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The 1.4-ltr. 16V 55kW Engine with roller-type cam follower


Design and Function


DY STU


SELF


Whether it(cid:213)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.


These differences arise out of the various techni- cal demands on the engines and are described in this Self-Study Programme.


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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.


The Self-Study Programme is not a Workshop Manual.


Precise instructions for testing, adjustment and repair can be found in the appropriate Workshop Manual.


New


Importan


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


Introduction


One of a (cid:210)new generation(cid:211)


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:


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The overall effects of these design modificati- ons 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.


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


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 [Nm]


Output [kW]


196_070


Engine speed [rpm]


Output [kW]


Torque [Nm]


196_088


Engine speed [rpm]


1.4-ltr. engine


1.6-ltr. engine


AHW AKQ exhaust emission level D3


AJV exhasut emission level D3


1390


76.5 / 75.6


10.5:1


1598


76.5 / 86.9


10.6:1


Magneti Marelli 4AV


Magneti Marelli 4AV


Engine code


Displacement [cm


Bore/stroke [mm]


Compression ratio


Mixture preparation Engine management system


Fuel [RON]


95 / 91


98 / 95


Exhaust gas post-treatment


Lambda control, main catalytic converter for MVEG-A II for the AHW engine additional micro catalytic con- verter for exhaust emission level D3 for the AKQ engine


Lambda control, primary and main catalytic converters for exhaust emission level D3


The knock control lets you run the 1.4- ltr. and 1.6-ltr. engines on RON 91 and RON 95 fuel respec- tively. This may result in a slight loss of power and torque.


Engine Mechanics


The plastic intake manifold


consists of three component parts which are wel- ded together. The material is made of high- grade polyamide which is resistant to tempera- tures 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 rou- ghly 36% lighter than a comparable intake mani- fold 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 pla- stic intake manifold by two screws. The max. permissible tightening torque is 3.5Nm.


induced air


Upper shell


Middle section


Upper/lower parts of intake manifold


The plastic intake manifold of the 1.4-ltr. engine


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An aluminium intake manifold is used for the 1.6-ltr. 16V 88kW engine. It has been adapted to the engine(cid:213)s requirements.


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(cid:213)s new is that the camshafts are


now inserted into the housing. The bearing covers and camshaft housing limit the axial clea- rance of the camshafts. The camshafts run in three bearings.


The valve assembly comprising valves, roller- type cam followers and hydraulic support ele- ments is located in the cylinder head.


Exhaust camshaft


Camshaft housing Hydraulic support element


Intake camshaft


Cylinder head


Roller-type cam follower


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Bearing cover


Inserted camshaft


Camshaft housing


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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.


Engine Mechanics


Valve activation


With this engine generation, the valves are activ- ated 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 cam- shafts.


Camshaft


Cam roll


Roller-type cam follower


Valve


196_010


Hydraulic support element


Low-friction roller bearing


Design


The roller-type cam follower comprises a sheet- metal moulding acting as a lever and a cam roll with a roller bearing. The cam follower is clipped onto the support ele- ment 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.


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


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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 bet- ween the cam roll and support element is smaller than between the valve and support element.


It is not possible to inspect the hydraulic support elements.


196_011


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.


A small ball, in combination with a pressure spring integrated in the lower oil chamber, makes up the one-way valve.


Hydraulic valve lifter


If valve backlash occurs, the piston spring forces the piston out of the cylinder until the cam roll 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.


Valve lift


When the cam contacts the cam roll, the pres- sure 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.


10


Piston with drilling


Cylinder


Upper oil chamber


Lower oil chamber


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Oil inlet


Piston spring


One-way valve


Valve clearance


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196_017


Connecting drive


Tension pulley Connecting drive


Deflection pulley


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Belt-driven crankshaft gear


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


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.


Deflection pulley


Belt pulley Coolant pump


Tension pulley Main drive


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 too- thed belt fluctuation.


You can find exact instructions for adjustment the camshaft timing in the Workshop Manual.


196_024


11


Engine Mechanics


The crankcase


used in the 1.4-ltr. 16V 55kW engine is made of die cast aluminium.


The liners are made of gray cast iron. They are press-fitted in the crankcase and machinable.


Land with press-fitted cast iron liners


Coolant duct


Section of the aluminium crankcase of the 1.4-ltr. engine


For corrosion reasons, only coolant additive G12 is approved for use.


196_086


12


The crankshaft


is manufactured from gray cast iron and has only four balancing weights. Despite this weight saving, the crankshaft has the same running cha- racteristics as a crankshaft with eight balancing weights.


The 1.6-ltr. 16V 88kW engine has a crankshaft with eight balancing weights.


Bearing seats


Balancing weight


Balancing weight


Bearing cover


196_087


Crankshaft


Balancing weight


You must not remove or loosen the crankshaft in the 1.4-ltr. engine.


Even when you loosen the bearing cover screws, the inner structure of the aluminium bearing seat relaxes, resulting in deformation of the crankshaft. If you undo the bearing cover screws, you must replace the crankcase complete with the crankshaft.


13


Engine Mechanics


The sealing flange


The crankcase is sealed with a sealing flange on the clutch side. The sender wheel for the engine speed sender G28 is integrated in the sealing flange.


In future, sealing flanges of two manufacturers will be used for this engine generation. The designs of these sealing flanges (e.g. engine speed sender housing) differ to such an extent that they cannot be replaced with another make of sealing flange.


Engine speed sender G28


Sealing flange with spring-ring gasket


In this case, the joint between the sealing flange and the sender wheel is sealed with a spring-ring gasket. The sender wheel is also sealed off from the crankshaft by an elastomer gasket. The sen- der wheel is precisely pressed onto the cranks- haft.


Crankshaft


Elastomer gasket


Sender wheel


Gasket


Sealing takes place at the sender wheel.


14


196_100


196_099


Sealing flange Sender wheel


Section of crankshaft


sender wheel


Sealing flange


Sealing flange with PTFE sealing ring


PTFE stands for polytetrafluorethylene. It is better known as Teflon - a special type of heat- and wear-resistant plastic.


The PTFE sealing ring sealing is located directly between the sealing flange and crankshaft. No additional elastomer gasket is needed. With this type of sealing flange, too, the sender wheel is pressed onto the crankshaft in a precise posi- tion.


Crankshaft


PTFE sealing ring


Sealing takes place on the crankshaft.


Engine speed sender G28


PTFE gasket


196_097


Sealing flange


Sender wheel


Section of crankshaft


Sender wheel


Sealing flange


196_098


For detailed instructions for installing the various sealing flanges, please refer to the Workshop Manual.


15


Engine Mechanics


The duocentric oil pump


is designed as a crankshaft oil pump. This means that the inner race is seated directly on the crankpin at the front end of the cranks- haft. The special shape of the crankshaft at the crank- pin has made it possible to reduce the outer dia- meter of the oil pump to only 62mm.


The term (cid:210)duocentric(cid:211) describes the geometric shape of the gearing of the inner and outer races.


In addition to a reduced level of friction and a weight saving of approximately 1kg, engine noise emission has also been improved by driving the crankshaft directly.


The oil pump housing rounds off the engine block at the front end.


Crankpin with polygonal profile


196_081


Housing


Outer race


196_020


Inner race


16


Cover plate


Function


The inner race is seated on the crankpin and drives the outer race. The space between the gears on the intake side is enlarged when the inner and outer races rotate, due to their diffe- rent axes of rotation.


Oil is is drawn in through a snorkel-type intake and conveyed to the delivery side.


The space between the gears becomes smaller on the delivery side. The oil is forced into the oil circuit. A pressure limiting valve prevents the maximum permissible oil pressure being exceeded, e.g. at high engine speeds.


Oil is drawn in


196_004


Oil is forced into the oil circuit


Pressure limiting valve


196_007


17


Engine Mechanics


The con rods


are machined using two different methods depending on their source: 1. Cutting, 2. Cracking.


Cutting


Cracking


In the cutting process, the con rod is initially rough-machined and then cut into a piston rod and piston rod cover. These two parts are bolted together for finish-machining purposes.


In the cracking process, the con rod is initially pre-machined as a complete part. At the end of this process, the con rod is separated by a tool into a piston rod and piston rod cover with great force.


The advantage:


The resulting fracture face is unique. This means that only the same two parts match up with one another. The con rod costs less to produce.


- Good positive connection.


196_072


196_082


196_073


196_074


As a rule, con rods must be replaced as a set. Don(cid:213)t forget to mark which con rod belongs to which cylinder.


18


Exhaust system


The main goals for the development of the exhaust system were to save space and weight and, above all, to meet tougher exhaust emission standards.


The exhaust manifold comprises four single pipes which converge on a flange. This results in a weight saving of approximately 4.5kg in comparison with conventional exhaust systems. In addition, the exhaust manifold, cata- lytic converter and lambda probe reach opera- ting temperature more quickly and exhaust gas treatment is initiated sooner.


In the case of 1.4-ltr. engine with the engine code AKQ, a micro catalytic converter with a metal substrate is welded into the headpipe of the exhaust system. This metal substrate is coated with a catalyst. The lambda probe is situated upstream of the micro catalytic converter.


196_077


Micro catalytic converter


Heat shield


Lambda probe


196_076


19


Test your knowledge


1. The valve gear of the 1.4-ltr. 16V 55kW engine


a) is housed in the cylinder head and camshaft housing,


b) has camshafts which run in three bearings and whose axial clearance is limited by the bearing


cover and camshaft housing,


c) has a cylinder head containing the valve gear complete with a cylinder head cover.


2. For valve activation via the roller-type cam follower


a) the valves and levers are securely interconnected,


b) any valve backlash which arises is adjusted automatically,


c) there is less friction and moving mass than in the case of bucket tappets,


d) a large cam must provide sufficient valve lift.


3. The crankshaft


a) must be removed and relubricated for inspection,


b) must not be loosened and can only be replaced complete with the crankcase.


4. Please annotate the following drawing.


d)


a)


b)


c)


20


e)


f)


196_018


Engine Management


Magneti Marelli 4AV Engine Control Unit


The Magneti Marelli 4AV engine management system is used for the new engine generation. It is housed in the plenum chamber.


The engine control unit has the following stan- dard functions:


In contrast to engine control unit version 1AV, version 4AV has:


- Cylinder-sequential injection


with quick start function, Intelligent idling speed control, Intelligent lambda control, Intelligent tank ventilation, Intelligent exhaust gas recirculation, Intelligent knock control, - Self-diagnostic capability.


- a static high-voltage distribution, - a Hall sender at the intake camshaft and


- an engine speed sender at the


crankshaft instead of the previous system of engine speed recognition via the distributor.


196_101


Rngine control unit, 80-pin connector


196_092


21


Control unit for 4AV J448


Engine Management


System overview


Intake manifold pressure sender G71
with intake air temperature sender G42


Engine speed sender G28


Hall sender G40


Knock sensor I G61


Lambda probe G39


Coolant temperature sender G62


Throttle valve control unit J338 with Idling speed switch F60
Throttle valve potentiometer G69 Throttle valve positioner potentiometer G88


Speedometer sender G22
Control unit with display unit integrated in the dash panel insert J285


Additional input signals Air conditioning system compressor signal Air conditioning system pressure signal


22


Ignition transformer N152


Injectors N30, N31, N32, N33


Fuel pump relay J17
Fuel pump G6


Activated charcoal filter system solenoid valve I N80


Throttle valve control unit J338 with throttle valve positioner V60


Exhaust gas recirculation valve N18


Additional output signals Engine speed signal Air conditioning system compressor signal


Immobiliser control unit J362, Diagnosis plug connection


196_002


23


Engine Management


Static high voltage distribution


The ignition transformer for the static high- voltage distribution is located at the end of the camshaft housing.


The advantages of the static high-voltage distri- bution are:


- no mechanical wear (maintenance free),


- no rotating parts, - higher ignition energy compared to the


low susceptibility to faults,


rotating ignition distribution fewer wires carrying high voltage.


196_069


The engine control unit calculates the spark timing between two ignition cycles. Engine speed and engine load are the key data which it requires for this purpose. Other influencing factors include the coolant temperature and the knock control. The engine control unit can adapt the spark timing to any operating state of the engine in this way. This increases engine efficiency, reduces fuel consumption and reduces exhaust emissions.


Electric circuit


The output stage and ignition coils are grouped together in the ignition transformer. Cylinder pairs 1 & 4 and 2 & 3 have a common ignition coil, which means that the cylinders of each pair are fired simultaneously. The one cylinder is shortly before the power stroke and the other is at the exhaust stroke.


J448


Cylinder: 1 4


196_096


Effects of failure


Without the ignition transformer or ignition coil, it is not possible to supply the spark plugs with energy.


24


The engine speed sender G28


is installed in the sealing flange and secured by a screw.


Signal utilisation


The engine speed sender scans a 60-2 sender wheel with 58 teeth and a gap the size of two teeth serving as a reference mark. The sender wheel is positioned on the crankshaft.


The engine control unit uses the signal which the engine speed sender supplies to determine the engine speed and the exact position of the crank-shaft. This data defines the injection and spark timing.


Engine speed sender G28


60-2 sender wheel


Reference mark


Sealing flange


196_008


Electric circuit


Effects of signal failure


J448


If the engine speed sender fails, the engine con- trol unit enters emergency mode. The control unit then calculates the engine speed and and deter- mines the position of the camshaft from the infor- mation which Hall sender G40 supplies. To protect the engine, maximum engine speed is reduced. It is still possible to restart the engine.


G28


196_094


Make sure that the engine speed sender is used by two different manufacturers.


25


Engine Management


Hall sender G40


is located on the flywheel side of the camshaft housing above the intake camshaft. Attached to the intake camshaft are three cast teeth which the Hall sender scans.


Signal utilisation


The signals which the Hall sender and engine speed sender supply are used for determining the ignition TDC of the first cylinder. This informa- tion is necessary for cylinder-selective knock con- trol and sequential injection.


Effects of signal failure


If the sender fails, the engine continues to run and can also be restarted. The engine control unit enters emergency mode. Fuel is then injected into the cylinders in parallel and no longer sequentially.


Bearing cover


26


Electric circuit


As with the throttle valve potentiometer G69, the Hall sender is supplied with power by the engine control unit.


J448


G69


G40


196_095


Hall sender G40


196_019


Intake camshaft with cast sender wheel


Camshaft housing


Hall sender G40


Rising edge


Solenoid field of the sensor


196_078


Signal from engine speed sender


196_079


Signal length corresponds to tooth length


General function


A Hall voltage is generated whenever a tooth passes the Hall sender. The duration of the Hall voltage pulse corresponds to the length of the tooth. This Hall voltage is transmitted to the engine control unit and evaluated here.


The signals can be displayed with the digital memory oscilloscope of the VAS 5051.


Cylinder 1 recognition function


If the engine control unit simultaneously receives a Hall voltage from the Hall sender and the refe- rence mark signal from the engine speed sender, this means the engine is in the compression stroke of the 1st cylinder. The engine control unit counts the teeth of the speed sender wheel after the reference mark signal and thus determines the crankshaft posi- tion.


For example: the 14th tooth after the reference mark corresponds to TDC of the 1st cylinder.


Quick start recognition function


The momentary position of the camshaft relative to the crankshaft can be ascertained quickly using only three teeth. This enables the first combustion cycle to be initiated sooner and the engine to start more quickly.


196_080


27


Functional Diagram


Components A/+ Battery positive terminal F60


Idling speed switch


30
15


J17


Fuel level indicator sender Coolant temperature sender Fuel pump Engine speed sender Lambda probe


G2
G6
G28
G39
G40 Hall sender G42
G61
G62 Coolant temperature sender Throttle valve potentiometer G69
G71
Intake manifold pressure sender Throttle valve positioner potentiometer G88


Intake air temperature sender Knock sensor I


Fuel pump relay


J17
J285 Control unit with display unit


integrated in the dash panel insert Throttle valve control unit Immobiliser control unit Control unit for 4AV (injection system)


J338
J362
J448


Exhaust gas recirculation valve Injection valve, cylinder 1
Injection valve, cylinder 2
Injection valve, cylinder 3
Injection valve, cylinder 4


N18
N30
N31
N32
N33
N80 Solenoid valve 1 for


activated charcoal system


N152 Ignition transformer


Spark plug connector Spark plugs Fuse


V60


Throttle valve positioner


Signals


Air conditioning system pressure signal Air conditioning system compressor signal Diagnosis connection Fuel consumption indicator of J448 for multifunction display Speed signal from J448


28


A/+


N18


N30 N31 N32 N33


G6


N80


G39


G71


Input signal Output signal Positive Earth


S


N152


J448


G61


J285


J362


V60


F60


G69


G88


G42


J338


G40


G62


G2


G28


30
15


196_001


Depending on vehicle type, the immobiliser control unit is located in the dash panel insert (e.g. Golf (cid:212)98) or in the dash panel (e.g. Polo).


29


Self-diagnosis


The following functions can be read out with fault reader V.A.G. 1551, system tester V.A.G. 1552 or the vehicle diagnosis, testing and information system VAS 5051:


01 Interrogate control unit version 02Interrogate fault memory 03 Actuator diagnosis 04 Start basic adjustment 05 Erase fault memory 06 End of output 08 Read measured value block


(cid:222)


196_103


196_104


196_102


Function 02 Interrogate fault memory


Fault in the colour-coded sensors and actuators saved to fault memory.


G42
G71


G28


G40


G61


G39


G62


J338
F60
G69
G88


G22


N152


N30, N31, N32, N33


J17


N80


J338
V60


N18


30


196_083


Function 03 Actuator diagnosis


During actuator diagnosis, the following components are activated one after the other:


Throttle valve positioner V60,


- Solenoid valve 1 for activated charcoal system N80, - Exhaust gas recirculation valve N18, - Engine speed signal, - Fuel pump relay J17
- Engine/air conditioning compressor (electrical connection)


Function 04 Basic adjustment


The basic adjustment procedure must be performed if the engine control unit, the throttle valve control unit or the engine are to be replaced together with the throttle valve control unit.


Function 08 Read measured value block


The measured value block provides assistance with troubleshooting and inspecting the actuators and sensors. The signals of the coloured-coded components are output in function 08.


G42


G28


G39


G62


J338
F60
G69
G88


G22


N80


Air cond. compressor input Battery voltage


196_084


31


Service


Special-purpose tools


For repair work on the 1.4-ltr. 16V 55kW engine, you also require the following special-purpose tools:


Designation


Tool


Usage


T10016
Camshaft locking tool


For locking the camshaft gears when removing the camshaft housing


T10017
Assembly device


Replacing the crankshaft sealing flange on the flysheel side


T10022 - Sleeve


Replacing the crankshaft sealing ring on the belt pulley side


T10022/1 - Thrust piece T10022/2 - Spindle


Replacing the crankshaft sealing ring on the belt pulley side


32


Test your Knowledge


1. What functions differentiate the Magneti Marelli 4AV engine control unit from version 1AV?


a) Cylinder-sequential injection


b) Static high-voltage distribution


c) Camshaft sensor at the intake camshaft


d) Engine speed sender at the crankshaft


e) Diagnostic capability


2. What are the functions of Hall sender G40?


a) It is for engine speed recognition only.


b) Recognition of the 1st cylinder.


c) It facilitates the quick start function.


3. Which of the following statements is true?


a) The speed sender G28 is inserted into the crankcase from the exterior.


b) The speed sender G28 is installed in the sealing flange and


secured by a screw.


c) The speed sender G28 is mounted in the crankcase and can only be accessed by removing


the sump.


4. What cylinders are supplied with ignition voltage by what coil?


J448


a) b) c) d)


a)


b)


c)


d)


Cylinder


Cylinder


Cylinder


Cylinder


33


Notes


34


4.a) cylinder 1, b) cylinder 4, c) cylinder 2, d) cylinder 3
3.b) 2.b), c) 1.b), c), d) Page 33


d) hydr. support element, e) Intake camshaft, f) roller-type cam follower


4. a)Exhaust camshaft, b) camshaftn housing, c) cylinder head lower section, 3. b) 2. b), c) 1. a), b) Page 20


Solutions:


35


Service.


196


For internal use only ' VOLKSWAGEN AG, Wolfsburg


All rights reserved. Subject to technical modifications.


740.2810.13.00 Technical status: 03/98


This paper is produced from


non-chlorine-bleached paper.


The 1.4-ltr. 16V 55kW Engine with roller-type cam follower


Design and Function


DY STU


SELF


Whether it(cid:213)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.


These differences arise out of the various techni- cal demands on the engines and are described in this Self-Study Programme.


196_168


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.


The Self-Study Programme is not a Workshop Manual.


Precise instructions for testing, adjustment and repair can be found in the appropriate Workshop Manual.


New


Importan


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


Introduction


One of a (cid:210)new generation(cid:211)


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:


196_068


The overall effects of these design modificati- ons 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.


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


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 [Nm]


Output [kW]


196_070


Engine speed [rpm]


Output [kW]


Torque [Nm]


196_088


Engine speed [rpm]


1.4-ltr. engine


1.6-ltr. engine


AHW AKQ exhaust emission level D3


AJV exhasut emission level D3


1390


76.5 / 75.6


10.5:1


1598


76.5 / 86.9


10.6:1


Magneti Marelli 4AV


Magneti Marelli 4AV


Engine code


Displacement [cm


Bore/stroke [mm]


Compression ratio


Mixture preparation Engine management system


Fuel [RON]


95 / 91


98 / 95


Exhaust gas post-treatment


Lambda control, main catalytic converter for MVEG-A II for the AHW engine additional micro catalytic con- verter for exhaust emission level D3 for the AKQ engine


Lambda control, primary and main catalytic converters for exhaust emission level D3


The knock control lets you run the 1.4- ltr. and 1.6-ltr. engines on RON 91 and RON 95 fuel respec- tively. This may result in a slight loss of power and torque.


Engine Mechanics


The plastic intake manifold


consists of three component parts which are wel- ded together. The material is made of high- grade polyamide which is resistant to tempera- tures 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 rou- ghly 36% lighter than a comparable intake mani- fold 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 pla- stic intake manifold by two screws. The max. permissible tightening torque is 3.5Nm.


induced air


Upper shell


Middle section


Upper/lower parts of intake manifold


The plastic intake manifold of the 1.4-ltr. engine


196_071


An aluminium intake manifold is used for the 1.6-ltr. 16V 88kW engine. It has been adapted to the engine(cid:213)s requirements.


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(cid:213)s new is that the camshafts are


now inserted into the housing. The bearing covers and camshaft housing limit the axial clea- rance of the camshafts. The camshafts run in three bearings.


The valve assembly comprising valves, roller- type cam followers and hydraulic support ele- ments is located in the cylinder head.


Exhaust camshaft


Camshaft housing Hydraulic support element


Intake camshaft


Cylinder head


Roller-type cam follower


196_018


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.


Engine Mechanics


Valve activation


With this engine generation, the valves are activ- ated 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 cam- shafts.


Camshaft


Cam roll


Roller-type cam follower


Valve


196_010


Hydraulic support element


Low-friction roller bearing


Design


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