MK 5 Golfengine
MK 5 Golfengine
MK 5 Golfengine
com
Self-Study Program
Course Number 821503
www.GolfMKV.com
Engine Mechanics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Crankshaft, Engine Block, Pistons, Engine Balance Shaft, Final
Drive Sprocket, Toothed Belt Drive, Cylinder Head, Crankcase
Ventilation, Exhaust Turbocharger/Manifold Module, Charge
Air Ducting and Boost Pressure Control, Boost Pressure
Overrun, Cooling System, Tumble Flaps
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Special Tools
New!
Knowledge Assessment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Important/Note!
This Self-Study Program covers the design and function of the
2.0L FSI Turbo.
This Self-Study Program is not a Repair Manual. This
information will not be updated.
For testing, adjustment and repair procedures, always refer
to the latest electronic service information.
i
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ii
Introduction
2.0L/200 HP 4-Cylinder Turbo FSI
Engine with 4-Valves per Cylinder
Special Features
The 2.0L turbocharged FSI engine is first • Exhaust system with two catalytic
being introduced to the North American converters
market in the 2005 Jetta and the 2006 • Hitatchi ethanol-resistant high-pressure
Passat. fuel pump
• Returnless fuel system
• Homogeneous fuel injection
• Decoupled final drive sprocket in the
balance shaft drive gear
• Elliptical secondary drive wheel on the
crankshaft
S339_046
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Introduction
Horsepower
155
210 143
105
Maximum power 200 HP (147 kW)
at 5,100–6,600 rpm
133
180 109
90
Maximum torque 207 ft. lb. (280 Nm)
at 1,800–4,700 rpm 111
150 102
75
Engine management Bosch Motronic MED 9.1
89
120 8260
Camshaft adjustment 42° crank angle
66
90 6145
Fuel Premium Plus unleaded,
Premium unleaded, 44
60 4130
Regular unleaded with slight
reduction in power 22
30 2015
2 www.GolfMKV.com
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Crankshaft
The crankshaft meets the tough demands
of the turbo FSI engine.
The main bearing flanges and journals are
designed to provide as much strength as
possible.
S821503_03
Flanges
Engine Block
The cylinder contact surfaces of the cast
iron engine block are honed by means of
liquid blasting.
This type of honing shortens the run-in time
of the engine.
S337_010
2.0L 4V T-FSI
Pistons
The crown of the piston is designed to
enhance combustion.
S337_011
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Engine Mechanics www.GolfMKV.com
Balance
Shafts
Intake Line
S821503_04
Final Drive
Sprocket
Oil Pump
4
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Final Drive Sprocket
High torsional irregularities from the
crankshaft of the turbo engine at low
RPMs result in greater chain forces in the
balance shaft chain drive. Bow springs have
been integrated into the sprocket wheel
hub. They decouple the input shaft of the
balance shaft unit from the crankshaft. This
is similar to a dual-mass flywheel.
S337_06
Balance
Shaft Gear
Decoupled Drive
Chain Sprocket
Diamond- Hub
Coated Disc Plain Bow
Bearing Spring Sprocket
(2x) Wheel
Friction
Disc
Diaphragm
Spring
Cover Disc
S821503_05
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Engine Mechanics www.GolfMKV.com
D2
D1
D2>D1
S821503_06
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Engine Mechanics
Cylinder Head
The cylinder head of the 2.0L FSI
turbocharged engine incorporates the
following features:
• Sodium-filled exhaust valves
• Reinforced intake valve seat
• Roller rocker fingers that reduce the
land width of the camshaft and roller
• Identical high tension valve springs for
both intake and exhaust valves
The geometry of the intake port reduces
knock and improves running smoothness.
337_016
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Crankcase Ventilation
The crankcase is maintained in a constant Since a turbo engine requires a more
vacuum while the engine is running. sophisticated pressure control system, a
The crankcase breather that supplies two-stage pressure control valve is located
this vacuum is connected to the intake on the cylinder head cover. If vacuum exists
manifold. in the intake manifold, blow-by gases flow
The crankcase blow-by gases are separated directly into the intake manifold.
in two stages. In the first stage, the If a boost pressure is present in the intake
primary oil separator in the oil filter module manifold, a one-way valve in the pressure
takes most of the oil out of the gases. A control valve housing closes and the blow-
second separator in the cylinder head cover by gases flow into the cylinder head cover
removes the remainder of the oil from the ahead of the turbocharger. The system can
gases. detect faulty installation of the pressure
control valve. Unmetered air is detected by
the reaction of the oxygen sensor.
8
Engine Mechanics
Exhaust
Turbocharged
Gas Outlet Intake Manifold
Gas Outlet
Cylinder Head
Cover Passages
332_057
Non-Return Valve Pressure Diagnostic Non-Return Valve
Control Valve Channel
9
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Exhaust Turbocharger/Manifold
Module
To conserve space and improve Boost pressure is controlled by a Wastegate
performance and serviceability, the exhaust Bypass Regulator Valve N75. A Turbocharger
manifold and turbine housing have been Recirculating Valve N249 keeps a portion
combined into a single module. Special of air running through the intake side of
emphasis was placed on easy removal and the turbocharger when the throttle valve is
installation of the exhaust manifold and the closed and boost pressure is still present.
close-coupled catalytic converter. This keeps the turbocharger impeller from
The turbine shaft mount is integrated into slowing down, reducing turbo lag when
the compressor housing. The air intake the throttle is applied again. The Wastegate
includes connections for crankcase and Bypass Regulator Valve N75 and the
Evaporative Emission (EVAP) Canister Turbocharger Recirculating Valve N249 are
Purge Regulator Valve N80. A silencer located on the turbocharger.
reduces pressure pulsation noises.
Crankcase Breather
Connection
Turbocharger Recirculating
Valve N249
332_024
Oil Return Coolant Inlet from
Engine Block
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Clamping Flange
332_025
Cylinder 1
Divider
332_026
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Engine Mechanics www.GolfMKV.com
Wastegate
Turbocharger Recirculating
Valve N249 Brake Booster
Servo
Wastegate Bypass
Regulator Valve N75
Vacuum Pump
Pressure Unit Water
Connection
Evaporative Emission
(EVAP) Canister Purge
Regulator Valve N80
332_011
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Boost Pressure Overrun
If the throttle valve closes when the engine To avoid this, the Turbocharger Recirculating
is in overrun, back pressure develops in the Valve N249 is opened by an electrical
turbo housing. Back pressure reduces the actuator. This allows the compressed air to
speed of the turbine, which reduces boost flow back to the intake side of the circuit
pressure and increases turbo lag when the through the turbine. This maintains turbine
engine accelerates again. speed. The Turbocharger Recirculating Valve
At other engine speeds, the tumble flaps N249 closes when the throttle valve opens
are open to eliminate flow resistance and again and boost pressure is immediately
reduction in engine performance. available.
Overrun Mode
Air Intake
from Air Filter
Divert Air
Valve Closed
332_012
13
Engine Mechanics
Cooling System
To prevent carbon build-up on the turbine
shaft in the turbocharger, an auxiliary
coolant pump provides additional coolant
circulation for a certain time after the
engine is shut off hot. The pump forces
the lower temperature coolant against the
normal direction of flow. The coolant flows
from the radiator through the turbocharger
to the engine block and back to the cooler.
Connection
Heat Exchanger
Connection
Expansion Tank
Radiator
Outlet
Radiator
Inlet
Oil Cooler Key:
Red arrows indicate
Auxiliary normal coolant flow
Coolant Pump with engine running.
14
Engine Mechanics
Tumble Flaps Torque
(ft. lbs.)
Output
(kW)
230 218
Tumble flaps are individual plates located
207 190
within the intake manifold runners that
177 163
can either stay in a flat position to allow
maximum airflow or move up to redirect 148 136
Intake Air
Temperature
Sensor
Pressure
Limiting
Throttle Valve 332_058 Valve
Actuator
Evaporative Emission Tumble Flap
(EVAP) Canister Purge Actuator
Regulator Valve N80
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Fuel System Overview
Key
No pressure Low pressure fuel system
Low pressure High pressure fuel system
High pressure
16
Fuel System Overview
High Pressure System
The high pressure system maintains fuel
pressure in the 435–1,595 psi (30–110 bar)
range. The pressure range may vary.
Return Line
S334_032
Cylinder Fuel
Injectors N30–N33
17
Fuel System Components
18
Fuel System Components
System Operation Advantages
The Transfer Fuel Pump G6 only provides • Less power used because the fuel
the required amount of fuel to the engine. pump only provides the amount of fuel
required by the engine
Low-Side Fuel pressure is constantly
measured by the Low Fuel Pressure • Lower fuel temperature because only as
Sensor G410 and sent to the Motronic much fuel is compressed as is required
Engine Control Module (ECM) J220. If by the engine
this pressure deviates from the reference • Lower noise levels, especially at idle
pressure, J220 sends a PWM signal (20 Hz)
to the Fuel Pump (FP) Control Module J538. Failure Strategies
J538 then sends a PWM signal (20 kHz) to If the Transfer Fuel Pump G6 fails, the
the Transfer Fuel Pump G6 until the desired engine will not run.
fuel pressure is achieved.
PWM Signal
(20 Hz)
7.3–72.5 psi
Transfer High Pressure
Fuel Pump G6 Fuel Pump
Fuel Tank
S334_080
19
Fuel System Components
20
Fuel System Components
High Pressure Fuel Pump
Both fuel lines are metal and are threaded High Pressure Fuel Pressure
to the pump. Fuel Connection Regulator Valve N276
21
Fuel System Components
Double Cam on
Intake Camshaft
The chart is divided into three parts Intake Stroke Return Stroke Delivery Stroke
representing the pump’s intake stroke,
return stroke and delivery stroke.
The appropriate stroke section of the chart
is shaded.
• The blue line indicates the curve of the
cam during the rising or falling of the
pump plunger
• The red line indicates the pressure in S334_070
the pump chamber
22
Fuel System Components
Intake Stroke
During the pump intake stroke, the valve
needle spring forces the valve needle to
open the inlet valve. Valve Needle
Fuel is drawn into the pump chamber by Pump Chamber
the downward movement of the pump Valve Needle
Spring
plunger.
Inlet Valve
Open
Pump Plunger
Moves Downward
Direction of
Double Cam
Rotation S334_060
Intake Stroke
Intake Stroke Operation
• The pump plunger moves down End of Intake
Stroke
• The pressure in the pump chamber is
approximately the same as the pressure
in the low pressure fuel system
S334_038
23
Fuel System Components
Return Stroke Fuel-Pressure Attenuator
The inlet valve remains open as the pump Low Pressure
plunger begins to move upward. This Section
allows the fuel quantity to adjust to actual
consumption. The pump plunger forces
excess fuel back into the low pressure
system.
The resulting pressure pulses are Outlet Valve
dampened by the fuel-pressure attenuator Closed
and a restrictor located in the fuel supply
line. Inlet Valve
Open Pump Plunger
Upward
Movement
S334_056
S334_040
24
Fuel System Components
Delivery Stroke Inlet Valve Spring
Valve Needle
At the beginning of the delivery stroke the Pump Chamber
fuel pressure regulating valve is briefly Fuel Pressure
energized to force the valve needle back Regulator Valve
against the force of the valve needle spring, N276 To Fuel Rail
allowing the inlet valve to be closed by the
force of the inlet valve spring. Pressure
builds in the pump chamber as the pump
plunger moves upward. When the pressure
Outlet Valve
in the pump chamber is higher than the Open
pressure in the fuel rail, the outlet valve Inlet Valve
opens and fuel is forced into the fuel rail. Pump Plunger
Closed
Moves Upwards
Valve Needle
Spring
S334_058
25
Fuel System Components
26
Fuel System Components
Fuel Pressure Sensor G247
The Fuel Pressure Sensor G247 for the high
pressure system is located on the lower
part of the intake manifold in the fuel rail.
The sensor measures fuel pressure in the
fuel rail and sends a signal to the engine
control module.
Signal Function
The engine control module uses the signal
from the Fuel Pressure Sensor G247 to
regulate pressure in the fuel rail via the fuel
pressure regulating valve. The fuel pressure
may range from 435–1,595 psi (30–110 bar) S334_014
depending on the engine. Fuel Pressure Sensor G247,
High Pressure System
Failure Mode
If the Fuel Pressure Sensor G247 fails,
the Engine Control Module J220 sets the
Fuel Pressure Regulating Valve N276 at a
predetermined fixed pressure.
27
Fuel System Components
S334_054
High-Pressure
Fuel Injectors
Special tools are required for
installation of the injector seals.
Please reference the latest
Support Ring
service information.
Support
Washer
Combustion
Chamber Fuel Rail O-Ring
Sealing Ring Seal
S334_082
Extractor Groove
in Injector
Radial Compensator
Ensures Full Contact
28
Fuel System Components
Fuel Injector Operation
During fuel injection, the injector’s solenoid Fine-Mesh
is activated producing a magnetic field. This Strainer
energizes the solenoid armature’s valve
needle opening the valve, injecting fuel.
When activation stops, the magnetic field
collapses and the valve needle is forced
back into the valve seat by the compression
spring stopping fuel flow.
Solenoid Coil
Failure Strategy
If a defective fuel injector is detected by the
misfire detection circuit, that fuel injector is
deactivated. Valve Needle with
Solenoid Armature
Outlet Hole
S334_083
29
Fuel System Components
S334_016
Pressure
Limiting Valve
Return Line Fuel Rail
30
Engine Management
Modes of Operation
The 2.0L turbocharged engine operates in Normal Mode
two modes. The normal mode of operation occurs
Cold Start Dual Injection with the catalytic converter at operating
temperature.
Dual injection is a special mode of operation
for rapid heating of the catalytic converter. Normal injection timing occurs because
additional heating of the catalytic converter
To do this, a quantity of fuel is injected on
is no longer necessary.
the intake stroke at approximately 300˚
before TDC of ignition. The fuel distributes The oxygen sensor reaches and maintains a
itself homogenously due to the long gap lambda value of 1 (stoichiometry).
before ignition. The second injection occurs The electric fuel pump remains energized
at approximately 60˚ before TDC of ignition after the engine reaches operating
during the compression phase. temperature to maintain pressure in the
The rich mixture that forms around the spark fuel line and prevent heat bubbles in the
plug means that timing can be retarded to fuel.
a considerable degree without affecting Low Pressure System Prestart Operation
engine stability.
When the driver door is opened, the door
Dual injection also achieves stoichiometric contact switch causes the electric fuel
(14.7:1) optimum air/fuel ratio. With the pump to energize. The purpose of the
exhaust valves open, the exhaust temperature prestart is to minimize the start time and
inceases rapidly bringing the catalytic build up fuel pressure more rapidly.
converter up to operating temperature 662°F
(350˚C) very quickly (30–40 seconds). A counter monitors the number of prestarts
and prevents pump damage.
31
Engine Management
Alternator DF S821503_10
32
Engine Management
S821503_11
33
Engine Management
Functional Diagram
34
Engine Management
S337_025
G336 Intake Manifold Runner Position Sensor N75 Wastegate Bypass Regulator Valve
G410 Low Fuel Pressure Sensor N80 Evaporative Emission (EVAP) Canister
G476 Clutch Position Sensor Purge Regulator Valve
J220 Motronic Engine Control Module (ECM) N127 Ignition Coil 2 with Power Output Stage
J235 Engine Coolant Pump Relay N205 Camshaft Adjustment Valve 1
J285 Instrument Cluster Control Module N249 Turbocharger Recirculating Valve
J317 Power Supply Relay (Terminal 30, B+) N276 Fuel Pressure Regulator Valve
J329 Power Supply Relay (Terminal 15) N291 Ignition Coil 3 with Power Output Stage
J338 Throttle Valve Control Module N292 Ignition Coil 4 with Power Output Stage
J519 Vehicle Electrical System Control Module P Spark Plug Connectors
J533 Data Bus On Board Diagnostic Q Spark Plugs
J538 Fuel Pump (FP) Control Module S Fuse
J682 Power Supply Relay (Terminal 50) T16 16-Pin Connector
J757 Engine Component Power Supply Relay V50 Coolant Pump
N30 Cylinder 1 Fuel Injector V157 Intake Flap Motor
N31 Cylinder 2 Fuel Injector Z19 Oxygen Sensor (O2S) heater
N32 Cylinder 3 Fuel Injector Z29 Oxygen Sensor (O2S) Heater 1 (Behind
N33 Cylinder 4 Fuel Injector Three Way Catalytic Converter (TWC))
N70 Ignition Coil 1 With Power Output Stage
35
Service
Special Tools
36
Service
T40001/1–7
Arms for puller
37
Notes
38
Notes
39
Knowledge Assessment
An on-line Knowledge Assessment (exam) is available for this Self-Study Program.
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40
Volkswagen of America, Inc.
3800 Hamlin Road
Auburn Hills, MI 48326
Printed in U.S.A.
August, 2005