Sensors

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spec
Throttle valve module J338
es, in part or in w

Throttle valve drive angle sender 1 & 2

t to the co
for electric throttleG187, G188
Electronic power
Brake light switch F control fault lamp

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K132
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Clutch position sender G476

Clutch pedal switch F36

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Clutch pedal switch for engine start F194 Exhaust emissions
m

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warning lamp K83
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Accelerator position sender G79

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Accelerator position sender 2 G185

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Knock sensor 1 G61
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Fuel pressure sender for low-pressure G410 ht. C rig
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Hall sender G40, Hall sender 3 G300
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Control unit in dash
panel insert J285
Coolant temperature sender G62

Radiator outlet
coolant temperature sender G83

Engine speed sender G28

Oil level and oil temperature sender G266

Intake manifold flap potentiometer G336

Intake manifold pressure sender G71

intake air temperature sender G42

Fuel pressure sender G247

Charge pressure sender G31

Engine control unit J623
Lambda probe G39

Lambda probe after catalytic converter G130

Oil pressure switch F22

Oil pressure switch for reduced oil pressure

F378
Stage 3 oil pressure switch F447

Fuel gauge sender G

Fuel gauge sender 2 G614 Position sender for
charge pressure positioner
Driving program button E598 G581
Start/Stop operation button E693
Additional input signals

Gearbox neutral position sender G701

48
 Actuators

Piston cooling jet control valve N522

Ignition coils 1-4 with output stages

Mechatronic unit for dual N70, N127, N291, N292
clutch gearbox J743

Throttle valve drive for electric

throttle G186

Injector 2, cylinders 1–4 N532–535

Onboard supply
control unit J519 n AG. Volkswagen AG
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Injectors,
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Turbocharger air recirculation valve N249

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Data bus diagnostic
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interface J533 Intake manifold flap valve N316

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Climatronic coolant shut-off valve N422
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Continued coolant circulation pump V51

t to the co
Camshaft control valve 1 N205

rrectne
Exhaust camshaft control valve 1 N318

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Fuel metering valve N290

inform
Charge air cooling pump V188
mer

Valve for oil pressure control N428

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Exhaust cam actuator A/B for cylinders 1-4 N580,
thi
te

N581, N588, N589, N596, N597, N604, N605

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Fuel pressure regulating valve N276

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Activated charcoal filter solenoid valve 1 N80

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Fuel pump control unit J538 Prote AG.
Fuel system pressurisation pump G6 Lambda probe heater Z19

Lambda probe 1 heater after catalytic converter Z29

Charge pressure positioner V465

Radiator fan control unit J293
Radiator fan V7
Radiator fan 2 V177 Additional output signals
s522_077

49
 Service

Special tools
Designation Tool Usage

T10133/16A Removal of the high-pressure injectors. This tool

Disassembly tool replaces previous disassembly tool T10133/16.

s522_112

T10133/18 Removal of the high-pressure injectors.

Sleeve

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Tool for retracting the crankshaft tensioner.
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ab
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T40267 Locking the crankshaft tensioner of the

spec
Locking tool timing chain.
urposes, in part or in wh

t to the co
rrectne
s522_058

ss o
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f in
T40274 Removal of the crankshaft O-ring.
form
mer

Extractor hook
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T40270 cted Removal and installation of the assembly mountings.
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Socket insert XZN 12

s522_060

50
 Designation Tool Usage

T40191/1 For installation of the ball coupling on the exhaust

Spacers camshaft with sliding pieces.
Instruction chart: W00-10704

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T40058 For turning the camshafts.

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s522_073

T40271 t to the co
Fastening for the sprocket wheels on the camshafts.
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Fastener
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s522_061
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51
 Service

New component clusters

Thanks to the further development of the electronic components, it is possible to group various sensors and
actuators together in component clusters. The following table provides an overview of the new designation of the
clusters and their constituent sensors and actuators.

Component cluster Included sensors and actuators

Accelerator pedal module GX2 Accelerator pedal position sender G79 and
sender 2 for accelerator pedal position G185

Throttle valve module GX3 Throttle valve control unit J338, throttle valve drive for
electric throttle G186, throttle valve drive angle
sender 1 for electric throttle G187, and throttle valve
drive angle sender 2 for electric throttle G188

Lambda probe 1 after catalytic converter GX7 Lambda probe after catalytic converter G130 and
lambda probe 1 heater after catalytic converter Z29

Intake manifold sender GX9 Intake manifold pressure sender G71 and intake air
temperature sender G42

Lambda probe 1 before catalytic converter GX10 Lambda probe G39 and
lambda probe heater Z19

Dash panel insert KX2 Control unit in dash panel insert J285

Radiator fan VX57 Control unit for radiator fan J293,

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Switch module in console EX23 rise Driving program button E598 nteand
tho eo
au Start/Stop operation button E693r ac
ss
ce
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an
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ab
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t to the co
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f inform
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52 Prote AG.
 Test your knowledge

Which answers are correct?

One or several of the given answers may be correct.

1. The electric wastegate enables ...

❒ a) higher pressing forces.

❒ b) higher exhaust gas temperature for catalytic converter heating.

❒ c) reduction of charge pressure for load changes.

2. What are the important features of the rotary valve module?

❒ a) It regulates the coolant stream to the heat exchanger for the heater.

❒ b) The actuator for temperature regulation also contains a thermostat that can be opened in an emergency.

❒ c) The bolted connection of the input pinion on the balancer shaft has a left-hand thread.
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3. The piston cooling jets are ... auth ra
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❒ a) mechanically actuated at a high oil pressure level.

an
d
itte

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ab
pe

ility
❒ b) actuated by the stage 3 oil pressure switch F447.
ot

wit
, is n

h re
hole

❒ c) actuated via a control valve on the ancillary unit carrier. spec

es, in part or in w

t to the co

4. In suction mode of the engine, the blow-by gasses are ...

rrectness of i
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❒ a) directed before the turbocharger.

nform
ercia

❒ b) directed into the intake manifold.

m

a
com

tion in

❒
r
te o

c) returned back to the crankcase via the fine oil separator.

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Prote AG.

53
 AG. Volkswagen AG d
agen oes
Test your knowledge olksw not
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ab
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5. What is the advantage of valve-travel switching?
hole

spec
es, in part or in w

t to the co
❒ a) At high revs the gas exchange is optimised.

rrectness of i
❒ b) Exhaust gas streams are prevented from returning to the emitting cylinder.
l purpos

❒ c) The residual gases are reduced by means of a positive difference in pressure in the combustion chamber.

nform
mercia

at
om

io
6. Which statements about the dual injection system are correct?

n
c

in t
or

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ate

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❒ a) Higher performance is available with intake manifold fuel injection and direct fuel injection.
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❒
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b) The fuel droplets have more time to gasify in the intake manifold mode. ht. C rig
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c) In the intake manifold mode, dual injection is also possible for reducing the particulate mass.
Prote AG.

7. What is important to know about the chain drive?

❒ a) There is a chain elongation diagnosis.

❒ b) Chain elongation can be recognised on the chain tensioner via rings.

❒ c) After a cylinder head was removed and then mounted again, a chain elongation diagnosis must be
performed.

1. a), b) c); 2. b), c); 3. c); 4. b); 5. b), c); 6. b); 7. a), b), c)
Solution:

54
55
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 522

AG. Volkswagen AG d
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Prote AG.

© VOLKSWAGEN AG, Wolfsburg

All rights and rights to make technical alterations reserved.
000.2812.79.20 Technical status 08/2013

Volkswagen AG
After Sales Qualification
Service Training VSQ-2
Brieffach 1995
D-38436 Wolfsburg

❀ This paper was manufactured from pulp that was bleached without the use of chlorine.