Two new diesel engines from the proven group engine series
supplement the range of engines available from SKODA.
This publication will help you to become familiar with the new technical
details of these engines, the operation and design of the new
components and their most important features.
1.9 l TDI 81 kW1.9 l SDI 50 kW
SP22-23
Function components with are identical to those of the other familiar
engines, can be found in SSP 16/1.9-ltr. 66 kW TDI engine.
2
Part I - 1.9-ltr. 50 kW SDI Engine
Technical Data 4
Engine Characteristics 5
Diesel Control Flap 6
Exhaust Gas Recirculation Valve 8
Part II - 1.9-ltr. 81 kW TDI Engine
Technical Data 9
Contents
Engine Characteristics 10
Intake Manifold Flap 11
System Overview 12
Turbocharger 14
Actuators 19
Self-Diagnosis 21
Function Diagram 22
Two-Mass Flywheel 23
Oil Filter 26
You can find information regarding inspection
and maintenance, setting and repair instructions
in the Workshop Manual.
Service Service Service Service
Service
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Service
3
Technical Data
Part I - 1.9-ltr. 50 kW SDI engine
Engine code: AGP
Engine type: 4-cylinder in-line engine
Displacement: 1896 cm
Bore: 79.5 mm
Stroke: 95.5 mm
Compression ratio: 19.5 : 1
Mixture formation: Distributor injection
pump, direct injection
Firing order: 1 - 3 - 4 - 2
Fuel: Diesel, min. 45 CN
Emission control: Exhaust gas recirculation
and oxidation catalytic
converter
Power output: 50 kW (68 HP)
at 4200 rpm
Torque: 130 Nm
at 2000 - 2600 rpm
3
SP22-6
Technical highlights:
– Two-stage exhaust gas recirculation valve.
– Electrically controlled intake manifold flap
(diesel control flap).
– Preset injection pump with variable toothed
belt sprocket.
– The engine can also be operated with biodie-
sel (VOME - vegetable oil methyl ester).
– Upright oil filter with replaceable filter cartridge
(similar to 1.9-ltr. TDI).
4
Engine Characteristics
70
60
50
40
30
P (kW)
20
10
0
1000 2000 3000 4000 5000
0
P = Power
M = Torque
n = Engine speed
In what ways does the 1.9-ltr. SDI differ from
the 1.9-ltr. TDI?
While the engine employs the same fuel injection
method - direct injection - it operates without a
turbocharger and without intercooler.
Engine timing and fuel injection have been modified in order to achieve the performance parameters while maintaining the exhaust limits:
n (1/min)
140
130
120
M (Nm)
110
SP22-5
– The injectors (5-hole injectors) feature smaller
injection holes which permit a reduction of
about 5 % in flow.
– The diesel direct injection system control unit
is matched to the parameters of the naturallyaspirated diesel.
– Intake manifold and exhaust manifold are
new.
– New camshaft offers greater overlap of valve
opening times.
– Valves with 7 mm stem diameter.
– Flat design of piston bowl.
– Injection pump operates at higher injection
pressure.
– An additional flap (diesel control flap) in the
intake manifold modifies the pressure ratios of
the inducted air in the part load range in order
to create balanced pressure ratios for the
exhaust gas recirculation.
– The exhaust gas recirculation (EGR) valve is
integrated in the intake manifold.
It operates in two stages. The opening is mapcontrolled.
5
Diesel Control Flap
Exhaust gas recirculation is the most effective
measure at present for reducing the oxides of
nitrogen (NO
) in the exhaust. The recirculation
x
rates have to be very exactly metered to ensure
that an adequate level of oxygen nevertheless
remains for combusting the fuel injected.
Excessively high rates of exhaust gas recirculation allow an increase in the emissions of soot,
carbon monoxide and hydrocarbon as a result of
the air deficiency.
The difference between inlet pressure and
exhaust pressure on diesel engines not fitted with
a turbocharger, is relatively slight.
New!
Consequently, it is a complicated exercise to specifically feed exhaust gas into the inducted air
when the engine is operating at part load,
although this is essential, particularly at part load,
in order to reduce the oxides of nitrogen.
That is why the inducted air in the intake manifold
is controlled at certain engine speeds in order to
match the inlet pressure to the conditions of the
exhaust pressure and to thus achieve thorough
intermixing of exhaust gas and fresh air.
A two-stage exhaust gas recirculation valve is
used to set the exhaust recirculation rates as they
are required in the lower engine speed operating
range.
G70
G72
Diesel control flap
(intake manifold flap)
RGE = Exhaust gas recirculation valve
G28 = Engine speed sensor
G70 = Air mass meter
G72 = Intake manifold temperature sender
N18
J248
AGR
VP
G28
J248 = Diesel direct injection system control unit
N18 = EGR valve
V60 = Intake manifold flap motor
VP = Vacuum pump
V60
SP22-7
6
Diesel control flap
Function
The intake manifold is partially sealed off by a flap
in order to adapt the inlet pressure to the exhaust
pressure when the engine is operating at part
load.
For this purpose, the diesel direct injection system control unit processes the information on
Engine speed
Coolant temperature
Air mass flow
The diesel control flap in the intake manifold is
operated by the intake manifold flap motor V60,
the rotation angle being calculated by the control
unit in line with the input information.
The diesel control flap is
J 248
Intake manifold flap motor
V60
– fully open from an inducted air flow of
16 mg/stroke
– open map-controlled (in line with engine load
and speed) up to an inducted air quantity of
16 mg/stroke
– fully open from 2800 l/min (pressure ratios
above this range do not present any problem)
– fully open for cold start
– fully open when engine switched off.
The two-stage exhaust gas recirculation valve is
operated for this purpose in line with engine load
and speed ratios.
Substitute function
In the event of a fault, the control is deactivated.
The control flap is open. This is not noticeable
when driving.
A possible effect is that no exhaust gases are
recirculated.
SP22-15
Diesel control flap
Self-diagnosis
Failure of the intake manifold flap motor V60 is
stored in the fault memory.
The on/off ratio can be read in the function "08",
Reading measured value block.
7
Exhaust Gas Recirculation Valve
The two-stage exhaust
gas recirculation valve
Function
The exact adaptation of the exhaust gas recirculation rate to the particular driving state is calculated by the diesel direct injection system control
unit.
The exhaust gas recirculation valve operates
pneumatically with vacuum in 2 stages.
The control pressure is set by the EGR valve
N18, which is actuated directly by the control unit.
It is a pulsed valve, in terms of its task an electropneumatic converter, which converts electric signals into mechanical movements.
The control
The control pressure p is pulsed and the stroke s
of the valve determined according to a map as a
function of engine load and speed.
Consequently, depending on the cross-section of
the opening, more or less exhaust gas can flow to
the intake manifold, this being particularly neces-
sary in the lower engine load range.
The EGR valve in this case is always controlled in
combination with the diesel control flap.
In the part load range, the EGR valve is either
fully or half open while it is closed at full throttle.
New!
Vacuum connection
Secondary spring
Main spring
Diaphragm
To intake manifold
Plunger with
valve disc
From exhaust manifold
A = 1st stage stroke
Stroke s of EGR valve as a function of control
pressure p
8
7
6
5
4
s mm
3
2
1
0
- 20
p MPa
B = 2nd stage stroke
- 40
- 50
B
A
B
A
SP22-14
- 60- 30
SP22-18
Substitute function
In the event of a fault, exhaust gas recirculation is
interrupted.
EGR valve closed
EGR valve half open
EGR valve fully open
8
Map for controlling the EGR valve
Load
Engine speed
SP22-24
Part II - 1.9-ltr. 81 kW TDI engine
Technical Data
Engine code: AHF
Engine type: 4-cylinder in-line engine
Displacement: 1896 cm
Bore: 79.5 mm
Stroke: 95.5 mm
Compression ratio: 19.5 : 1
Mixture formation: Direct injection with
electronically controlled
distributor injection pump
Firing order: 1 - 3 - 4 - 2
Fuel: Diesel, min. 45 CN
Emission control: Exhaust gas recirculation
and oxidation catalytic
converter
Power output: 81 kW (110 HP)/
at 4150 rpm
Torque: 235 Nm at 1900 rpm
3
SSP 200/051
Technical highlights:
– Engine is based on the power plant concept of
the 66 kW TDI engine.
– Charging employs a turbocharger without
bypass with variable turbine geometry (variable guide vanes), which has a considerable
impact on the power boost.
– The swirl level of the combustion chamber
and the geometry of the piston bowl are the
same as the basic engine. The hole diameter
of the five-hole injector has been enlarged to
205 µm.
– The engine can also be operated with biodie-
sel (VOME - vegetable oil methyl ester).
9
Engine Characteristics
90
80
P = Power
M = Torque
n = Engine speed
70
60
50
P (kW)
40
30
20
10
0
1000 2000 3000 4000 5000
n (1/min)
250
225
200
175
150
125
M (Nm)
SP22-4
– The electronic diesel injection control unit per-
forms the task of controlling the quantity of
fuel of injection and start of injection, boost
pressure, exhaust gas recirculation, glow
period and electronic auxiliary heater. The
system features the Bosch MSA 15 control
unit.
– The engine has a two-mass flywheel for
reducing the interior noise in the car.
– A flywheel damper which balances rotational
imbalances of the crankshaft, is integrated in
the face end of the belt pulley.
– A flap in the intake manifold prevents any
engine bucking when it is switched off.
– The upright oil filter with replaceable filter car-
tridge is mounted directly in the oil cooler.
10
– The dimension of the oil cooler has been
enlarged in order to have the coolest possible
oil available for the spray cooling of the pistons and for the turbocharger.
– A three-stage electric auxiliary heater is avail-
able for certain export countries, which cuts in
as a function of outside temperature and
engine temperature in order to provide the
necessary heating capacity in the car.
– The radiator fan can be actuated by the
engine control unit after switching off the
engine if this is necessary because of high
temperatures in the engine compartment.
High engine temperatures are limited, particularly in the area of the turbocharger, in order
to prevent any carbon deposits in the oil-conveying parts of the turbocharger.
Intake Manifold Flap
The 1.9-ltr. TDI engine has a flap integrated in the
intake manifold.
Task
Diesel engines operate with a high compression
ratio.
When the engine is switched off, bucking motions
are produced as a result of the high compression
pressure of the inducted air.
The air supply is interrupted by the intake manifold flap as soon as the engine is switched off.
Only a small quantity of air is compressed, and
the engine comes to a smooth stop.
Function
New!
SP22-8
There are only two positions for the intake manifold flap: "OPEN" and "CLOSED".
In the "OPEN" position, the atmospheric pressure
acts on the diaphragm in the vacuum unit.
If the engine is switched off, a pulse is supplied to
the engine control unit by the ignition/starter lock.
Intake manifold flap
Vacuum unit
Vacuum supply
from vacuum pump
In response to this, the engine control unit energizes the intake manifold flap switchover valve
N239.
This switches vacuum to the diaphragm in the
vacuum unit. The vacuum unit closes the intake
manifold flap mechanically.
The intake manifold flap remains closed for about
3 seconds and then opens again.
Inducted air
N239
Atmospheric pressure
J248
SP22-9
11
System Overview
System overview of electronic control of the 1.9-ltr. 81 kW TDI engine
The microprocessor-assisted engine management system is specifically matched to the
requirements of the variable turbocharger. The
Bosch MSA 15 control unit performs control of the
quantity of fuel injected as well as start of injection, boost pressure, exhaust gas recirculation,
glow period and the electric auxiliary heater.
Sensors
Needle lift sender G80
Engine speed sender G28
-GF/M40 <
> PBT
Air mass meter G70
Coolant temperature sender G62
DURCHFLUSS
New or additional components in the 81 kW TDI
engine compared to the 66 kW TDI version are
shown within a coloured frame.
Y
N
A
M
R
PIERBURG
E
G
FLOW
7 .18221.01
074 906 461
Intake manifold temperature sender G72
+ Intake manifold pressure sender G71
Brake light/brake pedal switch F/F47
Clutch pedal switch F36
Accelerator pedal position sender G79
+ Idling speed switch F60
+ Kickdown switch F8
Modulating piston movement sender G149
Fuel temperature sender G81
Additional signals
.
Air conditioning
.
DF terminal
Diagnostic plug
connection
12
Note:
The operation of the sensors
and actuators which are identical
to the 1.9-ltr. 66 kW TDI engine,
is described in SSP 16!
Actuators
Diesel direct injection system
relay J322
Diesel direct
injection system
control unit J248
with altitude sender
F96
Glow plugs (engine) Q6
Glow plug relay J52
Heater elements (coolant) Q7*
Low heating output relay J359
Heater elements (coolant) Q7*
High heating output relay J360
Intake manifold flap switchover valve
N239
EGR valve N18
Boost pressure control solenoid valve
N75
* only for certain export
versions
SP22-10
Glow period warning lamp K29
and fault display
Quantity adjuster N146
Fuel cut-off valve N109
Commencement of injection valve
N108
Additional signals
.
Engine speed signal
.
Fuel consumption signal
.
Air conditioning
13
Turbocharger
System overview of boost pressure control
F96
J248
N75
Vacuum unit
Guide vane
G70
Inducted air
Boost air
Compressor
G71 + G72
Intercooler
Non-return valve
U
VP
Turbine wheel
In place of the bypass, the turbocharger operates
with variable vanes in the turbine.
These are used to influence the exhaust flow to
the turbine wheel.
The vanes are moved by means of a vacuum unit.
14
SP22-1
U = Vacuum reservoir
VP = Vacuum pump
Refer to the system overview of the electronic control of
the TDI engine for the abbreviated designation of the
sensors and actuators.
The design of the turbocharger with
variable turbine geometry
In contrast to the turbocharger with bypass, the
compression required is achieved not in the
upper engine speed range, but over the entire
range.
Housing of
turbocharger
Variable vane
New!
Lube oil feed
Adjusting ring
Compressor wheel
Exhaust outlet
Turbine wheel
Exhaust flow from engine
Highlights
– Turbocharger and exhaust manifold are a sin-
gle part.
– Variable vanes positioned in the shape of a
ring, influence the direction and cross-section
of the flow of the turbine.
Intake air
Vacuum unit for
positioning of vanes
SP22-2
– The turbocharger is lubricated by its own oil
supply.
– The vacuum unit moves a rotating adjusting
ring by means of a linkage. This ring passes
on the adjustment movement to the vanes.
– The full exhaust flow is always directed over
the turbine wheel.
15
Turbocharger
The principle of boost pressure
control
SP22-29
Applied physics
A gas flows through a constricted pipe more rapidly than through a pipe without any constriction.
This assumes that the same pressure exists in
both pipes.
This fundamental physical principle is exploited in
a turbocharger with a constant output.
Low engine speed and high boost pressure
desired
Variable vane Turbine wheel
SP22-27
The cross-section of the turbocharger is constricted upstream of the turbine wheel by means
of the variable vanes.
The exhaust gas flows more rapidly as a result of
the constricted cross-section and, in turn, the turbine wheel is rotated more rapidly.
As a result of the high turbine speed, the boost
pressure required is also achieved even at a low
engine speed.
The exhaust backpressure is high.
A high engine power output is available in the low
engine speed range.
High engine speed, boost pressure must not
be exceeded, however
The cross-section of the turbocharger is matched
to the exhaust flow.
In contrast to the bypass, the entire exhaust flow
is passed through the turbine.
The variable vanes provide a greater inlet crosssection for the exhaust gas in order to avoid
exceeding the boost pressure attained.
16
Exhaust backpressure
Boost pressure
SP22-28
The exhaust backpressure drops.
Altering the position of the vanes
Adjusting ring
Supporting ring
Variable vane
New!
Guide plate
Shaft
Control linkage
The variable vanes are inserted into a supporting
ring together with their shafts.
The shafts of the variable vanes have a guide
plate on the rear which meshes into an adjusting
ring.
SP22-20
Guide plate of control
linkage
Connection to vacuum unit
Consequently, the position of all the variable
vanes can be altered evenly and simultaneously
by means of the adjusting ring.
The adjusting ring is moved with the guide plate
of the control linkage by the vacuum unit.
17
Turbocharger
Flat position of variable vane
=
Narrow inlet cross-section of exhaust
gas flow
SP22-30
Steep position of variable vane
=
Large inlet cross-section of exhaust
gas flow
Direction of rotation of adjusting ring
SP22-31
The variable vanes are set to a narrow inlet
cross-section in order to achieve a rapid increas-
ing boost pressure at low engine speed and full
throttle.
The constriction of the cross-section causes the
exhaust gas flow to accelerate and thus boosts
the turbine speed.
Advantages from using variable turbine geometry
Reduced exhaust backpressure in the turbine in
the upper engine speed range and improved
output in lower engine speed range
=
improved fuel economy
SP22-28SP22-27
The variable vanes are positioned at a steeper
angle as the quantity of exhaust gas increases or
to achieve a lower boost pressure.
The inlet cross-section is enlarged.
The boost pressure and output of the turbine thus
remain practically constant.
Note:
The maximum position of the variable
vanes and thus the largest inlet crosssection is also at the same time the
emergency running position.
Optimal boost pressure and improved
combustion over the entire
engine speed range
=
reduced exhaust emission levels
18
The boost pressure control
solenoid valve N75
Operating principle
The boost pressure control solenoid valve N75 is
actuated by the diesel direct injection control unit.
By altering the signal pulses (on/off ratio) it is possible to set the vacuum in the vacuum unit by
means of which the position of the variable vanes
is altered mechanically.
The signals of the diesel direct injection system
control unit correspond to the boost pressure
map.
Actuators
SP22-22
Effects in the event of failure of the valve
The solenoid valve opens.
Atmospheric pressure thus exists at the vacuum
unit.
This corresponds to the emergency running posi-
tion.
Self-diagnosis
Self-diagnosis is carried out in the functions
02 Interrogating fault memory
03 Final control diagnosis
08 Reading measured value block.
Set and actual values can be read for the boost
pressure in function 08. Correct operation of the
boost pressure control can be checked by comparing both values.
S234
10A
N75
15
J248
SP22-21
19
Actuators
Solenoid valve N75 and the vacuum unit -UD- for altering the position of
the variable vanes
Vacuum control for flat variable vanes
N75
UD
SSP190/13
Vacuum control for steep variable vane
position
N75
The solenoid valve N75 is actuated constantly by
the diesel direct injection system control unit
J248.
The maximum vacuum acts on the vacuum unit
UD.
The variable vanes are set to a flat position.
The maximum boost pressure is built up rapidly.
The solenoid valve is de-energized.
Atmospheric pressure acts on the vacuum unit.
The variable vanes are set to steep position.
This position is also the emergency running
position.
UD
Vacuum control for intermediate stages of the
variable vanes
N75
UD
20
SSP190/14
The engine has to produce the power corresponding to the driving conditions and the turbocharger has to supply the optimum boost
pressure in each situation.
The solenoid valve is actuated by the engine
control unit in line with the driving conditions.
It sets a vacuum level between atmospheric
pressure and the maximum possible vacuum
which corresponds to a particular position of the
variable vanes for the respective engine speed
and load range.
The position of the variable vanes is thus continuously altered to the desired boost pressure as
a result of the continuous control process.
SSP190/15
The diesel direct injection system control unit
J248 fitted to the 1.9-ltr. AHF engine features a
fault memory.
Self-Diagnosis
Faults at the sensors and actuators monitored are
stored in the fault memory with an indication of
the type of fault.
Self-diagnosis can be conducted with the vehicle
system tester V.A.G 1552 or with the fault reader
V.A.G 1551.
Functions available
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
The new sub-components as well as those
required for exhaust gas recirculation and boost
pressure control are covered in the self-diagnosis
as follows:
02 Interrogating fault memory
Intake manifold flap switchover valve N239
Vehicle voltage terminal 30
EGR valve N18
Boost pressure control solenoid valve N75
1
2
3
4
5
6
7
8
9
C
O
HELP
Q
V.A.G.
1552
SP17-29
03 Final control diagnosis
EGR valve N18
Boost pressure control solenoid valve N75
08 Reading measured value block
Specified readouts for boost pressure control
Specified readouts for exhaust gas recirculation
Note:
Please refer to the Workshop Manual
Diesel Direct Injection and
Glow Plug System - Engine AHF for
the exact procedure for self-diagnosis.
21
Function Diagram
The function diagram contains the new components for boost pressure
control and shows how they are integrated in the entire system of the
electronic diesel control.
The base version is identical with that of the 1.9-ltr. 66 kW TDI engine.
30
15
x
31
J322
S234
10A
N75
3
33 251513 39 40
G72
P
30
15
x
31
A71
E30
N239
J248
69 67 71 1
G71
31
Components
G28 Engine speed sender
G71 Intake manifold pressure sender
G72 Intake air temperature sender
J248 Diesel direct injection system control unit
J322 Diesel direct injection system relay
N75 Boost pressure control solenoid valve
N239 Intake manifold flap switchover valve
22
G28
31
SP22-3
Colour coding/Legend
= Input signal
= Output signal
= Battery positive
= Earth
in out
The two-mass flywheel
Two-Mass Flywheel
In reciprocating-piston engines, rotary oscillations
are produced at the crankshaft and flywheel as a
result of the irregularity of the combustion process.
These oscillations are transmitted through the
clutch to the gearbox and drive train.
In the low engine speed range this manifests itself
in the form of vibrations and noises.
The two-mass flywheel prevents these rotary
oscillations being transmitted to the drive train
where they can produce resonance oscillations.
The operating principle consists in separating the
flywheel into two decoupled mass parts.
The primary flywheel mass is the one part and
forms part of the mass moment of inertia of
engine.
The other part, the secondary mass, increases
the mass moment of inertia of the gearbox.
The decoupled masses are connected flexibly to
each other by means of a spring/damping system.
As the mass moment of inertia of the gearbox
components is increased as a result of this, these
components absorb oscillations only at significantly lower engine speeds.
Excitations of the gearbox shaft which would
result in it oscillating are thus almost completely
absorbed by the system.
What is achieved is smooth running of all the
downstream components such as the secondary
flywheel mass, clutch, clutch plate, gearbox and
drive train.
On the other hand, the reduced primary mass
results in an increased rotational irregularity of
the crankshaft.
This situation is counteracted by means of measures at the belt drive. A vibration damper is integrated into the belt pulley at the face end.
Vibration damper in belt
pulley
Crank
assembly
SP22-13
Primary flywheel mass of
two-mass flywheel
197/45
Insulation of oscillations
23
Two-Mass Flywheel
Schematic representation of the two-mass flywheel
Engine and gearbox with conventional
flywheel and clutch design
194/025
Engine Gearbox
+
0
-
Rotational irregularity (rpm)
Oscillation pattern of engine and gearbox at idling
speed
Time
SP22-25
Expressed in simple terms:
A conventional flywheel cushions the vibrations of
the engine to a greater extent. The residual oscillations, however, are transmitted fully to the gearbox. This is particularly evident in the low engine
speed range as a result of vibrations and noises.
Vibration produced by engine
Vibration absorbed by gearbox
Engine and gearbox with two-mass flywheel
Engine Gearbox
+
0
-
Rotational irregularity (rpm)
Oscillation pattern of engine and gearbox at idling
speed
The two-mass flywheel produces slightly higher
engine vibrations. As a result of the spring/damping system and the increased mass moment of
inertia of the gearbox components, however, they
are scarcely transmitted to the gearbox. In addition to the greatly increased ride comfort, it is also
possible to achieve reduced wear and better fuel
economy at low engine speeds.
194/026
Time
SP22-26
24
The basic design in combination with clutch and clutch plate
Gearbox sideEngine side
Grease packing
Primary flywheel mass
Diaphragm
Spring/damper system
Secondary flywheel mass
Clutch
Clutch plate
194/024
The primary flywheel mass consists of two
shaped sheet metal parts welded on the outside.
The spring assemblies of the spring/damping system are located inside.
The primary side contains a grease packing
which is sealed to the atmosphere by means of a
diaphragm.
The secondary mass is mounted on the primary
flywheel mass by means of a grooved ball bearing.
The torque is transmitted by the primary flywheel
mass through the spring assemblies to the secondary flywheel mass.
The clutch is bolted onto the secondary flywheel
mass.
Note:
The two-mass flywheel is an element
of the engine vibration system and
is matched to this!
A conventional flywheel-clutch combination can therefore not be installed
as a replacement.
25
Oil Filter
The cleaning of the oil has a major impact on
engine life.
The change intervals as stated in the service
schedule (km limit or 1x a year) should be exactly
observed.
New!
Oil filter housing
Engine connection
Connection for
oil pressure
switch
The diesel engines now feature an environmentally-friendly design of oil filter which minimizes
the use of scarce resources and to also have as
little "problem waste" as possible when disposing
of the old oil.
Cap
Oil filter
cartridge
Oil cooler connection
The oil filter housing remains attached to the
engine during the entire engine life.
Only the oil filter cartridge is changed when
changing the oil.
The cartridge consists of a newly developed highstrength filter paper with optimised fineness. Solid
foreign bodies from the engine oil (combustion
residues, metal abrasion, dust) are trapped, the
engine oil is cleaned.
26
SP22-16 SP22-17
The oil filter cartridge is withdrawn upward after
removing the cap.
The oil filter housing at the same time acts as the
carrier for the external oil cooler.
The oil cooler is located below the oil filter housing and is bolted to it.
The oil pressure switch (grey, 0.9 bar) is positioned in the oil filter housing, as before, at an
easily accessible point.
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