The 1.4-ltr. 16V 55kW Engine
with roller-type cam follower
Design and Function
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
F |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
L |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
E |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
S |
|
-
S |
T |
|
U
D
Y
P
R
O
G
196
. o N
E M M RA
Whether it’s a matter of better fuel economy, higher engine output or lower exhaust emissions - the demands on engines are constantly increasing.
This presents our engineers with new tasks, with the result that the Volkswagen engine range is constantly growing.
Example: weight saving
During development, the weight of the new 1.4-ltr. 16V 55kW engine was reduced by about 10 kg by modifying its design.
This self-study programme explains the technical innovations in our engine range using the 1.4-ltr. 16V 55kW engine as an example.
Apart from minor differences in the engine mechanics, the 1.6-lr. 16V 88kW engine for the Polo GTI will have these new features, too.
196_168
These differences arise out of the various technical demands on the engines and are described in this Self-Study Programme.
New |
Importan |
t
The Self-Study Programme Precise instructions for testing, adjustment and
is not a Workshop Manual. repair can be found in the appropriate Workshop
Manual.
2
At a glance
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . |
4 |
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Engine mechanics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Intake manifold . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Valve gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Valve actuation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 toothed belt drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Sealing flange . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Oil pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Con rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Engine management . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Engine control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Static high-voltage distribution . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Engine speed sender G28 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Hall sender G40 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Functional diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Self-diagnosis. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
Special-purpose tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
3
Introduction
One of a “new generation”
The 1.4-ltr. 16V 55kW engine is the first of a new generation of engines featuring roller-type cam followers.
It is fundamentally different from
the 1.4-ltr. 16V 74kW engine with bucket tappets.
The main differences are:
-the die cast aluminium crankcase
-the cylinder head, where only the existing valve clearance and angle have been adopted.
New and advanced developments include:
the plastic intake manifold
the cylinder head and camshaft housing
valves are activated by roller-type cam followers
the crankcase is made of die cast aluminium
the duocentric oil pump
the exhaust manifold
the Magneti Marelli 4AV engine management system
196_068
The overall effects of these design modifications are:
-significant reduction in fuel consumption,
-performance on a par with predecessor models,
-weight savings and
-compliance with the more stringent exhaust gas
limit values now in effect in Germany.
4
Specifications
1.4-ltr. 16V 55kW engine
The 1.4-ltr. engine develops 128Nm of torque at 3200rpm. Maximum output is 55kW at 5000rpm.
1.6-ltr. 16V 88kW engine
By comparison, the 1.6-ltr. engine develops 148Nm of torque at 3400rpm and a maximum output of 88kW at 6200rpm.
Torque |
Output |
|
[Nm] |
[kW] |
|
|
|
|
196_070
|
Engine speed [rpm] |
Torque |
Output |
[Nm] |
[kW] |
196_088
Engine speed [rpm]
|
1.4-ltr. engine |
1.6-ltr. engine |
||
|
|
|
|
|
Engine code |
|
AHW |
|
AJV exhasut emission level D3 |
|
|
AKQ exhaust emission level D3 |
|
|
|
|
|
|
|
Displacement [cm3] |
|
1390 |
|
1598 |
Bore/stroke [mm] |
|
76.5 / 75.6 |
|
76.5 / 86.9 |
|
|
|
|
|
Compression ratio |
|
10.5:1 |
|
10.6:1 |
|
|
|
|
|
Mixture preparation |
|
Magneti Marelli 4AV |
|
Magneti Marelli 4AV |
Engine management system |
|
|
|
|
|
|
|
|
|
Fuel [RON] |
|
95 / 91 |
|
98 / 95 |
|
|
|
|
|
Exhaust gas post-treatment |
|
Lambda control, |
|
Lambda control, |
|
|
main catalytic converter for |
|
primary and |
|
|
MVEG-A II for the AHW engine |
|
main catalytic converters |
|
|
additional micro catalytic con- |
|
for exhaust emission level D3 |
|
|
verter for exhaust emission level |
|
|
|
|
D3 for the AKQ engine |
|
|
|
|
|
|
|
The knock control lets you run the 1.4- ltr. and 1.6-ltr. engines on RON 91 and RON 95 fuel respectively. This may result in a slight loss of power and torque.
5
Engine Mechanics
The plastic intake manifold
consists of three component parts which are welded together. The material is made of highgrade polyamide which is resistant to temperatures of up to 140°C for short periods of time.
The use of plastics has made it possible to keep the weight of the intake manifold down to three kilograms. As a result, the intake manifold is roughly 36% lighter than a comparable intake manifold made of aluminium.
The plastic intake manifold also has a very smooth surface, and this improves the induced air flow.
The following components are mounted in the plastic intake manifold:
-the injectors,
-the fuel distributor,
-the throttle valve control unit and
-the intake manifold pressure sender and the intake air temperature sender.
The air filter housing is secured to the plastic intake manifold by two screws.
The max. permissible tightening torque is 3.5Nm.
induced air
Upper shell
Middle section
|
The plastic intake manifold |
Upper/lower parts of |
of the 1.4-ltr. engine |
|
|
intake manifold |
|
|
196_071 |
An aluminium intake manifold is used for the 1.6-ltr. 16V 88kW engine.
It has been adapted to the engine’s requirements.
6
Valve gear
is accommodated in the cylinder head and camshaft housing.
The camshaft housing is by and large
identical to the cylinder head cover which was previously used as standard.
What’s new is that the camshafts are now inserted into the housing. The bearing covers and camshaft housing limit the axial clearance of the camshafts.
The camshafts run in three bearings.
The valve assembly comprising valves, rollertype cam followers and hydraulic support elements
is located in the cylinder head.
Exhaust camshaft
Camshaft housing
Hydraulic support element
Intake camshaft
196_018
Cylinder head |
Roller-type cam follower |
Bearing cover
Inserted camshaft
Camshaft housing
196_075
Cylinder head
The gasket between the camshaft housing and the cylinder head is in the form of a fluid seal.
Do not apply the sealant too thickly, since this may cause excess sealant to enter the oil drillings and damage the engine.
7
Engine Mechanics
Valve activation
With this engine generation, the valves are activated via a roller-type cam follower with a hydraulic
support element.
Advantages:
-less friction
-fewer moving masses.
Conclusion:
Less engine power is required to drive the camshafts.
Camshaft
Cam roll
Roller-type cam follower
Hydraulic |
Valve |
support element
Low-friction roller bearing
196_010
Design
The roller-type cam follower comprises a sheetmetal moulding acting as a lever and a cam roll with a roller bearing.
The cam follower is clipped onto the support element and seated on the valve.
The hydraulic support element has the same function as the hydraulic bucket tappet. It serves as a hydraulic valve lifter and support for the roller-type cam follower.
8
The lubrication system
Lubricant flows between the hydraulic support element and the roller-type cam follower as well as between the cams and the cam roll along an oil duct integrated in the support element.
Oil is injected into the cam roll through a drilling in the roller-type cam follower.
Oil |
Cam roll |
|
Lubricant duct
Function
The support element serves as a pivot for the rol- ler-type cam follower. The cam contacts the cam roll and presses the lever down. The lever in turn activates the valve.
A high valve lift is achieved with a relatively small cam due to the fact that the leverage between the cam roll and support element is smaller than between the valve and support element.
196_009 |
196_011
It is not possible to inspect the hydraulic support elements.
9
Engine Mechanics
The hydraulic support element
serves as a support for the roller-type cam follower and hydraulic valve lifter.
Design
The support element is connected to the oil circuit. It comprises the following elements:
-a piston,
-a cylinder and
-a piston spring.
Piston with drilling
Cylinder |
Upper
oil chamber
Lower
oil chamber
196_014
A small ball, in combination with a pressure
spring integrated in the lower oil chamber, |
Oil inlet |
Piston spring |
|
|
|
makes up the one-way valve. |
|
One-way valve |
Hydraulic valve lifter |
|
|
If valve backlash occurs, the piston spring forces |
|
|
the piston out of the cylinder until the cam roll |
|
Valve clearance |
makes contact with the cam. When the piston is |
|
|
pressed out of the cylinder, the oil pressure in the |
|
|
lower oil chamber drops. |
|
|
The one-way-valve opens and surplus oil flows |
|
|
into the oil chamber. |
|
|
The one-way-valve closes when the pressure |
|
|
between the lower and upper oil chambers has |
|
|
been equalised. |
|
|
196_016
Valve lift
When the cam contacts the cam roll, the pressure inside the lower oil chamber rises because the oil here cannot be compressed. The piston cannot be forced any further into the cylinder. Thus, the support element acts as a rigid support for the roller-type cam follower.
The inlet or exhaust valve opens.
196_017
10
The toothed belt drive
The toothed belt drive is divided into a main drive and a connecting drive on account of the small overall width of the of the cylinder head.
Main drive
The coolant pump and the intake camshaft are driven by the crankshaft by means of a toothed belt integrated in the main drive. An automatic tension pulley and two deflection pulleys reduce toothed belt fluctuation.
The connecting drive
is located outside the cylinder head.
The exhaust camshaft is driven by the
intake camshaft by means of a second toothed belt integrated in the connecting drive.
Again, an automatic tension pulley reduces toothed belt fluctuation.
Main drive
Deflection
pulley
Belt pulley
Coolant pump
Tension pulley
Main drive
Connecting drive
Tension pulley
Connecting drive
Deflection
pulley
196_021
Belt-driven crankshaft gear
196_024
You can find exact instructions for adjustment the camshaft timing in the Workshop Manual.
11