Page 1
SKODA now offers the option of two powerful petrol engines
of a new engine generation.
You can get to know the engineering of these engines, their
common features and other highlights in this booklet.
SP19-1
2
Page 2
Contents
Engine Series EA 113 4
Development objectives
Common features
Engine Cooling System 6
Coolant pump/Coolant thermostat
The coolant circuit
Engine Lubrication System 8
Engine lubrication
Oil circuit
Dynamic oil pressure warning system
Fuel System 11
Fuel system (block diagram)
Fuel injection system
Fuel pump relay
Fuel tank ventilation system
10
11
12
14
15
4
5
6
7
8
9
Self-Diagnosis 16
1.6-ltr. Engine AEH 18
The technical data
The engine characteristics
Overview of system
Position of components
Simos 2 engine management system
The variable intake manifold
Simos 2 function diagram
1.8-ltr. Engine AGN 32
The technical data
The engine characteristics
Motronic 3.8.2. function diagram
Overview of system
Position of components
Camshaft adjustment
The camshaft adjustment valve
Hall sender G40
Motronic 3.8.2. function diagram
Test Your Knowledge 48
You will find notes on inspection and
maintenance, setting and repair instructions in
the Workshop Manual.
Service Service Service Service
Service
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Service
3
Page 3
Engine Series EA 113
Development objectives
Both petrol engines
1.6-ltr. 2-valve
1.8-ltr. 5-valve
have been developed from components of the group engine range.
They are part of a new generation of four-cylinder engines mounted transversely.
In addition to the engineering demands, the requirements profile which the development engineers had to
meet were also decisively influenced by production aspects.
The development objectives
– new, powerful engines for transverse installation
– good fuel economy and low emission levels
– extensive parts communality
were achieved by incorporating proven design details of engineering and using lightweight materials.
Engineering design details Weight reduction
– Maintenance-free ignition system with rotorless – Die-cast aluminium oil pan
high-voltage distribution – Plastic intake manifold
– Variable intake manifold (1.6-ltr. engine) – Plastic coolant pump impeller
– Camshaft with adjustment feature – Light alloy ancillaries bracket
(1.8-ltr. engine) – Light alloy cylinder block (1.6-ltr. engine)
– Oil circuit with dynamic oil pressure warning – Valves with 7 mm stem diameter
– Oil pump designed as internal gear pump
– Thermostat integrated in cylinder block
– Coolant pump integrated in cylinder block
– Engine management system with 16-bit
processor
code letter
code letter
AEH
AGN
The limits of current exhaust emission legislation have been met by adopting the following engineering
solutions
– Map-controlled, cylinder-selective knock control
– Adaptive idle speed cylinder charge control
– Fuel shut-off on overrun
– Three-way catalytic converter and heated Lambda sensor.
4
Page 4
Common features
Common design features and common parts in the different engines offer a multiple range of benefits:
– The engines can be manufactured on a single production line (integrated production)
– The high number of engines produced offer lower manufacturing costs
– Simplification in the service sector
The common features:
– The crankcase of both engines, light alloy
on the 1.6-ltr. engine cast iron on the
1.8-ltr. engine, are geometrically identical.
– The cylinder head is a cross-flow type.
– Oil pump - internal gear pump driven by
chain from the crankshaft, eliminates the
need for separate drive shafts.
– Dynamic oil pressure warning system.
– The coolant pump does not have its own
housing, but is integrated in the crankcase
and driven by the toothed belt.
– The valve gear is optimally designed
(valve stem diameter 7 mm, single valve
spring), which in turn reduces the moving
masses.
– Weight-reduced hydraulic tappets.
– Potential-free Lambda sensor.
– Rotorless high-voltage ignition distribu-
tion operating free of contacts, crankshaft
position detected by sensor at crankshaft
(reference marks), camshaft position is
detected by phase sensor at the camshaft.
– The engine control modules of the elec-
tronic engine management system have
an identical housing.
The connector is a double design.
– Identical ancillary mounting brackets,
compact arrangement of the ancillaries at
engine block.
– The activated charcoal filter has the pulse
valve directly in the filter. Hose system
with quick-coupling.
– The engine-gearbox assembly is sus-
pended in a pendulum mounting in the
vehicle.
– Stiffened engine-gearbox assembly
through the use of die-cast aluminium oil
pan with multiple transmission bolted con-
nections.
5
Page 5
Engine Cooling System
Coolant pump/Coolant thermostat
The coolant pump
does not have its own housing but is inserted in the
cylinder block.
It is driven by the toothed belt.
The pump impeller is made of plastic.
The advantages of this design are:
– reduced number of components
– reduced weight
Coolant pump
Toothed belt
Coolant thermostat
SP19-58
SP182-32
The coolant thermostat
is integrated in the cylinder block.
It is held in position by the connection fitting of the
coolant hose in the cylinder block.
Note:
The coolant in these engines is also composed of a mixture of water, antifreeze and
anti-corrosion agent in order to prevent frost and corrosion damage. Consequently,
the cooling system is filled all year round. If the radiator, heat exchanger or cylinder
head is replaced, the system should be refilled with fresh coolant in order to ensure,
in particular, adequate corrosion protection.
6
Page 6
The coolant circuit
Expansion reservoir
Throttle valve control unit
Heating system heat exchanger
Coolant temperature and
coolant gauge sender
ATF cooler
(with automatic gearbox)
Coolant thermostat
Coolant pump
Radiator fan
Oil cooler
(engine oil circuit
Radiator
Coolant circuit - block diagram
thermoswitch
The heat exchanger for the vehicle heating system, the engine oil cooler, the ATF cooler on vehicles
fitted with an automatic gearbox, and the radiator for the coolant, are integrated in the coolant circuit.
An electric fan is switched on or off, as needed, (radiator fan thermoswitch) to assist the natural cooling of the ram air.
7
SP19-42
Page 7
Engine Lubrication System
Engine lubrication
A number of design details are of interest
in the oil circuit of the new engine generation:
Tooth meshing range
– The oil pressure regulating valve is
installed downstream of the oil filter,
which is why there is only one oil pressure switch.
– The oil return-flow lock for the cylinder
head is integrated in the oil filter holder.
– Dynamic oil pressure warning system
with fault memory.
– Oil cooler in oil circuit, positioned
directly at oil filter.
The oil pump
is an internal gear pump.
As the teeth move apart, the space
between the teeth is enlarged. Oil is drawn
into the teeth gaps.
After the teeth gaps have filled with oil, the
gaps are reduced as the teeth move
together. The oil pressure rises as a result.
The oil is forced into the oil circuit at the outlet of the pump.
The advantages of the internal gear pump
are:
Pump housing
Drive chain
Internal gear
Pump impeller
Chain tensioner
SP19-48
SP19-59
– Small tooth meshing range, which mini-
mizes friction
– Large working spaces, which ensure
good suction characteristics
– Small number of moving components.
The oil pump drive
– The crankshaft drives the oil pump by
means of a chain.
The chain is tensioned by a spring-tensioned sliding shoe, the chain tensioner.
8
Page 8
Oil circuit (block diagram)
Camshaft
Hydraulic
bucket tappets
Oil filter holder
with oil cooler
and oil filter
Pressure
relief valve
Oil pump
The oil filter holder is mounted on the front of the engines.
The oil cooler is positioned at the oil filter holder, with the oil filter below it.
The oil filter is thus easily accessible for inspection work.
Oil return-flow lock
Pressure relief
valve (bypass
valve)
Oil pressure switch
Pressure relief
valve (oil pressure
regulating valve)
SP19-21
Note:
The oil pan is sealed to the engine housing with a silicone sealant.
After applying the silicone sealant, the oil pan should be fitted on within 5 minutes.
Wait for a drying period of 30 minutes before pouring in engine oil.
9
Page 9
Engine Lubrication System
Dynamic oil pressure warning system
The dynamic oil pressure warning system reacts to certain engine states.
The warning is provided visually and audibly.
Certain operating states are stored in the combination processor in the dash panel insert.
Only one oil pressure switch is required in oil circuit for the dynamic oil pressure warning system.
Important: The oil pressure switch is opened when pressureless and is closed when the operating
pressure is reached.
Oil pressure signal
Regarding the operation
Engine off, ignition on Oil pressure warning lamp comes on
(i.e. terminal 15 energized) and goes out again after 3 seconds.
Engine has been started and is
running Oil pressure warning lamp is off.
Warning criteria
The oil pressure warning lamp provides a visual warning by flashing constantly, and the warning buzzer provides an audible warning by sounding 3 times if the
following conditions exist:
– Ignition on, engine off, oil pressure switch F1
closed (should be open)
– Engine speed greater than 1500 rpm, oil pressure
switch F1 open (should be closed)
4
3
1/min x 1000
2
1
5
6
7
120
100
140
km/h
80
60
40
20
160
240
180
200
220
Combination processor in dash panel insert
Engine speed signal
This serves as an operational check of the oil
pressure warning lamp.
SP19-11
218
J
10
F
11
6
1
Special features regarding warning
Cut-in delay is about 3 seconds, cut-off delay of oil
warning is about 5 seconds.
You can find detailed notes regarding the lubrication system in the
Workshop Manual 1.6-ltr. and 1.8-ltr. Engine Mechanics.
10
SP19-14
Electric circuit
Page 10
Fuel system (block diagram)
Fuel System
P
The design of the fuel system is identical for
both engines.
The fuel system consists of the following
main components:
– Fuel pump G6
– Fuel filter F
– Fuel pump relay J17
– Fuel rail V
– Pressure regulator P
– Injectors N30...N33
– Fuel tank ventilation system with activated
charcoal filter solenoid valve N80
The installation position of the fuel rail, pressure regulator and injectors depends on the
specific engine design.
The fuel pump is located in the fuel tank and
delivers the fuel at a minimum pressure of 3
bar.
The fuel flows from the fuel tank into the fuel
rail from where it is evenly metered to the four
injectors.
+
J17
-
F
V
N30...N33
G6
In addition, the fuel rail ensures that a uniform
fuel pressure exists at all four injectors.
The quantity of fuel injected depends on the
opening time of the injector.
The pressure regulator is located at one end
of the fuel rail.
A direct connection from the pressure regulator to the intake manifold ensures that the
pressure difference between intake manifold
pressure and fuel pressure is maintained at a
constant level.
The quantity of fuel injected is thus independent of the intake manifold pressure and
depends only on the injection time.
The pressure regulator is a diaphragm-controlled overflow pressure regulator, which
regulates the fuel pressure to 3 bar.
Excess fuel flows off through the pressure
regulator along the fuel return-flow pipe back
to the fuel tank.
N80
SP19-46
11
Page 11
Fuel System
Fuel injection system
(sequential)
The four injectors N30 - N33 are located on
both engines in the intake manifold.
They are supplied with a sequential earth actuation (sequential = actuated one after the other)
from the control unit in line with the firing order.
Input signals for computing the injection time
are:
– engine speed
– engine load
– coolant temperature
– signal from throttle valve potentiometer
– supply voltage.
The quantity injected is defined entirely on the
basis of the injection time - on the basis of the
map -.
The start of injection depends on engine load
and speed.
The fuel for each injector is injected into the
intake port upstream of the corresponding inlet
valve at the same crankshaft angle.
The inlet valve in this case is still closed as a
rule.
The suction pipe in the injection system is only
the means of transporting the air.
Injector
Intake port
Inlet valve
still closed.
Piston expels the combusted gases
SP19-66
When the inlet valves open, the fuel is entrained
and a homogeneous fuel-air mixture is formed
during the induction and compression stages.
This mixture possesses good ignition properties.
The start of injection angle is always related to
the ignition TDC of the corresponding cylinder.
12
Fuel-air mixture
(when the inlet valve opens, the mixture
is entrained by the piston as it moves
down)
SP19-64
Page 12
The fuel injection diagram and the fully electronic
ignition system
Re ignition
You will be familiar from the information issued regarding the OCTAVIA of how the
fully electronic ignition system of the 1.6-ltr. AEH and 1.8-ltr. AGN engines operates.
The distributorless ignition system features a double ignition coil which simultaneously produces two ignition sparks for each pair of cylinders (1/4 and 2/3) in the ignition cycle for each revolution of the crankshaft.
The one ignition spark is the active spark which ignites the inducted fuel-air mixture at
the end of each compression stroke.
The other, the passive spark, ignites into the end of each exhaust stroke as an idle
ignition.
This applies to each of the 4 cylinders.
Re injection
The sequential fuel injection into the intake port occurs upstream of the intake tract of
each cylinder.
As a rule, fuel injection takes place ahead of the inlet valve before it is opened.
The injection period is defined by the engine control unit.
Firing order 1 – 3 – 4 – 2
Cylinder
1
3
4
2
°
Crankshaft
Working strokes
The diagram shows the basic interaction of ignition and injection for both engines with the firing order 1-3-4-2.
Note: Injection in intake port; passive ignition in the combustion chamber, without ignitable mixture.
0 360 720 1080
Inlet valve open
Induction
Injection
Compression
Power Exhaust
1440
Ignition passiveIgnition active
SP19-65
13
Page 13
Fuel System
Fuel pump relay
Fitting location
The fuel pump relay J17 on the OCTAVIA is
located at relay position 4 of the mini electrical
centre.
17
J
4
Operating principle
It is actuated by the engine control unit
through earth as soon as the rpm signal is
received at engine start from the engine
speed sender G28.
– Injectors N30 - N33
– Fuel pump G6
– Activated charcoal filter solenoid valve N80
– Lambda probe heater Z19
are supplied with voltage through the fuel
pump relay.
Self-diagnosis
The fuel pump relay is detected by the selfdiagnosis as on the other familiar engines.
It is possible to determine the cause of a fault
in the function
02 - Interrogating fault memory.
15
D
232
S
10A
30
N
4
31
N
73
2
32
N
80 58 65
33
N
243
S
15A
19
Z
80
N
27
The electric circuit of the fuel pump relay on the
OCTAVIA
132
228
S
S
50A
15A
M
6
G
+
15
A
-
SP19-47
Substitute function of fuel pump relay
In the event of an open circuit, the engine
does not run.
14
Note:
Pay attention to the double fuse protection of the fuel pump relay when
carrying out fault finding on the
OCTAVIA.
The fuel pump relay of the Simos engine control unit can be tested using
the final control diagnosis.
The Motronic control unit does not include any final control diagnosis for
the fuel pump relay.
Page 14
Fuel tank ventilation system
The fuel tank ventilation system operates on the
familiar principle.
A new feature is the solenoid valve mounted
directly on the activated charcoal filter, and a pressure holding valve.
The activated charcoal filter is connected through
the pressure holding valve along the vent pipe to
the fuel tank.
Fuel is able to pass through the pressure holding
valve only in one direction from the fuel tank to the
activated charcoal filter.
The pressure holding valve is closed when the
solenoid valve is actuated so as to ensure liable
purging of the activated charcoal filter.
No extraction occurs from the fuel tank.
The pressure holding valve features two dia-
phragms, which provide the connection to atmosphere.
If the vacuum in the intake manifold is excessively
high, this also prevents vacuum flowing to the fuel
tank, as a result of which the tank might be dam-
aged.
Vent pipe from fuel tank
Pressure holding valve
Solenoid valve
SP19-24
Activated charcoal filter
to engine (throttle valve control
unit)
Electric circuit
The voltage for the activated charcoal filter solenoid valve N80 is supplied through the fuel pump
relay J17.
The relay is closed when de-energized.
A point to note when carrying out fault finding on
OCTAVIA is that the fuel supply is protected with
2 fuses.
Self-diagnosis
The activated charcoal filter solenoid valve N80 is
integrated in the self-diagnosis.
J17
S243
15A
D
N80
4
15
J220
J361
2
S132
50A
A
SP19-23
15
Page 15
Self-Diagnosis
1.6-ltr. Engine AEH
1.8-ltr. Engine AGN
The engine control unit for the fuel injection and ignition
system on both engines features a fault memory.
If faults occur at the monitored sensors or actuators,
these are stored in the fault memory with an indication
of the type of fault.
Self-diagnosis for both engines can be carried out with
the vehicle system tester V.A.G 1552 or with the fault
reader V.A.G 1551.
Self-diagnosis is initiated by entering the address word
01 - Engine electronics.
1
2
3
4
5
6
7
8
9
C
O
HELP
Q
V.A.G.
1552
V.A.G - SELF-DIAGNOSIS
01 - Engine electronics
Available functions
01 - Interrogating control unit version
02 - Interrogating fault memory
03 - Final control diagnosis
04 - Basic setting
05 - Erasing fault memory
06 - Ending output
07 - Coding control unit
08 - Reading measured value block
09 - Reading individual measured
SP17-29
HELP
Note:
The address word is identical for
both petrol engines.
The specific actuators and sensors
depend on the engine control unit
version which is then displayed in
the tester.
16
value
Page 16
All the sensors/actuators of the fuel injection and ignition system which are identified in colour are
monitored by the self-diagnosis.
Note:
Faults which are attributable to a non-persisting open circuit in the wiring or to
loose contacts, are likewise stored.
These are displayed as sporadic faults.
They are automatically erased if they do not re-occur after
40 engine starts (Simos control unit) or
50 engine starts (Motronic control unit).
Please refer to the Workshop Manual for the respective engine for the individual fault codes.
SP19-22
17
Page 17
1.6-ltr. Engine AEH
The technical data
Series: EA 113
Type: 4-cylinder inline engine
Displacement: 1595 cm
Bore: 81 mm
Stroke: 77.4 mm
Compression ratio: 10.3 : 1
Rated output: 74 kW (100 HP)
Engine management: Simos 2
(electronically controlled
sequential fuel injection
and map-controlled ignition with cylinder-selective
knock control)
Valves per cylinder: 2
Emission control: with Lambda control,
1 catalytic converter
3
SP19-56
Technical features:
– Light alloy cylinder block with internal ven-
tilation, non-replaceable cast iron contact
surfaces of cylinders, cast in cylinder block
– Rotorless high-voltage distribution with
double spark ignition coil
– 1 camshaft for valve timing
– Hydraulic bucket tappets for valve clea-
rance compensation
– Reference mark and rpm detection by
means of sensor at crankshaft (gear with
120 teeth and 2 gaps each of 2 teeth)
– Phase detection by means of Hall sensor
at camshaft
– Plastic intake manifold with variable intake
tracts
18
Page 18
The engine characteristics
The 1.6-ltr. engine produces a power of 74 kW
(100 HP) at a speed of 5800 rpm.
The maximum torque of 145 Nm is available at
3800 rpm.
Power and torque apply when the engine is
operated with premium unleaded fuel of RON 95.
The engine can also be operated with regular
unleaded fuel of RON 91. In this case, however,
full power is not available.
P = Power
M = Torque
n = Speed
SP19-25
The engine characteristics (torque, power, governed speed) are positively influenced by means
of variable intake tracts.
The engine features an intake manifold with
changeover for this purpose.
The intake manifold changeover makes it possible to optimise torque in the lower rpm range,
and to optimise power in the upper rpm range.
19
Page 19
1.6-ltr. Engine AEH
Overview of system
Simos 2 engine control unit
Engine speed sender G28
and inductive sender
Hall sender G40
Cylinder 1
Hot film air mass meter G70
Lambda probe G39
Idling speed switch F60
Throttle valve positioner potentiometer G88
Throttle valve potentiometer G69
Intake air temperature sender G42
Coolant temperature sender G62
Knock sensor I G61
Additional signals
20
• AC compressor
• Fan control
• Automatic gearbox
Page 20
Simos J361
control unit
Fuel pump relay J17
Fuel pump G6
Injectors
N30-N33
Power output stage N122 and N192
with ignition coil 1 N
and ignition coil 2 N128
Activated charcoal filter solenoid valve
N80
Diagnostic connection
Lambda probe heater Z19
Throttle valve control unit J338
with throttle valve positioner V60
Intake manifold changeover valve
N156
• Road speed signal
• Fuel consumption signal
• Throttle valve signal to automatic gearbox
SP19-63
21
Page 21
1.6-ltr. Engine AEH
Position of components
(on SKODA OCTAVIA)
N156
G42
N80
RTP
G 42 Intake air temperature sender
G 61 Knock sensor
N 80 Activated charcoal filter solenoid valve
N156 Intake manifold changeover valve
RTP Fuel pressure regulator
G61
22
Page 22
J361
J338
G70
N
N122
N128
N192
SP19-18
G62
G28
G28 Engine speed sender
G62 Coolant temperature sender
G70 Hot film air mass meter
J338 Throttle valve control unit
J361 Simos 2 control unit
N Ignition coil 1
N122 Power output stage
N128 Ignition coil 2
N192 Power output stage 2
23
Page 23
1.6-ltr. Engine AEH
Simos 2 engine management system
The position of the crankshaft relative to the
camshaft is of importance for the electronically
controlled, sequential fuel injection and mapcontrolled ignition with cylinder-selective
knock control.
Engine speed sender G28
The engine speed and the exact position
(angle) of the crankshaft are detected by the
inductive sensor.
The crankshaft gear has two gaps each of 2
teeth for synchronisation and for clearly assigning the crankshaft position. These two gaps are
detected by the inductive sensor.
The first dropping tooth edge after the synchronisation gap is at 78° crankshaft before ignition
TDC of cylinder 1 or cylinder 4, respectively.
Use of signal
The signal is used for detecting the current
engine speed.
In combination with the Hall sender G40, it is
used for detecting ignition TDC of cylinder 1.
The signals required are supplied by the engine
speed sender G28 and by the Hall sender G40.
Both signals are processed in the engine control unit.
Crankshaft signal gear
SP19-54
Tooth gap as reference mark
Inductive sensor
Substitute functions
Engine also runs if no signal is received.
Engine can be started with considerable difficulty (emergency running function).
Electric circuit
56 = Rpm sensor signal
63 = Rpm sensor signal
67 = Sensor earth
J361 = Simos engine control unit
G28 = Engine speed sender
Self-diagnosis
Self-diagnosis recognizes:
"No signal" and "implausible signal"
24
J361
G28
63
67
SP19-27
56
Note:
No change in the ignition characteristics occurs during the operating
period of the engine. The only maintenance work required on the ignition system relates to changing the
spark plugs after 60 000 km.
Page 24
The Hall sender G40
The Hall sender is located behind the camshaft
sprocket.
The camshaft disc has a window 180° large
and is attached to the camshaft sprocket.
Use of signal
The signal is required for detecting TDC of cylinder 1. The engine control unit uses the signal
to determine the injection sequence.
In addition, the signal is also required for the
knock control of the individual cylinders.
Effect in the event of signal failure
Camshaft disc with 180°
window
If the Hall sender fails, the knock control is
switched off by the engine control unit and the
ignition angle is retarded as it is no longer possible to assign knocking to the individual cylinders.
The engine nevertheless continues to run.
A restart is possible if no signal exists:
– The offset by one engine revolution does not
have any perceptible effect on fuel injection.
– As a result of the double spark ignition sys-
tem, an ignition spark is supplied for each
cylinder during each engine revolution.
Electric circuit
62 = Positive
67 = Sensor earth
76 = Hall sender signal
J361 = Simos engine control unit
G40 = Hall sender
62
SP19-55
Hall sender G40
J361
76 67
Self-diagnosis
Self-diagnosis recognizes:
Hall sender G40 "no signal"
Hall sender G40 "implausible signal"
+
G40
-
°
SP19-26
25
Page 25
1.6-ltr. Engine AEH
Simos 2 system function
The diagram illustrates the assignment of the angle of crankshaft to camshaft.
This makes it possible to determine the valve timing, ignition angle and injection
sequence.
What is always analysed is the dropping edge of the tooth after the tooth gap.
before TDC cylinder 1
78°
Crankshaft signal from
sender G28
No. of teeth
TDC cylinder 4
74
6158 88
118 1 28
Ignition TDC
Cylinder 1
14
TDC cylinder 4
74
58 61
Tooth gap
59+60
Camshaft signal from
Hall sender G40
dropping edge
Diagram of crankshaft/camshaft position
The dropping edge of the Hall sender signal
must agree with the signal of the 88th tooth of
the crankshaft sprocket after the gap = 74 teeth
after ignition TDC of cylinder 1 (tolerance
range ± 2 teeth).
Tooth gap
119+120
360° 360°
Crankshaft
180° window of camshaft
rising edge
The rising edge of the Hall sender signal
should agree with the 28th tooth of the crankshaft sprocket after the gap = 14 teeth after
ignition TDC of cylinder 1 (tolerance range
± 2 teeth).
If the values agree, you can proceed on the
basis that the engine timing is also in order.
Tooth gap
59+60
Crankshaft
SP15-39
Self-diagnosis
In function 08 "Read measured value block", display group 022, it is possible to test whether the
engine timing is correctly set. The number of teeth of the sensor gear at the crankshaft appears in
the display when the Hall sender signal switches from + to –.
If the signal changes do not occur as shown in the diagram, this is an indication that the toothed belt
has jumped over.
26
Page 26
The variable intake manifold
The variable intake manifold makes it possible to adapt the intake tracts in the intake
manifold to engine requirements.
The variable intake manifold is a two-section design.
As a result of a flap control, short or long
intake passages are formed in which the
intake air flows from the air filter to the relevant intake valve in the cylinder.
Position of flaps at engine speeds
up to 4000 rpm
Long intake tract = torque position
Pressure fluctuations occur in the
intake air as a result of the downward
movement of the piston. These pressure fluctuations are reflected in the
rear part of the intake manifold. The
length of the intake manifold is
designed so that the reflected pressure fluctuations result in good
charging of the cylinder with fresh air.
This in turn ensures that maximum
torque is produced.
The flaps are operated mechanically by
means of a vacuum.
The flap movement is controlled by the
Simos engine control unit in line with the
prevailing engine load and speed conditions.
Signals are supplied for this purpose to the
intake manifold changeover valve N156.
Reflection point of
Flap closed
to cylinder
pressure fluctuations
SP15-26
Position of flaps at engine speeds
from 4200 rpm
Short intake tract = power position
When the engine is running at high
revs, less time is available to fill the
cylinder. The intake tract should be
short. The flaps open the short intake
tract. The pressure fluctuations are
reflected in the front part of the intake
manifold. Good charging of the cylinder is thus also assured at high
engine speeds. The engine is able to
develop full power at high revs.
Reflection point of
pressure fluctuations
Flap open
to cylinder
SP15-27
27
Page 27
1.6-ltr. Engine AEH
Intake manifold changeover valve N156
Function
The intake manifold changeover valve is a solenoid valve.
It is actuated by the Simos engine control unit in
line with the map on the basis of engine load and
speed and is responsible for changing over the
flaps in the intake manifold by means of the vacuum.
Emergency running functions
If no signal is received, the short intake tract in the
intake manifold is open.
Hard governing of engine speed occurs at
6500 rpm by shutting off the injectors.
(In the normal mode, a changeover from the short
to the long intake tract occurs at 6200 rpm. This
results in a gentle governing of engine speed by
altering the torque.)
Atmosphere
SP19-30
to vacuum unit
Self-diagnosis
Self-diagnosis is carried out in the functions:
02 Interrogating fault memory
03 Final control diagnosis
Electric circuit
4 = Positive
64 = Control signals
J17 = Fuel pump relay
J361 = Simos engine control unit
N156 = Intake manifold changeover valve
Pay attention to the double fuse protection on the
OCTAVIA.
from vacuum reservoir
S234
10A
D
4
64
J361
J17
S132
50A
A
N156
28
2
SP19-28
Page 28
Operation of the flaps
Vacuum unit for intake manifold changeover
Flaps in variable intake manifold - closed
The intake manifold changeover valve shuts
off the atmospheric pressure. The vacuum
which exists in the vacuum reservoir (up to 15
changeover operations are possible from the
vacuum reserve) acts on the vacuum unit.
The flaps in the variable intake manifold are
closed mechanically by the vacuum unit.
Vacuum reservoir
Valve to intake duct
Mechanical flap operation
atmospheric pressure
SP19-31
Flaps in variable intake manifold - open
The vacuum pipe to the vacuum unit is
sealed off by the intake manifold changeover
valve.
Atmospheric pressure exists in the vacuum
unit, the flaps in the variable intake manifold
are opened mechanically.
Vacuum unit
Vacuum pipe
Mechanical flap
operation
Atmospheric pressure
SP19-32
29
Page 29
1.6-ltr. Engine AEH
Simos 2 function
diagram
Components
A Battery
F60 Idling speed switch
G6 Fuel pump
G28 Engine speed sender
G39 Lambda probe
G40 Hall sender
G42 Intake air temperature sender
G61 Knock sensor
G62 Coolant temperature sender
G69 Throttle valve potentiometer
G70 Air mass meterair
G88 Throttle valve positioner
potentiometer
J17 Fuel pump relay
J361 Simos control unit
J338 Throttle valve control unit
N Ignition coil
N30...33 Injectors
N80 Activated charcoal filter solenoid
valve
N122 Power output stage
N128 Ignition coil 2
N156 Intake manifold changeover valve
N192 Power output stage 2
P Spark plug connector
Q Spark plugs
S... Fuse
V60 Throttle valve positioner
Z19 Lambda probe heater
30
15
S132
50A
A
3086
J17
4
8785
S228
15A
S232
10A
Z19
S243
15A
G39
λ
N30
+
4
73 80 58 65
5966
N32
N31
69 74 62 75 76
N33
27 25 26
-
Additional signals
A Engine speed
B Fuel consumption signal
C W wire for diagnosis and
immobiliser
D Road speed signal
E AC compressor cut-off
F AC compressor cut-in
G Throttle valve signal to
automatic gearbox
H Signal from automatic gearbox
J Terminal 50
30
31
M
G6
V60
M
G88
F60
J338
Colour coding/Legend
+
G69
= Input signal
= Output signal
°
-
G40
Page 30
30
15
G70 N80
J361
56 63
6412 13 15
S234
10A
N156
S10
10A
B C D E F G H JA
6 18 19 20 8 10 7 23 22 3 1
67 68
54 53
2
N122 N192
S229
15A
7871
G28
= Battery positive
= Earth
G61
G42
in out
G62
N
I IV
N128
II III
P
Q
31
SP19-20
31
Page 31
1.8-ltr. Engine AGN
The technical data
Series: EA 113
Type: 4-cylinder inline engine
Displacement: 1781 cm
Bore: 81 mm
Stroke: 86.4 mm
Compression ratio: 10.3 : 1
Rated output: 92 kW (125 HP)
Engine management: Motronic 3.8.2.
(electronically controlled
sequential fuel injection
and map-controlled ignition with cylinder-selective
knock control)
Valves per cylinder: 5
Emission control: with Lambda control,
1 catalytic converter
32
3
SP19-57
Technical features:
– Cast iron cylinder block,
– Light alloy cylinder head
– Light alloy cast intake manifold, decoupled
– 2 overhead camshafts, camshaft adjust-
ment
– Hydraulic bucket tappets
– Light alloy oil pan with support to gearbox
– Rotorless high-voltage distribution with
double spark ignition coil
– Reference mark and rpm detection by
means of sensor at crankshaft (60-2 gear)
– Phase detection by means of Hall sensor
in separate housing at cylinder head ahead
of inlet camshaft
Page 32
The engine characteristics
P = Power
M = Torque
n = Speed
The 1.8-ltr. petrol engine achieves its highest
output of 92 kW (125 HP) at a speed of
5900 rpm.
The maximum torque of 174 Nm is available at
3900 rpm.
Power and torque apply when the engine is
operated with premium unleaded fuel of RON
95.
The engine can also be operated with regular
unleaded fuel of RON 91. In this case, however, full power is not available.
SP19-29
The engine characteristic (torque curve) is optimised by variable valve timing.
The engine features a map-controlled adjusting
device for the inlet camshaft for this purpose.
This device makes it possible to alter the "Inlet
closes" values and to thus improve the torque
curve.
Note:
If no signal is received from the engine speed sender G28, the engine
stops and can also not be started.
33
Page 33
1.8-ltr. Engine AGN
Motronic 3.8.2. function diagram
The ignition system and fuel injection are combined in the Motronic system.
Both are controlled electronically and optimised together.
The heart of the system is the electronically
operating control unit with a digital microcomputer.
A large number of sensors are used jointly for
the fuel injection and ignition. The ignition subsystem features an electronic ignition map
stored in the control unit.
The ignition angle is varied as a function of
engine temperature and intake air temperature
and the throttle valve position.
J220
N
N122
N128
The tasks of the Motronic system are:
Sequential fuel injection
– Basic tuning with the map
– Start control
– Restart, warming-up start, acceleration
enrichment
– Fuel shut-off on overrun
– Governing engine speed
– Lambda control
(adaptive subsystem)
Ignition
– Basic tuning with map
– Dwell angle control
– Warming-up correction
– Start control
– Idling stabilisation
– Cylinder-selective knock control (adaptive
subsystem)
Fuel tank ventilation
– Map control, corrected through Lambda
control
G40
G39Z19
G62
D
G61
G66
G28
N205
N30
Self-diagnosis
– Monitoring sensors and actuators
– Fault memory and output
– Final control diagnosis and measured value
output
– Emergency running function
34
Page 34
T16
The Motronic acronym means:
M = Motronic
3. = Version
8.2. = Development stage
F60
G69
G88
V60
G42
G70
Colour coding
C
= Input signal
= Output signal
= Intake air
= Fuel
N80
B
Legend
A = Fuel tank
B = Fuel pressure regulator
C= Air filter
D= Catalytic converter
The other abbreviated designations
are the same in the legend of the function diagram.
A
G6
SP19-43
The Motronic function results in:
– Low-pollutant exhaust by optimal adaptation of quantity of fuel, ignition tim-
ing and Lambda control
– Low fuel consumption
– No change in ignition characteristics during operating time.
Maintenance work on the exhaust system relates only to changing the spark
plugs after 60 000 km.
35
Page 35
1.8-ltr. Engine AGN
Overview of system
Motronic 3.8.2. engine control unit
Engine speed sender G28
and inductive sender
Hall sender G40
Cylinder 1
Hot film air mass meter G70
Lambda probe G39
Idling speed switch F60
Throttle valve positioner potentiometer G88
Throttle valve potentiometer G69
Intake air temperature sender G42
Coolant temperature sender G62
Knock sensor I G61
Knock sensor II G66
Additional signals
36
• AC compressor
• Fan control
• Automatic gearbox
Page 36
Motronic control unit J220
Fuel pump relay J17
Fuel pump G6
Injectors
N30 - N33
Power output stage N122 and N192
with ignition coil 1 N
and ignition coil 2 N128
Activated charcoal filter solenoid
valve N80
Diagnostic connection
Lambda probe heater Z19
Throttle valve control unit J338
with throttle valve positioner V60
Camshaft adjustment valve N205
• Road speed signal
• Fuel consumption signal
• Throttle valve signal to automatic
gearbox
SP19-62
37
Page 37
1.8-ltr. Engine AGN
Position of components
(on SKODA OCTAVIA)
G42
G40
J220
G 40 Hall sender
G 42 Intake air temperature sender
G 61 Knock sensor 1
G 66 Knock sensor 2
J 220 Motronic control unit
N Ignition coil 1
N 80 Activated charcoal filter
solenoid valve
N122 Power output stage
N128 Ignition coil 2
N192 Power output stage 2
38
N80
G61
G66
N
N122
N128
N192
Page 38
J338
G70
N205
G62
G28
RTP
SP19-17
G 28 Engine speed sender
G 62 Coolant temperature sender
G 70 Air mass meter
J 338 Throttle valve control unit
RTP Fuel pressure regulator
N 205 Camshaft adjustment valve
39
Page 39
1.8-ltr. Engine AGN
Camshaft adjustment
Gas cycle processes in the engine and pollutant
emissions are greatly affected by the timing of
the valves.
The timing of the inlet valve, for example, has a
decisive influence on the extent of cylinder
charge.
The variable timing of the inlet valve in certain
operating states is a technical feature for
improving power characteristics and influencing
exhaust emission levels.
B1
A2
12°
8°
38°
34°
B2 A1
B1
A2
10°
8°
38°
12°
B2 A1
The camshaft adjustment is used to alter the
timing of the inlet valves in defined engine load
and speed conditions. When the engine is idling
or running at high revs, the inlet camshaft is set
to a retarded "inlet closes" value.
This ensures that there is no overlap with the
exhaust valves, which ensures stable idling
characteristics and good development of power
at high engine speeds.
At low to moderate revs, the inlet camshaft is
set to an advanced "inlet closes" value, which
results in a slight valve overlap. This makes it
possible to ensure a higher cylinder charge and
improved torque in this engine speed range.
The operating principle
Inlet and exhaust camshafts are positioned
opposite.
The exhaust camshaft is driven by the crankshaft by means of a toothed belt, the inlet camshaft by the exhaust camshaft by means of a
chain.
The inlet camshaft is tensioned by the camshaft
adjuster.
Camshaft adjustment
not active
(retarded inlet-closes value)
= Exhaust valve timing
= Inlet valve timing
A1 Exhaust opens B1 Inlet opens
A2 Exhaust closes B2 Inlet closes
Hydraulic cylinder
SP19-52
active
(advanced inlet-closes value)
Inlet camshaft
Exhaust camshaft
The valve timing is varied by altering the deflection point of the driving chain, as a result of
which the inlet camshaft rotates.
This adjustment is achieved by means of an
electrically controlled hydraulic cylinder in the
camshaft adjustment.
This cylinder is map-actuated through the camshaft adjuster valve N205.
40
Camshaft adjuster
SP19- 49
Page 40
The effect of the camshaft adjuster
Camshaft adjuster
Power position (basic position)
In the power position, the deflection point of
the driving chain is located ahead of the inlet
camshaft. This is the basic position.
No adjustment is active, only the normal chain
tension exists.
The inlet camshaft is set to the retarded "inlet
closes" value.
Idling speed characteristics are stable; good
development of power exists at higher engine
speed (greater than 3600 rpm.
Deflection point of driving chain
SP19-33
Inlet camshaft
Exhaust camshaft
Torque position
When the inlet camshaft is adjusted, the
camshaft adjuster is pushed down by the
pressure of the oil.
As a result, the deflection point of the driving
chain is altered.
It is now positioned after the inlet camshaft.
As a result, the inlet camshaft is turned in the
direction of an advanced "inlet closes" value
compared to the exhaust camshaft - which
retains its position.
This optimises the cylinder charge and
ensures high available torque.
Camshaft adjuster
Inlet camshaft
Deflection point of driving chain
SP19-34
Exhaust camshaft
41
Page 41
1.8-ltr. Engine AGN
The control of the camshaft adjuster
The camshaft adjuster operates hydraulically. It is
supplied with oil from the engine oil circuit through
a drilling in the cylinder head.
Depending on the position of the adjusting piston,
the oil pressure is supplied to the control port A or
B. The camshaft adjustment valve N205 alters the
position of the adjusting piston in line with the signal supplied from the control unit.
Oil supply
Oil return flow
Operation of the camshaft adjuster is monitored by a Hall sender.
Its signal is tapped at the end of the inlet
camshaft.
Camshaft adjuster
Camshaft adjustment valve
Power position = Basic position
42
Hydraulic cylinder with
adjusting piston
When the camshaft adjustment valve N205 is deenergized, the control port A is open.
As a result of the oil pressure, the camshaft
adjuster is pushed into the power position = basic
position (retarded).
The "retarded" position is effective from 0 up to
1300 rpm.
The spring force in the camshaft adjuster makes it
possible to ensure an "emergency running property" even in the absence of oil pressure.
Control port A
Control port B
SP19-44
Page 42
The inlet camshaft is adjusted in line
with engine speed and load.
The appropriate parameters are programmed in the map of the engine control unit.
Oil supply
Oil return flow
Note:
The camshaft adjustment and the camshaft adjustment valve N205 are included
in the self-diagnosis. The camshaft adjustment can be tested in the function 08
"Reading measured value block", display
group 025/026, and the camshaft adjustment valve in the final control diagnosis.
Camshaft adjuster
Camshaft adjustment valve
Torque position
Hydraulic cylinder with
adjusting piston
At full throttle, the adjusting piston in the hydraulic cylinder
opens control port B from an engine speed of 1300 rpm.
The piston is actuated in this case by the camshaft
adjustment valve N205.
The camshaft adjuster is pushed down, the deflection point
of the driving chain is moved down.
The inlet camshaft is turned into the "advanced" position,
in other words the inlet valves open and close sooner.
From an engine speed of 3600 rpm, the camshaft adjuster
is again "retarded" and moves into the power position.
Control port A
Control port B
SP19-45
43
Page 43
1.8-ltr. Engine AGN
The camshaft adjustment valve N205
Installation point
The valve is located at the hydraulic cylinder of the
camshaft adjuster.
Operating principle
The valve is a solenoid valve.
With its armature, it controls the adjusting piston of the
hydraulically operating camshaft adjuster.
When de-energized, the armature rests free of pressure against the adjusting piston.
When voltage is supplied, the armature moves the
adjusting piston of the camshaft adjuster.
The camshaft adjustment valve is actuated according
to the map stored in the engine control unit.
Effects in the event of valve failure
If the camshaft adjustment valve fails, the engine continues to operate in the basic position of the camshaft.
Possible effects are poor torque in the lower engine
speed range from 1300 up to 3600 rpm.
Self-diagnosis
Self-diagnosis is carried out in the functions
03 Final control diagnosis
08 Reading measured value block
Camshaft adjustment valve
SP19-53
N205
Hydraulic cylinder of
camshaft adjuster
J17
Electric circuit
4 = Positive
55 = Actuation
N205 = Camshaft adjustment valve
J17 = Fuel pump relay
J220 = Motronic control unit
Pay attention to the double fuse protection of the fuel
pump relay on the OCTAVIA.
44
S234
10A
D
N205
4
55
J220
2
S132
50A
A
SP19-35
Page 44
Hall sender G40
Installation point
The Hall sender G40 is located on the righthand side of the cylinder head in front of the
inlet camshaft.
It is protected by a toothed belt guard. The orifice plate of the Hall sender is bolted to the
inlet camshaft.
It is only possible to install in one position.
Use of signal
The signal supplied by the Hall sender makes
it possible for the engine control unit to recognize the ignition position of cylinder 1.
In addition, this signal is also used to determine the knock control of the individual cylinders and to monitor the camshaft adjustment.
Effect in the event of signal failure
Hall sender ahead of
SP19-37
inlet camshaft
If no Hall sender signal is received, the engine
control unit switches off the knock control. The
ignition angle is retarded slightly to reliably
avoid any knocking.
The engine continues running and can also be
restarted.
Self-diagnosis
Self-diagnosis detects
Hall sender G40 short circuit to earth
Hall sender G40 open circuit/short circuit to
positive.
Electric circuit
62 = Positive
67 = Sensor earth
76 = Hall sender signal
G40 = Hall sender
J220 = Motronic control unit
62
+
J220
76 67
°
G40
-
SP19-36
45
Page 45
1.8-ltr. Engine AGN
Motronic 3.8.2. function diagram
Components
A Battery
F60 Idling speed switch
G6 Fuel pump
G28 Engine speed sender
G39 Lambda probe
G40 Hall sender
G42 Intake air temperature sender
G61 Knock sensor 1
G62 Coolant temperature sender
G66 Knock sensor 2
G69 Throttle valve potentiometer
G70 Air mass meter
G88 Throttle valve positioner
potentiometer
J17 Fuel pump relay
J220 Motronic control unit
J338 Throttle valve control unit
N Ignition coil
N30...33 Injectors
N79 Heating resistor/optional
equipment (crankcase ventilation)
N80 Activated charcoal filter solenoid
valve
N122 Power output stage
N128 Ignition coil 2
N192 Power output stage 2
N205 Camshaft adjustment valve
P Spark plug connector
S... Fuse
Q Spark plugs
V60 Throttle valve positioner
Z19 Lambda probe heater
30
15
S132
50A
A
3086
J17
4
8785
S228
15A
S232
10A
Z19
S243
15A
G39
λ
N30
+
4
73 80 58 65
5966
N32
N31
69 74 62 75 76
N33
27 25 26
-
Additional signals
A Engine speed
B Fuel consumption signal
C W wire for diagnosis and
immobiliser
D Road speed signal
E AC compressor cut-off
F AC compressor cut-in
G Throttle valve signal to
automatic gearbox
H Signal from automatic gearbox
46
31
M
G6
V60
M
G88
F60
J338
Colour coding/Legend
+
G69
= Input signal
= Output signal
°
-
G40
Page 46
+30
30
15
S234
10A
G70
12 13
56 63
N80
15
N205
55
J220
68
N79
6 18 19 20 8 10 7 3 1
67 60
S10
10A
B
C D E F GA
2254
53
H
23
2
N122 N192
S229
15A
7871
G28
G61
= Battery positive
= Earth
G66
in out
G42
G62
N
I IV II III
N128
P
Q
31
SP19-19
47
Page 47
?
Test Your Knowledge
Which answers are correct?
Sometimes only one,
but perhaps also more than one - or all of them!
?
1. Engines AEH and AGN feature an ignition system with
rotorless high-voltage distribution.
A. After installing the engine control unit, the ignition system has to be exactly set with the
V.A.G 1552.
B. During the operating period of the engine no change takes place in the ignition characteristic,
the ignition system requires no maintenance.
C. The signals supplied by the engine speed sender are used for detecting the ignition TDC
of cylinder 1.
2. Certain sensor signals are required for correct timing of the engines.
These signals are:
A. the signal from the throttle valve positioner potentiometer,
B. the signal from the engine speed sender and the Hall sender,
C. the signal from the throttle valve potentiometer.
3. The 1.6-ltr. engine AEH has an intake manifold with changeover feature.
The intake manifold changeover makes it possible to:
A. form long and short intake tracts,
B. adapt the intake tracts to the requirements of engine operation,
C. to optimise power in the lower engine speed range, and torque in the upper engine speed
range;
D. to optimise torque in the lower engine speed range, and power in the upper engine speed
range.
4. In self-diagnosis, the timing of the 1.6-ltr. engine can:
A. be checked in the Reading measured value block function by the readout of the number of
teeth of the sensor gear of the crankshaft (crankshaft signal gear) when the Hall sender
switches from + to –;
B. not be checked because the twin-spark ignition coil eliminates the sensor signals in the test
cycle;
C. be made visible as a change in signal and be calculated using a separate analysis diagram.
48
Page 48
?
17
J
4
15
D
232
S
10A
33
32
31
30
N
N
4
5. The fuel system of the OCTAVIA is protected by several fuses.
Please enter the diagram symbol and the relevant fuses (number and amperage) in the electric circuit of the fuel system).
6. The purpose of the camshaft adjustment of the 1.8-ltr. engine AGN is to
73
2
80 58 65
N
N
243
S
15A
19
Z
80
N
15
27
132
228
S
S
50A
15A
M
6
G
+
A
-
SP19-50
A. improve the torque from the lower to mid engine speed range,
improve power in the upper engine speed range,
B. adjust valve timing from retarded to advanced irrespective of engine speed,
C. adjust the opening/closing time of the inlet valves at certain engine speeds in line with the
engine load.
7. If the camshaft adjustment valve does not receive any signal
A. the engine stops,
B. the "retarded" valve setting of the inlet camshaft is adopted as an emergency running pro-
gramme,
C. the "advanced" valve setting of the inlet camshaft is adopted as an emergency running pro-
gramme.
1. B; C; 2. B; 3. A; B; D; 4. A; 5. Page 14; 6. A; C; 7. B
Answers:
49
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