Page 1
The 2.3-ltr. V5 Engine
Design and Function
Self-Study Programme No. 195
Page 2
195_118
The new 2.3-ltr. V5 engine is related to the VR6
engine as regards design. For this reason this
Self-Study Programme will be largely confined to
the modifications to the VR6 engine.
The Self-Study Programme
is not a Workshop Manual!
2
You will find more detailed information about the
design of the engine mechanicals or the cooling
system and the oil circuit in SSP 127 “The VR6
engine” and SSP 174 “Modifications to the VR6
engine”.
New Important
Note
Please always refer to the Service Literature for all
inspection, adjustment and repair instructions.
Page 3
The contents of this SSP at a glance
Introduction 4
Engine mechanicals 6
Power transmission 11
Motronic injection and ignition system 14
Function diagram 32
Service 34
Self-diagnosis 36
3
Page 4
Introduction
Why do V-engines exist?
Front-wheel drive, in combination with a transversely mounted four-cylinder inline engine, is
now part and parcel of many motor vehicle
concepts. Installing the engine transversely has
promoted the development of more compact
vehicles.
But the vehicle width is not sufficient to
accommodate inline engines with more than four
cylinders.
This is why the V-engine came into being.
Al-though V-engines have a very short overall
length, they are rather wide - with a V-angle of
60° or 90° - and hence cannot be used in
smaller mid-range vehicles.
V-engine with an angle of 15
The VR engines and the new V5 engine
combine the advantages of the V-concept with
the advantages of the inline engine.
These are:
l
short overall length thanks to V-angle,
l
small overall width thanks to the
V-angle of 15°,
l
only one cylinder head is required,
The V5 was derived from the VR6 by removing
the 1st cylinder from the latter.
The resulting, even more compact design makes
it possible to use this powerful unit in all vehicle
classes.
°
195_085
4
Page 5
Technical specifications
Engine code
V-angle
Displacement
Bore
Stroke
Compression ratio
Firing order
Mixture preparation
and ignition
Fuel
Exhaust gas aftertreatment
The V5 engine conforms to exhaust gas level D3.
AGZ
15
°
2324 cm
81.0 mm
90.2 mm
10.0 : 1
1 - 2 - 4 - 5 - 3
Bosch Motronic M3.8.3
95 RON unleaded premium
Three-way catalytic converter
with lambda control
3
As the power vs. torque curve shows,
the remarkable features of this
engine are its immense low-end
torque and high power output in the
upper rpm range.
Max. torque is 220 Nm at 3600 rpm
and max. power output is 110 kW at
6000 rpm.
Torque
[Nm]
195_084
Power
[kW]
Torque
Power
Engine speed
[rpm]
5
Page 6
Engine mechanicals
Offsetting
To give you a better understanding of the design
features of the V5 engine and to clarify several
technical concepts, we will begin by looking at
the design features of the inline engine.
Inline engine
In the inline engine the piston is located directly
above the centre of the crankshaft. The piston
stroke (h) is therefore twice the crank radius (2xr).
TDC and BDC are exactly 180° apart.
V-engine with an angle of 90
In conventional V-engines the pistons in both
banks of cylinders are aligned at 60° or 90° to
one another. The centre lines of the cylinders
nevertheless project through the centre of the
crankshaft. The piston stroke is then twice the
crank radius in this case, too. But the large
V-angle also means the engine has a large
overall width.
Con rod bearing cyl. 1
TDC
h
BDC
r
Centre of crankshaft
Centrifugal mass
195_079195_074
°
Cylinder
axis
h
r
Centre of crankshaft
195_075
6
Page 7
V5 engine with an angle of 15
°
As a result of the V-angle of 15°, the V5 engine is
not as wide as engines with an angle of 60° or
90°. The V5 engine can be mounted both
longitudinally and transversely because it is
shorter than an inline engine.
Several difficulties had to be overcome during
the design process, since the 15° V-angle causes
the cylinders to overlap at the bottom.
Centre line of
crankshaft
Centre line of
cylinder
Centre line of
crankshaft
To avoid these overlaps, it was necessary to shift
the cylinders slightly further outwards so as to
increase the clearance between the cylinders.
This process is known as “offsetting“. In the V5
engine the offset of each bank of cylinders is
12.5 mm.
By offsetting the cylinders, their centrelines no
longer project through the centre of the crankshaft. As a result, the pistons travel i na different
line from TDC to BDC than from BDC to TDC.
Allowance has to be made for this difference
when designing the crankpin throw to ensure that
all cylinders have the same ignition point.
195_109
Offset of bank 1
12.5 mm
Offset of bank 2
12.5 mm
195_110
195_076
Offset of bank 2
Offset of bank 1
TDC
BDC
Centre line
of cylinder
Centre line of
crankshaft
195_077
7
Page 8
Engine mechanicals
The engine control unit
Running in 6 bearings, the crankshaft drives the
intake camshaft by means of an intermediate
shaft. The two chains are designed as single
chains. Each chain has a tensioner actuated by
the oil circuit.
Chain tensioner
Intermediate shaft
Chain tensioner
Crankshaft
195_047
Engine lubrication
The oil pump is driven by the intermediate shaft.
The oil cooler and oil filter are located in the
engine console. When the oil filter is changed,
only the paper filter element needs to be
replaced.
A different oil filter type is used for longitudinally
and transversely mountinged engines
(see page 34, Service).
Oil cooler
Engine console
Oil filter element
Case
Intermediate
shaft
195_048
Oil pump
8
Page 9
Drive for auxiliaries
The longitudinally and transversely mounted V5 engines have different drives for auxiliaries.
Belt routing of longitudinally mounted V5 with air-conditioning compressor
Deflection pulley
Multiple-ribbed belt
Air-conditioning
compressor
Deflection pulley
Tension pulley
195_046
In the longitudinally mounted engine the coolant pump is located on the auxiliary holder.
As a result, this engine is slightly shorter than the transversely mounted engine.
Mount for
visco fan ring
Alternator
Visco fan
Coolant pump
Auxiliary steering pump
Tension pulley
195_049
Coolant pump drive
Auxiliary holder
9
Page 10
Engine design
Belt routing in the transversely mounted V5 engine with air-conditioning compressor
Tension pulley
Alternator
Coolant pump
Air-conditioning
compressor
In the transversely mounted engine the coolant pump is integrated in the cylinder crankcase.
Auxiliary steering pump
195_120
Plastic pipe
Coolant pump
10
195_122
Page 11
Power transmission
The flywheel
enables the crankshaft to rotate evenly due to its
mass. It also acts as a clutch support. The clutch
transmits engine torque to the gearbox.
The torsional oscillations of the engine in the low
speed range in particular are transferred to the
gearbox in the process.
This induces vibrations and consequently
“gearbox rattle”.
Engine side Gearbox side
Primary centrifugal mass
The dual-mass-flywheel
prevents torsional oscillations of the engine from
being transmitted to the gearbox. As the name
suggests, the dual-mass flywheel consists of two
flywheel masses, a primary centrifugal mass and
a secondary centrifugal mass.
They are interconnected by means of a
spring/damping system.
Secondary centrifugal mass
Spring/damper system
The dual-mass-flywheels for mounting the engines in the longitudinal and transverse positions
differ from one another, since an intermediate plate is required to locate the gearbox for
longitudinal mounting.
Clutch
Clutch plate
195_024
Engines with dual-mass flywheels have an engine oscillation system which is tuned differently to
engines with conventional flywheels.
Therefore, never replace single-mass flywheels with dual-mass flywheels.
11
Page 12
Power transmission
Engine and gearbox with conventional
flywheel-clutch layout
Engine
Put simply, it can be said that a conventional
fly-wheel is better at absorbing oscillations which
an engine produces. But the remaining
oscillations are transmitted fully to the gearbox,
and this manifests itself as vibrations and noise in
the low speed range.
Oscillations produced by the engine
Oscillations absorbed by the gearbox
Engine and gearbox with
dual-mass flywheel
The dual-mass flywheel allows slightly more
engine oscillation, due to its smaller centrifugal
mass. In fact, the spring/damping system and the
higher gearbox moment of inertia prevent these
oscillations from being transmitted to the
gearbox. This results not only in a much higher
level of ride comfort, but also in less wear and
higher fuel efficiency at low engine speeds.
Gearbox
195_025
195_027
Oscillatory behaviour of the engine and gearbox
at idling speed
Engine
Gearbox
195_026
Oscillations produced by the engine
Oscillations absorbed by the gearbox
Oscillatory behaviour of the engine and gearbox
at idling speed
12
195_028
Page 13
1. The V5 engine has a V-angle of
a) 15°,
b) 60° or
c) 90°.
2. Annotate the drawing.
What belt pulleys drive what units?
Test your knowledge
e)
a)
b)
c)
d)
3. State the advantages of the dual-mass flywheel
a) Higher ride comfort,
b) Higher engine power,
c) Less wear,
d) Higher fuel efficiency at low engine speeds
Reasons:
f)
g)
h)
i)
13
Page 14
Motronic injection and ignition system
Overview of Motronic M3.8.3 system
Sensors
G70 Air mass meter
G28 Engine speed sender
G40 Hall sender
G39 Lambda probe
G61 Knock sensor I
G66 Knock sensor II
G62 Coolant temperature sender
G72 Intake manifold temperature sender
J338 Throttle valve control unit with
F60 Idling switch
G69 Throttle valve
potentiometer
G88 Throttle valve positioner
potentiometer
F Brake light switch
F36 Clutch switch
F63 Brake pedal switch
Diagnosis
plug conn.
E45 Cruise control system switch
E227
Cruise control system button
Additional input signals
e.g. road speed signal
14
J220 Motronic control unit
Page 15
Actuators
G6 Fuel pump with
J17 Fuel pump relay
N30 Injector, cylinder 1
N31 Injector, cylinder 2
N32 Injector, cylinder 3
N33 Injector, cylinder 4
N83 Injector, cylinder 5
N122 Power end stage
N Ignition coil
N128 Ignition coil 2
N158 Ignition coil 3
N163 Ignition coil 4
N164 Ignition coil 5
N79 Heater element
(crankcase breather valve)
N80 Solenoid valve 1 for
activated charcoal filter system
N156 Twin-path intake manifold change-over valve
J338 Throttle valve control unit with
V60 throttle valve positioner
195_105
Additional output signals,
e.g. to air-conditioning compressor
15
Page 16
Motronic injection and ignition system
The air mass meter with reverse flow recognition
To guarantee optimal mixture composition and
low fuel consumption, the engine management
system needs to know exactly how much air the
engine intakes.
The air mass meter supplies this information.
The opening and closing actions of the valves
cause the air mass inside the intake manifold to
flow in reverse.
The hot-film air mass meter with reverse flow
recognition detects reverse flow of the air mass
and makes allowance for this in the signal it
sends to the engine control unit. Thus, the air
mass is metered very accurately.
Air mass meter
Reverse flow
Design
The electronic circuit and the sensor element of
the air mass meter are accommodated in a
compact plastic housing.
Located at the lower end of the housing is a
meter-ing duct into which the sensor element
projects.
The metering duct extracts a partial flow from the
air stream inside the intake manifold and guides
this partial flow past the sensor element.
The sensor element measures the intake and
reverse air mass flows in the partial air flow.
The resulting signal for the air mass
measurement is processed in the electronic circuit
and sent to the engine control unit.
Intake manifold
195_094
Housing
Housing cover
Metering
duct
Electric circuit
Partial air flow
16
Sensor element
195_092
Page 17
Functional principle
Mounted on the sensor element are two
temperature sensors (T1 + T2) and a
heating element.
The substrate to which the sensors and heating
element are attached is composed of a glass
membrane. Glass is used because of its poor
thermal conductivity. This prevents heat which the
heating element radiates from reaching the
sensors through the glass membrane. This can
result in measurement errors.
Air mass meter
with sensor element
inside the metering duct
Design of sensor element
(schematic diagram)
Air flow
The heating element warms up the air above the
glass membrane.
The two sensors register the same air
temperature, since the heat radiates uniformly
without air flow and the sensors are equidistant
from the heating element.
Induced air mass recognition
In the intake cycle, an air stream is ducted from
T1 to T2 via the sensor element.
The air cools sensor T1 down and warms up
when it passes over the heating element, with the
result that sensor T2 does not cool down to as
great an extent as T1.
The temperature of T1 is therefore lower than that
of T2. This temperature difference sends a signal
to the electronic circuit that air induction has
occurred.
T1
element
T1 T2
T1 T2
T2Heating
195_041
195_042
195_043
17
Page 18
Motronic injection and ignition system
Reverse air mass flow recognition
If the air flows over the sensor element in the
opposite direction, T2 will be cooled down to a
greater extent than T1. From this the electric
circuit recognises reverse flow of the air mass.
It subtracts the reverse air mass flow from the
intake air mass and signals the result to the
engine control unit.
The engine control unit therefore obtains an
electrical signal: it indicates the actual induced
air mass and is able to meter the injected fuel
quantity more accurately.
Signal utilisation
The signal which the air mass meter sends is used
to calculate all speed- and load-dependent
functions, e.g. injection time, ignition timing or
tank venting.
Effects of signal failure
In the event of failure of the air mass meter,
the engine management system computes a
substitute value. This emergency function is so
well adapted that the fitter cannot tell from the
running behaviour of the engine whether the air
mass meter is defective. This can only be done by
reading out the fault memory.
T1 T2
195_044
Electric circuit
The air mass meter is connected to the engine
control unit via two signal lines and one earth
line and is supplied with power via connection
87a in the engine wiring harness.
Power supply
G70
This means that the defect will be detected at the
latest during the exhaust emission test which
takes place every two years if not during the
routine service checks.
18
J220
195_111
Page 19
The twin-path intake manifold
Twin-path intake manifolds are a new
development. Their task is to develop high
low-end torque by means of the long port in the
intake manifold and deliver high top-end power
by means of the short port in the intake manifold.
In contrast to previous systems, change-over of
the intake manifold paths in the V5 engine is
performed by a rotary valve instead of
change-over valves.
Air flow when using change-over valve
The change-over valves are housed in the intake
port. As a result, they change the flow
cross-section and the flow behaviour of the
intake air inside the port. Turbulence occurs even
if the valves are fully open.
195_131
Change-over valve
195_022
Turbulence during valve control
Advantage of using a rotary valve
The advantage of using a rotary valve instead of
a valve actuator is it ensures optimal flow
behaviour of the air drawn into the intake
manifold.
The shape of the rotary valve replicates the
cross-section of the intake duct.
Air-flow behaviour is not impaired when the
rotary valve is open.
As opposed to the valve actuator, turbulence
does not occur.
Rotary valve
195_108
Closed rotary valve
195_023
An optimal flow characteristic is achieved when
the rotary valve is open
19
Page 20
Motronic injection and ignition system
On closer examination it can be seen that the processes taking place inside the twin-path intake
manifold are more complex than at first meet the eye. We will therefore devote this section to explaining
the functional principle of the intake manifold, beginning with its design.
Design
The intake manifold comprises an intake
manifold upper section together with the torque
ports, performance ports and rotary valves, and
the intake manifold lower section.
In longitudinally and transversely mounted
engines the intake manifold is made of
aluminium or plastic respectively.
Plastic is the preferred material for transversely
mounted engines. This is because the intake
manifold shatters when it collides with the engine
compartment bulkhead in a crash and prevents
the engine from intruding into the passenger
compartment.
The intake manifold of the V5 engine is based on
the ram pipe charge principle.
Intake mani-
fold lower
section
Intake manifold upper section with
torque and performance ports
Rotary valve
195_089
Was does this mean?
The key components of the twin-path intake
manifold are the torque ports and the
performance ports. As their name already
suggests, the ports are designed to collect
something.
Indeed, they collect air and produce what is
known as the “self-charging effect“.
This effect arises from the propagation of
pressure waves or oscillations inside the intake
manifold. The name “ram pipe charging” is
derived from this.
195_021
Output manifoldTorque port
195_020
Intake valve
Combustion chamber
Rotary valve
20
Page 21
Actuation
Position of the twin-path intake manifold
Change-over is speed- and load-dependent.
The engine control unit activates the solenoid
valve for changing over the ports in the intake
manifold.
This valve admits a partial pressure into the
vacuum box. The vacuum box in turn actuates
the rotary valve and ensures smooth changeovers even at high revs. The non-return valve
prevents the vacuum box from being vented if
pressure fluctuations occur inside the intake
manifold.
Rotary valve
to
performance port
Change-over takes place:
up to approx. 900 rpm
Idling/performance position = short intake manifold
as of approx. 900 rpm
Torque position = long intake manifold
above approx. 4300 rpm
Performance position = short intake manifold
Intake manifold
from
torque port
Vacuum box
Signal from engine control unit
Vacuum box
to intake valve
Port change-over valve
N156
Nonreturn valve
195_106
to fuel pressure regulator
21
Page 22
Motronic injection and ignition system
Functional principle
After combustion has taken place, there is a
pressure differential between the cylinder and
intake manifold.
When the intake valve opens, an intake wave
forms inside the intake manifold and propagates
from the inlet port towards the torque port at the
speed of sound.
The open end of the pipe in the torque port has
the same effect on the intake wave as a solid
wall has on a ball. The wave is reflected and
propagates back to the inlet port in the form of a
pressure wave.
Torque port
Output manifold
Intake valve
Rotary valve
195_011
Reflection point
of torque port
195_012
At an optimal intake manifold length, the max.
pressure reaches the inlet port shortly before it
closes.
The pressure wave enables more air to be
admitted into the cylinder, and improves the
amount of fuel-air mixture in the cylinder.
This is what’s called the self-charging effect.
As engine speed increases, the pressure wave
has less time to reach the inlet port. Because the
pressure wave is only able to propagate at the
speed of sound, it reaches the inlet port too late.
It is already closed.
Self-charging does not take place.
This problem can be solved by shortening the
intake manifold.
Inlet port is
still open.
195_013
Inlet port is
already closed
195_014
22
Page 23
In the V5 engine, the rotary valve turns to the
performance position at an engine speed of
4300 rpm. This opens up the path to the
performance port. The performance port is
designed so that the intake and pressure waves
follow a shorter path to the inlet port.
The performance port is filled with air when the
inlet ports are closed.
When the inlet port opens, an intake wave
propagates uniformly inside the intake manifold.
The intake wave reaches the pipe end in the
performance port before it does in the torque
port. There it is reflected and returns to the inlet
port.
Performance port
is filled.
Rotary valve
195_015
195_016
Reflection point of performance port
Unlike the pressure wave which propagates back
from the torque port, the intake wave arrives
before the inlet port closes. It therefore has a
self-charging effect.
The wave arriving too late from the torque port is
reflected by the closed injectors and fills the
performance port.
Reflection point
of torque port
195_017
195_019
23
Page 24
Motronic injection and ignition system
Cruise control
Cruise control enables the driver to set a
constant road speed of 45 kph and above. Once
activated, cruise control maintains the set speed
regardless of topography without the driver
having to press the accelerator pedal.
The signal which the cruise control switch generates is transmitted to the engine control unit,
which in turn activates the throttle valve control unit. A control unit for cruise control is no
longer needed.
The throttle valve positioner opens the throttle valve depending on the road speed setting.
Cruise control switch
On and Off signals
Engine control unit
In the previous system the throttle valve was
opened electro-pneumatically depending on the
set road speed.
Signals to the engine control unit
Engine speed signal
Air mass signal
Road speed
Brake operated
Clutch operated
Cruise control only operates at a road speed of 45 kph or above.
Feedback signal
of throttle valve position
Servo motor
actuation
Throttle valve control unit
195_093
24
Page 25
The throttle valve control unit
Volkswagen has been fitting the throttle valve
control unit to its engines since early 1995. After it
is activated by the engine control unit, the
throttle valve control unit regulates idling speed.
You will find further information on this in SSP
173.
The component parts are:
l Idling switch F60,
l Throttle valve potentiometer G69,
l Throttle valve positioner potentiometer G88,
l Throttle valve positioner V60.
G88
V60
The throttle valve control unit also actuates the
throttle valve while the cruise control is switched
on.
Apart from minor differences, the new throttle
valve control unit has the same design as the old
one.
The main difference is that the gearwheel
segment is larger. This enables the servo motor to
operate the throttle valve across the full
adjustment range.
F60 G69
Gearwheel segment without
cruise control
195_055 195_056
195_054
Gearwheel segment with
cruise control
25
Page 26
Motronic injection and ignition system
195_057
Idling switch F60
Signal utilisation
When the idling switch is closed, the engine
management system knows that the engine is
idling.
Effects of signal failure
In the event of signal failure, the values of the
engine management potentiometer are used to
detect when the engine is idling.
195_060
Throttle valve positioner V60
195_061
Electric circuit
J220
G40
J338
195_073
Sensor earth
The idling switch utilises the sensor earth of the
engine control unit.
26
The throttle valve positioner is an electric motor
and has the capability to actuate the throttle
valve over the full throttle valve operating range.
Effects of failure
To control idling, the emergency running spring
draws the throttle valve into the emergency
running position.
The cruise control fails.
195_064
Electric circuit
J220
G40
J338
195_070
V60 is activated by the engine control unit.
Page 27
195_058
Throttle valve potentiometer G69
Signal utilisation
This potentiometer enables the engine control
unit to recognise the position of the throttle valve.
195_062
Electric circuit
Effect of signal failure
If the engine control unit does not receive a
signal from this potentiometer, it will compute a
substitute value based on engine speed and the
signal which the air mass meter sends.
195_059
Throttle valve positioner potentiometer G88
Signal utilisation
J220
G40
J338
195_072
Sensor earth
G69 utilises the sensor earth of the engine
control unit. The voltage supply is identical to
that of G88.
This potentiometer signals the position of the
throttle valve drive to the engine control unit.
Effect of signal failure
If this signal is not received, the idling control
goes into an emergency mode. A higher idling
speed indicates this.
The cruise control fails.
195_063
Electric circuit
G40
J338
195_071
J220
Sensor earth
27
Page 28
Motronic injection and ignition system
The quick-start sender wheel
is secured to the camshaft. The signal it sends
enables the engine control unit to recognise
more quickly the position of the camshaft in
relation to the crankshaft and, in conjunction
with the signal which the engine speed sender
generates, to start the engine more quickly.
The quick-start sender wheel consists of a
twin-track sender wheel and a Hall sensor.
The sender wheel is designed with two tracks
located side by side. Where one track has a gap,
the other track has a tooth.
In previous systems the first combustion cycle
was initiated after a crank angle of approx.
600-900°. The quick-start sender wheel enables
the engine control unit to recognise the position
of the crank-shaft in relation to the camshaft
after a crank angle of only 400-480°.
As a result, the first combustion cycle can be
initiated sooner and the engine starts more
quickly.
Track 1
Twin-track sender wheel
Track 2
The Hall sensor comprises two Hall elements
located side by side.
Each Hall element scans a single track. This
device is known as a differential Hall sensor
because the engine management system
compares the signals of the two elements.
Hall
element
track 1
Tooth
Gap
195_031
Hall element
track 2
Hall sensor
28
Page 29
Function
The sender wheel is designed so that the two Hall
elements never generate the same signal. When
Hall element 1 is facing a gap, Hall element 2 is
always facing a tooth.
Hall element 1 therefore always generates a
different signal to Hall element 2.
The control unit compares the two signals and is
thus is able to recognise the cylinder at which the
camshaft is located.
Using the signal which the engine speed sender
G28 generates, the injection cycle can be
initiated after a crank angle of approx. 440°.
Track 1
Track 1
Track 2
Hall element track 2
recognises tooth
Signal
Hall element track 1
recognises gap
Signal
Track 2
Hall element track 2
recognises gap
Signal
2
=0
1
2
=1
195_032
=0
Electric circuit
The Hall sender G40 is connected to sensor
earth of the engine control unit. If the Hall
sender fails, the engine cannot be restarted.
G40
195_069
Hall element track 1
recognises tooth
Signal
=1
1
J220
J338
195_033
29
Page 30
Motronic injection and ignition system
The ignition system
The V5 engine is equipped with a static high voltage distributor.
Due to the uneven number of cylinders, the V5 utilises a power end stage with a
single ignition coil for each cylinder. The ignition coils are grouped together in a single module.
Motronic engine control unit
Power end stage N122
Advantages:
Ignition coils N, N128, N158, N163, N164
195_036
30
l No wear
l High reliability
Page 31
Power end stage N122
Each of the five ignition output stages “pumps” a
high amperage into the ignition coils to ensure
that there is enough power to produce the
ignition spark.
Ignition coils N, N128, N158, N163, N164
Due to the uneven number of cylinders, it was
not possible to use twin ignition coils for the
ignition system as in the case of the VR6 engine.
195_090
195_097
Electric circuit
The power end stage, together with the ignition
coils and the engine control unit, are supplied
with power via the fuel pump relay J17. Each
cylinder has its own ignition output stage and
therefore also has an output wire from the
engine control unit.
N N128 N158 N163 N164
S
N122
J220
195_116
31
Page 32
Function diagram
30
15
X
31
J17
N N128 N158 N163 N164
S
S
G6
G39
N80
G70
S
J220
S S
N30N31N32N33N83
N122
30
15
X
31
G62
G72
Components
F60 Idling switch
G6 Fuel pump
G28 Engine speed sender
G39 Lambda probe
G40 Hall sender
G61 Knock sensor I
G62 Coolant temperature sender
G66 Knock sensor II
G69 Throttle valve potentiometer
G70 Air mass meter
G72 Intake manifold temperature sender
G88 Throttle valve positioner potentiometer
J17 Fuel pump relay
J220 Motronic control unit
J338 Throttle valve control unit
G40
J338
V60
F60
G88
G69
N30 Injector, cylinder 1
N31 Injector, cylinder 2
N32 Injector, cylinder 3
N33 Injector, cylinder 4
N80 Solenoid valve 1 for
activated charcoal filter system
N83 Injector, cylinder 5
N Ignition coil 1
N122 Power end stage
N128 Ignition coil 2
N158 Ignition coil 3
N163 Ignition coil 4
N164 Ignition coil 5
V60 Throttle valve positioner
G28
G66
G61
195_103
32
Page 33
30
15
X
31
S S
S
30
15
X
31
F36
N79
N156
Components
E45 Cruise control system switch
E227 Cruise control system button (set)
F Brake light switch
F36 Clutch switch
F47 Brake pedal switch for cruise control
G70 Air mass meter
J220 Motronic control unit
N79 Heater element
(crankcase breather)
N156 Intake manifold change-over valve
F47
A B C D E F G H
F
J220
E45
A Road speed signal
B Fuel consumption indicator signal
C Engine speed signal
D Air conditioning on standby
E Throttle valve position signal
F Diagnostics/immobiliser data wire
G Air-conditioning compressor
H Automatic gearbox signal
I ABS/EDL data line
J ABS/EDL data line
K Automatic gearbox signal
E227
I J K
195_104
33
Page 34
Service
Longitudinal and transverse mounting
Please note that the add-on parts of the V5
engine for longitudinal and transverse mounting
are very different.
The parts highlighted in blue indicate where the
V5 engine intended for longitudinal mounting
shown below differs from the engine intended
for transverse mounting.
Heat shield
Exhaust
manifold
Air-conditioning
compressor
Visco fan
DipstickPosition of secondary air valve
Alternator
Combined
holder
Coolant pump
Engine console
Oil filter
34
Oil sump
195_045
Auxiliary steering
pump
Page 35
Special tools
For the V5 engine, additional holes must be drilled in special tools Engine Holder 3269 and
Counter-holder 3406.
For Engine Holder 3269, mark three drill-holes
from the centre outwards. Please note that holes
may only be drilled for the engine which has
code AGZ, i.e. the longitudinally mounted
engine.
For Counter-holder 3406, position the drill-holes
in parallel with the existing drill-hole.
Then seal the surface of the special tool with
corrosion inhibitor.
195_099
195_100
35
Page 36
Self-diagnosis
You can select the following functions in the selfdiagnosis:
01 Interrogate control unit version
02Interrogate fault memory
03 Actuator diagnosis
04 Basic adjustment
06 End of output
07 Encode control unit
08 Read measured value block
10 Adaptation
05 Erase fault memory
Basic adjustment must be performed after completing the following work:
- Engine control unit,
- Throttle valve control unit,
- replace engine or
- disconnect battery terminals
Function 02 Interrogate fault memory
The self-diagnosis stores faults in the components highlighted below in the fault memory.
These faults can be read using fault reader V.A.G. 1551 or V.A.G. 1552.
G70
J17
G28
G40
G39
G61
G66
G62
G72
J338 with
F60
G69
G88
F
F36
F63
E45
E227
N30, N31, N32, N33, N83
N80
N156
J338 with
V60
J220
195_117
36
Page 37
Test your knowledge
1. What is the special feature of the new hot-film air mass meter?
2. Annotate the following drawing.
a)
b)
f)
g)
c)
d)
e)
3. Why does the engine start more quickly with a quick-start sender wheel?
h)
i)
j)
k)
4. What is a performance port and what purpose does it serve?
37
Page 38
Notes
38
Page 39
It serves to improve volumetric efficiency in the upper speed range and thus to increase power output.
4. The performance port is a component part of the twin-path intake manifold.
relation to the crankshaft more quickly.
Hall elements, the engine control unit receives a signal which enables it to determine the position of the camshaft in
3. Thanks to the configuration of the gear teeth and gaps on the two-track sender wheel and the Hall sensor with two
k) to fuel-pressure regulator
f) Intake manifold , g) from torque port, h) to intake valve, i) Register intake manifold change-over valve, j) Nonreturn valve,
2. a) Rotary valve, b) to output manifold, c) Vacuum box, d) Signal from engine control unit, e) Vacuum box,
1. The air mass meter has reverse flow recognition.
Page 37
4. Fewer oscillations are transmitted from the engine to the gearbox.
3. a), c), d)
g) Coolant lpump, h) Tension pulley, i) Auxiliary steering pump
2. a) Deflection pulley, b) Air-conditioning compressor, c) Deflection pulley, d) Crankshaft, e) Alternator, f) Visco van,
1. a)
Page 13
Solutions:
39
Page 40
Service. 195
For internal use only © VOLKSWAGEN AG, Wolfsburg
All rights reserved. Subject to change.
740.2810.13.20 Technical status: 12/97
` This paper was made from chlorine-
free bleached cellulose.
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