(TM) Volkswagen Manual de Taller Volkswagen Passat 2006 en Ingles PDF
(TM) Volkswagen Manual de Taller Volkswagen Passat 2006 en Ingles PDF
(B6)
If the incident light from the rear is greater than that from
the front, a current flows through the electronic element to
a conductive coating.
Removing
Installing
Preparing windshield
Removing
Interior rearview mirror Стр. 4 из 6
Installing
Materials
Tools
Warning!
Note:
Note:
68 - 2
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Removing
and installing
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Storage compartments, covers and trim Стр. 9 из 50
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All vehicles
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Storage compartments, covers and trim Стр. 27 из 50
Removing
- 3 - (1.5 Nm).
Installing
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Storage compartments, covers and trim Стр. 33 из 50
- Remove CD changer
All vehicles
Installing
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Storage compartments, covers and trim Стр. 36 из 50
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- Disconnect connector.
Storage compartments, covers and trim Стр. 47 из 50
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- Disconnect connector.
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68 - 3
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Sedan
Wagon
All vehicles
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Installing
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Sedan
Wagon
All vehicles
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Installing
68 - 4
Grab handles
Roof grab handles, removing and installing
Note:
Installing
68 - 5
Sun shade
Sun shade, removing and installing
Removing
Note:
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mounts in body.
Installing
Note:
68 - 6
Removing
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Installing
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The Passat will continue its success story spanning over 30 years with the 2006 model.
It will thrill customers by offering a new level of comfort in the upper mid-size class. This is achieved by
the fact that the Passat 2006 already meets luxury class quality, safety and design standards.
It continues to offer the economy traditional in the mid-size class.
The drive concept fitted in the Passat 2006 has been redesigned to achieve these outstanding characteristics.
The engine is mounted in the classic transverse configuration.
NEW Attention
Note
The self-study programme portrays the design For current testing, adjustment and repair
and function of new developments! instructions, please refer to the customer
The contents will not be updated. service literature intended for this purpose.
2
At a glance
In brief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Occupant protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Power transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Running gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Electrical system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
3
In brief
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4
Emden
Zwickau
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5
In brief
6
● High-end sound system
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● 230V socket
7
In brief
Technical data
Passat saloon 2006
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8
Interior dimensions
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9
Body
● Passive safety
● Lightweight design
● Comfort
● Pedestrian protection
10
Centre tunnel Roof frame
B-pillar
Longitudinal member
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Outer sills
Inner sills
S339_081
Seat brackets
Higher-strength 260 - 300 MPa High-strength 180 - 240 MPa
What are ultra-high-strength, hot-formed steel Yield strengths of the steel panels which are used:
panels?
● Steel panels up to 140 MPa
These are steel panels which, as the name implies, are ● High-strength steel panels from 180 to 240 MPa
formed when hot at temperatures of between 900 °C ● Higher-strength steel panels from 260 to 300 MPa
and 950 °C. ● Ultra-high-strength steel panels from 300 to
The steel panels are provided with their high strength 420 MPa
thanks to a specific cooling process in the forming die. ● Ultra-high-strength, hot-formed steel panels
They are form-hardened. over 1000 MPa
11
Body
S339_019
Laser welding
● in the area of the door apertures ● in the area of the longitudinal member to the floor
● on the front and rear roof member panel
● on the lateral windscreen frame ● in the area of the lower sill
● in the area of the front wheel housing ● in the area of the rear wheel housing
● in the area of the lower rear window frame
● on the rear cross panel
Laser soldered joints
12
The flow of force in a frontal crash
In the event of a frontal crash, the forces which occur are guided into the floor panel and the roof longitudinal
members via the upper and lower longitudinal members.
Side view
frontal crash
orces from
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View from below
13
Body
The seats
The front seats
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Seat rails
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14
The front passenger seat with
through-loading function
Front passenger seat in
With this optional seat, the seat backrest can be through-loading position
folded horizontally forwards by actuating the release
lever.
This enables the vehicle's entire passenger
compartment length to be used as transportation
space.
Release lever
S339_023
The front passenger seat is fitted with a seat occupied If the sensor reports that the front passenger seat is
recognition sensor. This is located under the seat cover occupied and the belt buckle simultaneously outputs a
on the padded cushion. signal that the buckle tab is not inserted, the front
passenger is optically and acoustically requested to
don his seat belt.
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15
Body
S339_026
Body bow
S339_028
16
The integrated child seats
Lateral bolsters,
can be folded up
Footrest S339_029
Raising mechanism
The seat cushions on the outer seats can be raised. After raising the seat cushion, the lateral bolsters have
to be raised manually. On folding down, these
This serves to raise the seat for small children. automatically return to their original position.
17
Body
Lock actuation
mechanism Bolt
Lever
Lever fulcrum
Bowden
cable
Door lock
S339_118
When installed, the lock cylinder is clamped into the lock actuation mechanism via a lever.
To do this, the lever is pivoted around its fulcrum by turning the bolt.
Lever Lever
Aperture for
lock cylinder
Lever fulcrum
S339_133 S339_148
18
The rear window roller blind
The rear window roller blind is available as either a
mechanical or an electric version.
Button
● In the mechanical variant, the roller blind is pulled
up via a handle and is locked in this position.
● The electric variant is actuated using a button in the Rear window roller
centre console. blind, upper terminal
position
S339_038
How it works:
In its upper terminal position, the drive motor is Pressing the button again causes the rear window
deactivated via an electronic force limiter. This roller blind to retract into the rear shelf. It is integrated
prevents body parts from becoming trapped between flush into the rear shelf.
the rear window roller blind and the surrounding trim
components.
Guide
19
Occupant protection
Introduction
The Passat is equipped with the following airbags:
The outer seats are fitted with seat belts with belt
tension limiters.
Front seat belt pre-tensioners are fitted as standard.
Seat belt pre-tensioners are optionally available for
the outer rear seats.
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20
Belt buckles with belt buckle interrogation are fitted
on the driver and front passenger side.
The front passenger seat is additionally equipped with
seat occupied recognition, which is carried out via a
sensor on the seat padding.
S339_034
In the event of collisions which directly damage the In the event of lateral collisions which exclusively
front doors, this sensor concept is significantly faster affect the front of the vehicle, the vehicle lateral
and more robust than conventional measurement of acceleration measured in the airbag control unit is
the vehicle's lateral acceleration. In addition, two used for crash detection purposes.
acceleration sensors are also installed in the lower Rear crash detection is carried out using the two
area of the C-pillar to detect lateral collisions, which vehicle longitudinal acceleration sensors in the airbag
do not deform the front doors, in good time. control unit.
21
Occupant protection
However, the deployment times are staggered depending on the accident severity.
In a minor accident, the time between deployment of the two stages is greater than in the event of a severe
accident.
Minor Severe
accident accident
Airbag inflation level
2nd stage
2nd stage
Severe accident
Minor accident
1st stage
1st stage
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The time gap between the deployment of both stages influences the airbag's inflation level:
If the second stage is deployed later, the airbag's pressure from initial deployment has already dissipated
somewhat, and the airbag inflation level is relatively low.
If both stages are deployed shortly after each other, the airbag's pressure from initial deployment has not yet been
dissipated, and the airbag becomes harder.
22
The seat belt pre-tensioners
The outer, rear seats in the Passat 2006 are fitted with a new type of seat belt pre-tensioner.
Structure:
How it works:
Deflector
Cable
Connector
Piston
S339_039
Jacket tube
Gaskets
Pyrotechnical propellant
charge
23
Engines
Engine-gearbox combinations
Petrol engine
5-speed 5-speed
manual gearbox manual gearbox
Diesel engine 0AH 0A4
1.6l/75 kW
Petrol engine
BSE
1.6l/85 kW
FSI engine
BLF
2.0l/110 kW
FSI engine
BLR
2.0l/147 kW
AXX
1.9l/77 kW
TDI engine
BKC
2.0l/103 kW 4V
TDI engine
BKP
2.0l/103 kW 2V
BMP
24
6-speed 6-speed 6-speed Direct- 6-speed
manual gearbox manual gearbox manual gearbox Shift Gearbox automatic gearbox
0AJ 02S 02Q 02E 09G
25
Engines
Output (kW)
26
The 1.6l/85 kW FSI engine
This engine originates from the Golf 2004.
It differs from this only due to its switch to lambda 1
operation and super
unleaded RON 95.
● The exhaust gas temperature sender has been The switch from super plus RON 98 to super unleaded
omitted RON 95 is achieved via ignition angle adjustment.
● instead of the NOx storage reduction catalytic Operation with RON 91 is not permitted, as ignition is
converter, a three-way catalytic converter has been retarded to the control limits in this case.
installed
● instead of the NOx sender, a transient
lambda probe has been installed.
Output (kW)
27
Engines
Output (kW)
28
The 2.0l/147 kW turbo FSI
engine with 4-valve technology
A further developed turbo FSI engine is to follow on
the basis of the 2.0l/110 kW engine.
The turbo FSI engine was first launched in 2004 in the
Audi A3 Sportback and the Golf GTI.
Output (kW)
29
Engines
Optionally, vehicles with diesel engines can be Due to its underhood location, no fuel additive is
equipped with a state-of-the-art particulate filter required for soot combustion. In combination with a
system. new engine oil, the diesel particulate filters are
entirely maintenance-free.
This new system combines the oxidising catalytic
converter and the particulate filter in one component,
the catalytically coated diesel particulate filter.
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30
The 1.9l/77 kW TDI engine with
2-valve technology
This tried-and-tested 1.9l/77 kW TDI engine is also
installed in the current Golf model and in other
Volkswagen models. For installation into the Passat, it
has been modified and adapted to the new vehicle.
S339_048
31
Engines
32
The 2.0l/103 kW TDI engine
with 4-valve technology
Based on the 2.0l/103 kW 4V TDI engine fitted in the
Golf 2004 and Touran, this engine has been further
developed for the Passat 2006.
Vibrations and noise emissions have been reduced by
a balancer shaft module and new unit injectors with
piezo-electric valves.
33
Engines
Further information on the unit injector with piezo-electric valve can be found in
self-study programme 352 "The unit injector with piezo-electric valve".
Crankshaft
Silent chain
Oil pump
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A balancer shaft module, which is located beneath the cylinder block in the oil pan, offers improved comfort. At high
speeds, it prevents the occurrence of droning noises in the interior.
The balancer shaft module contains two balancer shafts, which rotate in the opposite direction of the crankshaft and
at twice the speed. The balancer shafts are driven by the crankshaft via a silent chain.
The oil pump is secured to the balancer shaft module and is driven by one of the two balancer shafts.
34
The fuel tank
The fuel tank fitted in the Passat 2006 is comprised of two half shells manufactured from a compound of several
plastic, adhesive and barrier layers.
The two half shells are welded together after the fuel tank's internal breather system has been installed.
The fuel tanks for vehicles fitted with front-wheel drive and 4MOTION differ.
They are installed above the rear axle in both vehicle versions.
Expansion tank
Fuel pump
Heat shield
35
Engines
Fuel filter
Float for
fuel gauge
Potentiometer for
fuel gauge
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36
The fuel delivery unit supplies the engine with the
precisely required quantity of fuel at the precisely
required pressure.
It is controlled by the engine control unit according to
the fuel requirements.
Potentiometer for
fuel gauge
Fuel pump
Float for
fuel gauge
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37
Engines
Fuel pump
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Fuel pump control
unit J538
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Fuel pump
38
The suction jet pumps
Suction jet pump
Two suction jet pumps are located within the fuel
To the additional
delivery unit. These have the task of continuously fuel extraction point
filling the fuel pump's reservoir chamber with fuel.
This reduces the fuel pump's intake consumption, and
the fuel pump always has sufficient fuel at its
availability.
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39
Engines
An additional suction jet pump sucks the fuel out from the fuel tank's antechamber
(left area in direction of travel).
Expansion tank
Activated charcoal canister in
the rear right wheel housing
Fuel pump
Antechamber
Auxiliary heater
metering pump
40
Power transmission
41
Power transmission
They are particularly characterised by In design and functional terms, automatic gearbox
09M corresponds to automatic gearbox 09G. It has
● Low weight, merely been reinforced to cope with higher torque
● High shifting comfort, transmission in the area of the couplings and brakes
● Compact gearbox dimensions and and in the planetary gear sets.
● High ratio between first and top gear.
Torque transmission
09G = 250 Nm
09M = 450 Nm
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42
The 6-speed Direct-Shift
Gearbox 02E
Following its successful, initial launch in the Golf 2004 The gearbox offers the following characteristics:
and Touran, the Direct-Shift Gearbox is now also
being fitted in the Passat. ● Six forward gears and one reverse gear
● Standard and sports gearbox programmes
The Direct-Shift Gearbox combines the advantages of ● Tiptronic selector level and steering wheel switches
a manual gearbox: ● Mechatronics
● Hill-holder function
● High efficiency, i.e. low fuelconsumption on a par ● Creep control
with a manual gearbox and ● Pressure oil filter and oil cooler located on the
● spontaneous frictional connection with very short gearbox
shift times ● Maximum torque 350 Nm.
S339_057
Thanks to its design, it meets both the requirements of active, sporty drivers and also the high comfort requirements
of rather more relaxed, forward-looking drivers who prefer automatic gearboxes.
43
Power transmission
It prevents the ignition key from being removed if the ● The selector lever locked in position "P" switch F319
selector lever is not set to the "P" position. ● The steering column electronics control unit J527
and
If the selector lever is set to a driving position or the ● The ignition key withdrawal lock solenoid N376 in
"N" position, the vehicle is not secured against rolling the entry and start authorisation switch E415
away.
S339_099 S339_100
S339_101
44
How it works:
S339_102
Resistor
If the selector lever is set to a driving position or "N" It supplies solenoid N376 with current and thereby
position, switch F319 is closed. activates the ignition key withdrawal lock. The ignition
key cannot be removed.
Due to the fact that switch F319 is closed, the current
circuit to control unit J527 is made. Based on the made A resistor limits the voltage to control unit J527.
current circuit, control unit J527 detects the selector
lever position.
S339_103
If the selector lever is set to "P", switch F319 is open. Effects in the event of signal failure
Opening switch F319 interrupts the current circuit to If the signal from switch F319 fails or solenoid N376
control unit J527. Based on the broken current circuit, cannot be initialised, the ignition key can be removed
the control unit detects that the selector lever is in although the selector lever is not in position "P".
position "P", and the ignition key can be removed.
The flashing gear indicator notifies the driver that the
selector lever is not in position "P" and that the vehicle
is not secured against rolling away.
45
Running gear
● Electromechanical
power steering
46
However, there are also significant innovations in the ● The electromechanical parking brake with
Passat's running gear, e.g. AUTO HOLD function,
● The new ABS/ESP system from TRW
(Thompson-Ramo-Wooldrigde) and
● The tyre pressure monitor system from Hella.
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47
Running gear
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The 4MOTION rear axle
The 4MOTION rear axle is based on that fitted in the front-wheel drive vehicles and is linked to
the body via large bonded rubber bushes.
48
The steering
The Passat 2006 is fitted with electromechanical power steering. This is familiar from the Golf 2004.
Due to the high front axle loads in the Passat 2006, the characteristic power steering curves have been
adapted in the control unit.
Crash mechanism
(slide and tear tab) Adjustment directions
Crash element
49
Running gear
S339_061
A new brake fluid will be introduced along with the Passat 2006.
Please observe the notes in the workshop manual.
50
The anti-lock brake system
ABS/ESP TRW EBC 440
A TRW ESP system will be fitted for the first time at
Volkswagen. In addition to a hydraulic brake assist
system, this system includes an AUTO HOLD function
as an interface to the electromechanical parking
brake, plus a vehicle/trailer stabilisation system and a
brake disc wiper.
S339_125
Hydraulic unit
Control unit
S339_126
51
Running gear
This is combated by the new function in the ESP system This process in the brake system is not perceptible to
– the brake disc wiper. the driver.
Brake pressure
S339_145
52
The brake servo - dual rate
booster
All left-hand drive vehicles will be fitted with an
11" brake servo.
The right-hand drive vehicles will be fitted with a
7/8" tandem brake servo.
S339_144
A progressive characteristic curve is achieved thanks to the brake servo's modified internal design. Even at low
pedal forces, this offers higher brake pressures than conventional brake servos. Deceleration nevertheless
commences gently when actuated in the normal manner.
Pedal force
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53
Running gear
Signal usage
Push rod
Piston
Push rod piston
Magnetic ring
Brake light
switch F
Hall sender Brake master cylinder
Evaluation
electronics
S339_135
54
How it works:
55
Running gear
The brakes
Ø 312 x 25 Ø 286 x 12
75 kW
to
118 kW
S339_140 S339_138
Ø 345 x 30 Ø 310 x 22
as of
132 kW
S339_141 S339_139
56
The automatic levelling system
The Sachs automatic levelling system is a self-inflating
shock absorber which will be installed on the Passat's
rear suspension instead of the conventional shock
absorber.
It will be available as an optional extra at a later
point in time.
S339_153
57
Running gear
Summer tyres
Wheel
Winter tyres
(suitable for snow chains)
Spare wheel
58
The self-supporting tyre
Self-supporting tyres will be introduced in the This is made possible by a special side wall
Passat 2006. These Bridgestone RFT tyres (Run Flat reinforcement and innovative, extremely heat-
Tyre) remain stable even in the event of full pressure resistant rubber compounds. A reinforced bead coil
loss. At a maximum speed of 80 km/h, the vehicle is ensures that the tyre is securely seated on the wheel –
still able to cover a distance of up to 250 kilometres even in the event of total pressure loss.
(depending on the load and the vehicle).
One additional advantage is:
Bridgestone RFT tyres do not require special wheels
and can simply be mounted on standard wheels.
Tyre structure
Side reinforcement
S339_131
Tyre comparison
Standard tyre Self-supporting tyre
Deflated
S339_132
59
Electrical system
system
The installation locations
60
Relay holder on the
vehicle electrical system
control unit
S339_062
61
Electrical system
K line
62
Legend
D Ignition/starter switch
E221 Operating unit in steering wheel
G85 Steering angle sender
G273 Interior monitoring sensor
G384 Vehicle inclination sender
G397 Rain and light detector sensor
G419 ESP sensor unit
H8 Anti-theft alarm system horn
J104 Control unit for ABS
J136 Seat and steering column adjustment control
unit with memory function
J217 Automic gearbox control unit
J220 Motronic control unit
J234 Airbag control unit
J255 Climatronic control unit
J285 Control unit with display in dash panel insert
J345 Trailer detector control unit
J364 Auxiliary heater control unit
J386 Driver door control unit
J387 Front passenger door control unit
J388 Rear left door control unit
J389 Rear right door control unit
J393 Convenience system central control unit
J400 Wiper motor control unit
J412 Mobile telephone operating electronics
control unit
J428 Adaptive cruise control unit
J431 Headlight range control, control unit
J446 Parking aid control unit
J492 Four-wheel drive control unit
J500 Power steering control unit
J503 Control unit with display for radio and
navigation
S339_063
J519 Onboard supply control unit
J521 Front passenger seat adjustment with memory
control unit
J525 Digital sound package control unit
J527 Steering column electronics control unit
J533 Data bus diagnostic interface
J540 Electromechanical parking brake control unit
J587 Selector lever sensor control unit
J604 Auxiliary air heater control unit
J605 Rear lid control unit
J738 Telephone controls control unit
J764 Electronic steering column lock control unit
J788 Isolation relay for CAN powertrain bus
NOx NOx sensor
R Radio
T16 16-pin connector (diagnostic connection)
63
Electrical system
The inverter
An optional 230 V/50 Hz European socket can be
ordered for the Passat 2006.
An inverter, which is firmly connected to the socket, is
installed in the vehicle to generate the alternating
voltage. This unit is located in the rear centre console
instead of the cup holder.
S339_064
No repairs may be carried out on 230V systems. If the socket or the inverter is defective,
the entire assembly must therefore be exchanged.
64
Entry and start authorisation
switch E415
The entry and start authorisation switch is part of the The emergency key serves
drive authorisation system.
● to mechanically unlock the driver's door if the
The ignition key is designed without a key bit, as the vehicle cannot be opened using the radioremote
vehicle is started by pushing the key rather than control,
turningit. ● to deactivate the front passenger airbag,
● to lock the glove box,
● to lock and release the rear seat bench and
● to activate the child safety lock in the rear doors.
S339_066
Ignition key
S339_067
Emergency key
65
Heater and air conditioner
Climate control
Thanks to the new powertrain concept with a An identically designed air conditioner unit, which has
transversely mounted engine, the heater/ been adapted to the relevant vehicle equipment, is
air conditioner concept already implemented in used for both systems.
the Golf 2004, Touran and Caddy 2004 can be
employed. The main difference is in air distribution flap
actuation. 2C-Climatronic is fitted with an additional
Two different systems are available in the fresh air/air flow flap.
Passat 2006:
Indirect ventilation
S339_073
Air ducting
rear left
footwell vent
66
Operation
Different control panel versions are available depending on the equipment fitted in the vehicle:
S339_074
Feedback LED
67
Heater and air conditioner
S339_077
All air distribution and temperature control flaps are
actuated via positioning motors with an integrated
feedback potentiometer. Maintenance of the preset
interior temperature and optimal air distribution are
thereby controlled and monitored by the Climatronic
control unit.
The 2C-Climatronic system can be operated in
automatic or manual mode.
68
Indirect ventilation
Manual actuation Indirect ventilation
2C-Climatronic is equipped with indirect ventilation.
An adapter positioned on the top of the air
conditioner unit enables air distribution between the
vents in the centre of the dash panel and indirect
ventilation via the electrically driven air flap for
indirect ventilation. This flap is actuated by the
indirect ventilation flap control motor V213, which is
initialised by the Climatronic control unit.
The potentiometer for the indirect ventilation flap
control motor G330 is integrated into the control S339_104
motor. This records the flap position.
Vents, centre of the dash panel
S339_122
69
Heater and air conditioner
● Acts as an auxiliary heater for heating the vehicle interior and defrosting the vehicle's windows
● Acts as stationary ventilation to lower the interior temperature when the vehicle is parked in the sun
● Acts as an additional heater in vehicles with petrol or diesel engines (fitted as standard in diesel engines)
S339_106
70
Structure
● The auxiliary coolant heater control unit is integrated into the heater unit. The electrical contacts for the
combustion air blower are inserted directly into the control unit.
● The auxiliary coolant heater is fitted with a second NTC temperature sensor for controlling and monitoring the
water temperature.
● The combustion air enters the combustion chamber via a venturi nozzle and thereby draws in the fuel delivered
by the metering pump from the fuel line.
Water outlet
Control unit
S339_033
Heat exchanger
Electrical
connection
Fuel inlet
71
Radio and navigation
72
Radio/navigation system MFD 2
73
Notes
74
75
339
Volkswagen AG
Service Training VK-21
Brieffach 1995
D-38436 Wolfsburg
❀ This paper has been manufactured from cellulose bleached without the use of chlorine.
Service Training
S340_072
NEW Important
Note
The self-study programme shows the design and function For current testing, adjustment and repair instructions,
of new developments. refer to the relevant
The contents will not be updated. service literature.
2
Contents
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Test Yourself . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
3
Introduction
Electronics box,
on left of engine compartment
4
Relay carrier,
on left under dash panel,
above onboard power supply
control unit
S340_001
Fuse box,
on left in dash panel
5
Introduction
Networking Concept
Overview of networked control units
The data bus diagnostic interface J533 forms the
interface for communication among the
J428
following data bus systems:
T16
J519
Powertrain J525
CAN data bus
Convenience
CAN data bus J255 J136
Infotainment J364
CAN data bus
Cornering lights
CAN data bus
Electromechanical parking brake
CAN data bus J738
J386 J388
LIN data bus
Sensor
CAN data bus J387 J389
Combi CAN
data bus
Diagnostics
CAN data bus
CAN data bus
cable
Communications line
6
E221 Operating unit in steering wheel
E415 Entry and start authorisation switch
G85 Steering angle sender
G273 Interior monitoring sensor
G384 Vehicle inclination sender
G397 Rain and light detector sensor
G419 J540 G419 ESP sensor unit
H12 Alarm horn
J104 ABS control unit
J217 J136 Seat and steering column adjustment
J492 J104
J743 control unit with memory
J217 Automatic gearbox control unit
J234 Airbag control unit
J255 Climatronic control unit
J587 J500 J285 Control unit with display in dash panel insert
J345 Trailer detector control unit
J364 Auxiliary heater control unit
J386 Driver door control unit
J234 J387 Front passenger door control unit
G85 J388 Rear left door control unit
J389 Rear right door control unit
J393 Convenience system central control unit
E221
J400 Wiper motor control unit
E415
J527
J412 Mobile telephone operating electronics control unit
J428 Adaptive cruise control unit
J446 J605 J446 Parking aid control unit
J492 Four-wheel drive control unit
J500 Power steering control unit
J503 Control unit with display for radio and
navigation
J400 J519 Onboard power supply control unit
J521 Front passenger seat position with memory
G397
control unit
J525 Digital sound package control unit
J604 J527 Steering column electronics control unit
J533 Data bus diagnostic interface
J540 Electromechanical parking brake control unit
J583 NOx sensor control unit
J587 Selector lever sensors control unit
J604 Auxiliary air heater control unit
J605 Boot lid control unit
J623 Engine control unit
J667 Power output module for left headlight
J393 J668 Power output module for right headlight
J738 Telephone controls control unit
J743 Mechatronics for direct shift gearbox
G384 H12 J764 J745 Cornering light and headlight range control unit
J764 Electronic steering column lock control unit
G273 J788 Powertrain CAN bus isolation relay
R Radio
S340_002
T16 Diagnosis connection 16-pin connector
7
Data Bus Systems
8
Selector lever sensors control unit J587,
under centre console at front
Airbag control unit,
under centre console at front
9
Data Bus Systems
10
Parking aid control unit J446,
in the side section at rear right
Trailer detector control unit J345,
in the side section at rear left
11
Data Bus Systems
12
Control unit with display for radio
and navigation J503,
in the dash panel
13
Data Bus Systems
Sub-bus Systems
LIN data bus
The Local Interconnect Network is a local system
that transfers data via a single-wire connection
at a data transfer rate of 1 - 20 kbit/s.
The transfer rate is stored in the master control
unit software. The data exchange occurs
between a master control unit and up to 16 slave
control units. The communication between the
individual subscribers is initiated exclusively by
the master control unit that can also
communicate on the CAN data bus.
J533
J400
J519
S340_062
Legend
G273 Interior monitoring sensor
G384 Vehicle inclination sender
G397 Rain and light sensor
H12 Alarm horn
J393 Convenience system central control unit
J400 Wiper motor control unit
J519 Onboard power supply control unit
J533 Data bus diagnostic interface
14
Electromechanical CAN data bus
J104
J533 J540
S340_063
Legend
J104 ABS control unit
J533 Data bus diagnostic interface Additional CAN data bus systems are
J540 Control unit for electromechanical necessary due to the high
parking brake requirements (data rate and quantity).
15
Data Bus Systems
J668
J745
J533
J667
S340_064
Legend
J533 Data bus diagnostic interface
J667 Power output module for left headlight
J668 Power output module for right headlight
J745 Cornering light and headlight
range control unit
16
Sensor CAN data bus
The data transfer for the sensor CAN data bus is the same as the cornering light CAN data bus and
transfers the data between the engine control unit and the NOx sensor control unit.
J583 J623
J533
S340_065
Legend
J533 Data bus diagnostic interface
J583 NOx sensor control unit
J623 Engine control unit
J393
J533
J764
S340_066
Legend
J533 Data bus diagnostic interface
J393 Convenience system central control unit
J764 Electronic steering column lock control unit
17
Onboard Power Supply
Electronics Box
Location
The electronics box is mounted at the front right
in the engine compartment.
Description
S340_010
Please refer to the ELSA electronic service information system for the current assignment
with fuses and relays in the electronics box.
18
Electronics Box
S340_011
- the alternator,
- the electromechanical power steering,
- the radiator fan,
- the ABS control unit.
S340_012
19
Onboard Power Supply
Relay carrier
S340_008
S340_009
20
Left-hand fuse box
S340_013
S340_014
21
Onboard Power Supply
S340_009
Versions
The Passat is equipped with two different versions
of the onboard power supply control unit.
● High version
for vehicles with fog lights and/or Bi-Xenon
lights and customisation options.
● Medium version
for all other vehicle variants.
Fog lights can be retrofitted only if the medium version of the onboard power supply control
unit is also exchanged for the high versions.
22
Tasks
The onboard power supply control unit switches and controls the following functions:
23
Onboard Power Supply
Exterior Lights
Front headlights
Design
The shape of the headlights is no longer the classic double round design. “Large eyes” are formed by
tubes around the dipped beam lights.
The large square full-beam reflector improves the full-beam performance considerably compared with
the Passat 1997.
H7 headlights
S340_015
Xenon headlights
S340_016
Xenon headlights are run with high-voltages of several 10,000 volts. Contact with this voltage
can be fatal.
Therefore make sure you follow the safety guidelines given in the ELSA
electronic service information system.
24
Tail lights
Design
The tail lights feature the double round light design. They are two-piece.
The rear fog light is on the left of the boot lid and S340_017
the reverse light is on the right.
Tail light and Tail light and Rear fog light
Normal bulbs are used here.
turn signal brake signal
S340_018
Third brake light
25
Onboard Power Supply
S340_019
26
Indicator functions
The individual operating modes have different priorities. This allows a flash function to be activated even
though another one is in use.
Priority 1 Hazard warning lights Priority 4 Turn signals, lane change flash
Priority 2 Crash warning lights Priority 5 Anti-theft alarm flash,
Priority 3 Emergency stop warning lights central locking flash
The “hazard warning lights on” function is sent This function is realised in the onboard power
directly from the hazard warning light switch to supply control unit and by the steering column
the onboard power supply control unit. electronics control unit. It is activated with the
This information is not related to the status of turn signal switch.
terminal 15.
27
Onboard Power Supply
S340_021
Legend
D1 Immobilizer reading unit K1 Main beam warning lamp
E1 Light switch K4 Side light warning lamp
E2 Turn signal switch K6 Hazard warning light system warning lamp
E3 Hazard warning light switch K13 Rear fog light warning lamp
E4 Headlight dipper/flasher switch K18 Trailer operation warning lamp
E7 Fog light switch K65 Left turn signal warning lamp
E18 Rear fog light switch K94 Right turn signal warning lamp
E20 Switches and instruments illumination regulator K170 Bulb failure warning lamp
E22 Intermittent wiper switch L9 Light switch illumination bulb
E34 Rear wiper switch L22 Left fog light bulb
E38 Intermittent wiper regulator L23 Right fog light bulb
E44 Washer pump switch L46 Rear fog light bulb
(automatic wash/wipe and L76 Button illumination bulb
headlight washer system) L131 Exterior mirror turn signal bulb,
E102 Headlight range control regulator driver’s side
E415 Entry and start authorisation switch L132 Exterior mirror turn signal bulb,
F Brake light switch front passenger side
F4 Reversing light switch M1 Left side light bulb
F266 Bonnet contact switch M2 Right tail light bulb
J285 Control unit with display in dash panel insert M3 Right side light bulb
J362 Immobilizer control unit M4 Left tail light bulb
J386 Driver door control unit M5 Front left turn signal bulb
J387 Front passenger door control unit M6 Rear left turn signal bulb
J393 Convenience system central control unit M7 Front right turn signal bulb
J519 Onboard supply control unit M8 Rear right turn signal bulb
J527 Steering column electronics control unit M9 Left brake light bulb
J533 Data bus diagnostic interface M10 Right brake light bulb
J764 Electronic steering column lock control unit
28
S340_069
29
Onboard Power Supply
Legend
E1 Light switch
E415 Entry and start authorisation switch E1
G397 Rain and light sensor J519
J519 Onboard supply control unit
L123 Left dipped beam bulb
L124 Right dipped beam bulb
L125 Left main beam bulb
L126 Right main beam bulb
Motorway function
S340_022
Rain function
S340_023
30
Vehicle lights
Emergency light mode
If the onboard power supply control unit is not capable of controlling the car lights due to a processor
malfunction, an additional piece of hardware will take over the following lights:
- Brake light
- Side light
- Dipped beam
Light functions
The delay prevents the headlights being switched on briefly in the “automatic headlight control” position
when you quickly turn the switch from the “off” position to the “side lights” or “headlights” position.
Automatic 0 0 600 0 0 0
headlight control
Side light 0 0 500 0 0 0
31
Onboard Power Supply
Location
The data bus diagnostic interface is on the left
under the dash panel, above the accelerator
pedals.
Master functions
The data bus diagnostic interface J533 takes over
the master functions for terminal 15 run-on on the
powertrain CAN data bus as well as the control
logic for sleep and wake-up mode of the data
bus systems.
S340_028
32
Transport mode
The car battery can be discharged during long transportation and standing times due to no-load
currents.
Transport mode is activated to keep power consumption as low as possible. Control unit with display in
dash panel insert J285 indicates that transport mode is active.
While transport mode is active, the car can be started and can be driven normally. The following
convenience and infotainment consumers are deactivated:
S340_029
33
Onboard Power Supply
External sensor signals still reach the control unit in the dash panel insert from the following sensors via
discrete wiring:
F34
G17
G32 E24
G33
G266
F9 G34
J538
F1
S340_030
34
Variants
The gauges in the display in the dash panel insert Y24 are divided into three versions.
Lowline version
A C D B E F
S340_031
E
Midline version
N O S340_032
Highline version
N O S340_033
Common equipment
35
Onboard Power Supply
ABS X X X ABS
(anti-lock brake
system)
Brake pad wear X X Pictogram Check brake pad
oder
Main beam X X X
Cruise control X X X
36
Icon Warning lamp Lowline Midline Highline Warning text or warning
Bulb failure X X e.g. Front left dipped beam defective!
Constantly illuminated: Faulty bulb
Flashing: HRC or AFS faulty
Alternator X X X
Shift lock X X X
37
Onboard Power Supply
Tasks
The convenience system central control unit
activates and controls the following functions:
S340_034
- Central locking control unit
- Activation of rear door control units
- Activation of the fuel tank flap release
- Activation of the boot lid release
- Activation of the anti-theft alarm via
LIN bus
- Activation of the tyre pressure monitor
- Activation of the immobilizer
- Activation of the entry and
start authorisation system.
In the Passat 2006, the tyre pressure monitoring (via tyre pressure sensors and tyre pressure monitor
aerials), immobilizer control unit J362 and entry and start authorisation control unit J518 functions are
combined in the convenience system central control unit for the first time.
Furthermore the convenience system central control unit is the master control unit in the LIN anti-theft
alarm data bus. The anti-theft alarm system includes the interior monitoring sensor G273, the intelligent
anti-theft alarm system horn H12 and the vehicle inclination sensor G384.
38
Central locking
The convenience system central control unit controls all central locking functions.
The central locking system includes the doors, the boot lid and the tank filler flap.
Unlocked The doors can be opened from the inside and outside.
Locked The doors can only be opened from the inside by pulling the door
handle once.
Safe The doors cannot be opened either from the inside or the outside.
Locking points
It is operated by the emergency lock cylinder in the driver’s door, the interior locking button and the
remote control on the car key.
The motors for the central locking in the driver’s and passenger door are controlled by the respective
door control units. The control of the rear doors, the boot lid and the tank filler flap is handled by the
convenience system central control unit.
If the vehicle is locked via the interior locking button, the LED integrated in the button will illuminate.
The doors can be opened from the inside by pulling the door handle once.
When individual door opening is activated, opening the car mechanically with the car key only unlocks
the driver’s door. Turning the key twice also only operates the door control unit on the driver’s side.
Pressing the OPEN or CLOSE button more than 200 times outside the reception range of the
convenience system central control unit blocks the remote control unit. The remote control needs to be
re-activated by pressing the OPEN button and then unlocking the car with the car key
(within one minute).
39
Onboard Power Supply
Immobilizer IV
What does the immobilizer IV Central FAZIT database
comprise?
The immobilizer IV is not a separate control unit, The central FAZIT database at Volkswagen in
but a function. Wolfsburg is a essential component of the
It includes: immobilizer IV.
FAZIT stands for “Fahrzeugauskunft- und
● Storage of all theft-related features of the zentrales Identifikations-Tool” (Vehicle
control units in the FAZIT central database in Information and Central Identification Tool). All
Wolfsburg. theft-related data from the control units that are
integrated in the “Immobilizer” function are
● Communication of the convenience system
stored in this database.
central control unit, in which the immobilizer is
integrated, with the other components It is not possible to adapt the control units used
involved. without an online connection to FAZIT.
● Encryption of the data communication
between the individual control units.
S340_036
40
Data Transfer
● Only an online query by the diagnostic tester ● All components involved in the immobilizer
transfers the data safely, quickly and reliably have to be taught online.
in the car. ● All car keys (including replacements) are
● A PIN query of the immobilizer components by already pre-coded at the factory for a specific
fax or prior enabling of the components is not car and can only be taught for this vehicle.
possible.
Data Transfer
VAS 5051
FAZIT
J533 J393
S340_037
Legend
J393Convenience system central control unit
J533Data bus diagnostic interface
41
Onboard Power Supply
Immobilizer components
Convenience system central control unit Entry and start authorisation switch (E415)
J393
The immobilizer function is integrated in the The entry and start authorisation switch contains
convenience system central control unit. the reader coil for reading the transponder in the
The control unit needs to be adjusted online after car key. The switch for entry and start
a replacement. authorisation does not need to be adjusted after
changing.
Electronic steering column lock control unit Engine control unit J623
J764
The approval for locking and unlocking the The engine control unit is part of the
steering column is provided via the “Immobilizer” “Immobilizer” function. Authorisation via the
function in the convenience system central CAN data bus from the convenience system
control unit. central control unit is required for continuous
The control unit can only be replaced and running of the engine. This control unit needs to
adjusted together with the convenience system be adjusted online after a replacement.
central control unit.
E415
J623
J527
J393
J764
S340_038
Legend
E415 Entry and start authorisation switch Reader coil line
J393 Convenience system central control unit
J527 Steering column electronics control unit Powertrain CAN data bus
J623 Engine control unit S contact
J764 Electronic steering column
lock control unit Coded voltage supply signal
42
Replacement of control units
Control units that are involved in the “Immobilizer” function can only be replaced with an online
connection to the FAZIT database.
● Request data via online connection ● Request data via online connection
● Data transfer via VAS tester ● Data transfer via VAS tester
● Download data into control unit ● Download data into control unit
● Teach control unit ● Data exchange between control unit and
● Teach car key FAZIT
● Teach car key
● Request data via online connection ● Data exchange between control units and
● Data transfer via VAS tester FAZIT
● Download data into control unit ● Teach car key
J764
VAS 5051
FAZIT J393
J533
J623
S340_040
Legend
J393 Convenience system central control unit J623 Engine control unit
J527 Steering column electronics control unit J764 Electronic steering column
J533 Data bus diagnostic interface lock control unit
43
Onboard Power Supply
Start-Stop System
Entry and start authorisation switch
The entry and start authorisation switch is part of
the driving authorisation system. It is used as a
mechanical holder for the ignition key, converts
the push movement of the ignition key into
electrical signals and picks up the reader coil for
electronic identification of the ignition key.
S340_044
Key ignition
The ignition key does not have a key bit as the
car is started with a pushing movement for the
first time, not by turning.
Releasing the
emergency key
S340_042
Emergency key
The emergency key is used to open the driver’s
door mechanically if you cannot open it with the Emergency key
remote control.
It is inserted in the ignition key. Also the key ring
holder is attached to it. It can be used when the
emergency key is in the second notch.
S340_043
44
Key positions
The various terminal voltages (terminal S,
terminal 15) are activated and the start
procedure is initiated by pushing the ignition key
into the entry and start authorisation switch.
S340_041
Switch positions
The following switch positions can be set by
pushing the ignition key:
- P0 Off
- P1 S contact on S340_045
- P2 Terminal 15 on
- P3 Terminal 15 drive
(the ignition key automatically moves P0 P1 P2 P3 P4
to this position after starting)
- P4 Terminal 50 on
Functional Diagram
Legend
D1 Immobilizer reading unit
D2 Immobilizer reader coil
E415 Entry and start authorisation switch
J362 Immobilizer control unit
J519 Onboard supply control unit
J527 Steering column electronics control unit
J533 Data bus diagnostic interface
J764 Electronic steering column lock control unit
N376 Ignition lock withdrawal solenoid lock
S340_046
45
Onboard Power Supply
S340_047
Lock/unlock
● An authorised key needs to be recognised by ● Convenience system central control unit J393
the immobilizer. (terminal 15 off; CAN signals from J533 and
J527 OK)
● Data bus diagnostic interface J533
(speed = 0 km/h; revs = 0 rpm) ● Entry and start authorisation switch E415
(S contact off, terminal 15 off)
● Steering column electronics control unit J527
(terminal 15 off; speed = 0 km/h) ● Electronic steering column lock control unit
J764
(checks whether both speed signals from J533
and J527 are OK)
The electronic steering column only unlocks when an authorised key is recognised by the
immobilizer.
Terminals 15 and 50 are only activated once the electronic steering column lock has been
released.
46
Functional Diagram
J527
J386
J519
J393
J285
J533
E415
J764
J623 J104
S340_048
Legend
E415 Entry and start authorisation switch CAN data bus
J104 ABS control unit
J285 Control unit with display in dash panel insert Output signal
J386 Driver door control unit
J393 Convenience system central control unit Input signal
J519 Onboard supply control unit
Plus
J527 Steering column electronics control unit
J533 Data bus diagnostic interface Serial data bus
J623 Engine control unit
J764 Electronic steering column lock control unit
47
Convenience and safety electronics
S340_024
S340_025
You will find further information on the cornering lights in SSP 335
“Cornering Light System”
48
Dynamic cornering light operation
The dipped beam bulb module is swivelled
horizontally by an integrated electric motor.
Swivelling angle
15 °
The swivelling angle is approx. 15 degrees for the
outside headlight and approx. 7.5 degrees for the 7.5 °
inside headlight in the curve.
7.5 °
15 °
S340_026
Illumination
Curves are illuminated better due to the varying
swivelling angles. The maximum possible
illumination is reached by the headlight on the
inside of the curve swivelling in twice as far as
the headlight on the outside of the curve.
S340_027
At driving speeds under 10km/h, the bulb modules are not swivelled.
Over 10km/h, the swivelling angle is basically dependent on the curve radius. The legal
requirements stipulating that the headlights may be not swivelled while the vehicle is
stationary are therefore fulfilled. Also, the headlights are swivelled slightly when the vehicle
accelerates from a standstill and the steering angle remains constant.
49
Convenience and safety electronics
Customisation
Customisation options allow customers to make The system is operated using the lever on the
their own settings for convenience and steering wheel and the menus are selected using
infotainment functions. the display in the dash panel insert Y24.
The settings you select are stored in the control
The specific settings for the different equipment unit that is responsible for control of the
functions are made using a control element and respective function.
a display.
The necessary information is transferred between
the control unit in the dash panel insert and the
respective control units via the CAN data bus.
J412
J285
J453
J364
J533 J503
J527
R
J400 S340_053
Legend
G397 Rain and light sensor J453 Multifunction steering wheel control unit
R Radio J503 Control unit with display for radio and
J285 Control unit with display in dash panel insert navigation
J364 Auxiliary heater control unit J519 Onboard supply control unit
J386..J389 J527 Steering column electronics control unit
Door control units J533 Data bus diagnostic interface
J393 Convenience system central control unit Y24 Display in dash panel insert
J400 Wiper motor control unit
J412 Mobile telephone operating electronics control unit
50
For example: Menu guide
Wipers
Factory setting
Back
On On
Off Off
Back Back
On On
Off Off
Back Back
S340_054
51
Convenience and Safety Electronics
Parking Aid
The parking aid supports the driver when
manoeuvring and parking.
It is based on the familiar 8-channel ultrasound
technology.
S340_055
S340_056
52
Parking aid sender
The senders are mounted in the rear and front bumpers as well as the radiator grille.
J285
Front Rear
3
G252 G206
J217 J345
2 4
E266
G253 G205
7
J533
1 5
6
9 8
J446
G255 G203
11 Terminal 30
10 Terminal 15
H22 H15
S340_057
53
Convenience and Safety Electronics
Transformer
The Passat 2006 can be ordered with an
optional 230 V/50 Hz electrical socket.
A transformer has been installed in the car to
produce the alternating voltage. It is
permanently connected to the socket.
This unit is located in the centre console in place
of the cupholder.
S340_006
Electrical socket
The 230 V socket does not have an earth
connector and can only be operated with a
maximum continuous output of 150 W. Approx.
300 W can be supplied as a short peak output
(2 min).
The socket has a built-in child protection device,
which also functions as a switch.
A green LED above the socket shows that is
working properly. If this LED flashes red, there is
a fault.
This can occur when the output exceeds 150 W
for a long period (overtemperature cut-off) or
the load draw is too high (greater than 300 W).
S340_058
54
The socket is only powered when the engine is
running (terminal 61). Except for the signal cable
from the onboard power supply control unit, the Child protection
transformer is connected to the onboard power micro switch
supply control unit with a voltage supply
(terminal 30) and an earth point.
The alternating voltage stage is electrically Transformer
isolated.
Status LED
S340_061
S340_060
55
Service
Two new adapter systems are used for the wipers on the Passat 2006 called the side-lock
and top-lock systems. Both systems allow you to replace the wiper blades in the parked
position and ensure a more stable connection to the wiper arm.
S340_074
S340_075
56
Washer Fluid Hose
The Passat 2006 features an improved connector system for the washer fluid hose.
Release
Washer fluid hose connector
Lock
S340_076
Please refer to the ELSA electronic service information system for specific instructions on
replacing wiper blades and separating the connectors.
57
Test Yourself
1. What is the maximum appliance output that can be connected constantly to the 230 V socket?
a) 100 W
b) 150 W
c) 300 W
2. Which functions are not integrated in the new convenience system central control unit?
a) Immobilizer
c) Central locking
d) Transformer
3. Which light systems are used in the new Passat tail lights?
a) LEDs only
b) Bulbs only
58
4. Which components have to be adjusted using the FAZIT database?
c) In the boot
6. How many sensors does the Passat 2006 parking aid system have?
Answers: 1 b; 2 d; 3 d; 4 a, b, c; 5 b; 6 c
59
340
Volkswagen AG
Service Training VK-21
Brieffach 1995
38436 Wolfsburg
❀ This paper was manufactured from pulp that was bleached without the use of chlorine.
Service Training
Body
Dimensions and weights 4 Seats 19-20
Front bumper/Body wings 5-6 Tankflap 21
Bonnet 7 Rear lid 22-23
Doors 8-10 Headlamps and lights 24
Rear bumper 11 Notice sticker 25
Dash panel, ancillaries and Adhesive joints 26-27
interior trim 12-14 Acoustic measures 28
Glasing 15 Cavity sealing 29
Door trim and roof rack 16 Overview of body shell 30-31
Sliding/tilting sunroof 17 Body repair group 50, 51, 53 32-35
Airbag 18
Carrocería
Dimensiones y pesos/aerodinámica 4 Asientos 19-20
Paragolpes delantero 5-6 Tapa del déposito 21
Capó del motor y cerradura del capó 7 Portón traservo 22-23
Puertas 8-10 Alumbrado 24
Paragolpes trasero 11 Adhesivos 25
Tablero de instrumentos, componentes y Uniones pegadas 26-27
guarnecidos del habitáculo 12-14 Medidas acústicas 28
Cristales 15 Conserveración de cavidades 29
Bajos y moldras laterales 16 Carrocería sin elementos móviles,
Techo corredizo/deflector 17 cuadro sinóptico 30-31
Airbag 18 Reparación de carosceria - grupo 50, 51, 53 32-35
Carrozzeria
Dimensioni e masse/aerodinamica 4 Sedili 19-20
Paraurti anteriori 5-6 Tappo del serbatoio carburante 21
Cofano vano motore e relativa serratura 7 Portellone posteriore 22-23
Porte 8-10 Luci 24
Paraurti posteriori 11 Targhette instruzioni 25
Cruscotto, parti applicate e Connessioni adhesive 26-27
rivestimenti abitacolo 12-14 Provedimenti riguardanti I‘acustica 28
Vetri 15 Protezione delle cavità 29
Sottoscocca e modanature protettive 16 Vista d‘insieme della scocca grezza 30-31
Tettuc cio scorrevole/Sollevabile 17 Carrozzeria -riparazioni - gruppo 50, 51, 53 32-35
Airbag 18
Carrosserie
Cotes et poids 4 Sièges 19-20
Pare-chocs avant 5-6 Bouchon de reservoir 21
Capot-moteur et serrure de capot-moteur 7 Hayon 22-23
Portes 8-10 Phare 24
Pare-chocs arrière 11 Plaquettes indicatrices 25
Tableau de bord, pièces boulonnées Assemblages par collage 26-27
garniture et habillages dans I‘habitacle 12-14 Mesures d‘insonorisation 28
Vitrages 15 Protectio des corps creux 29
Soubassement et baguettes de protection 16 Assemblage-tôlerie: vue d‘ensemble 30-31
Toit coulissant/pivotant 17 Groupe de réparation carosserie 50, 51, 53 32-35
Coussins gonflables 18
P 3
Karosserie
cw = 0,281
4 P
P 5
Karosserie
6 P
P 7
Karosserie
8 P
P 9
Karosserie
10 P
P 11
Karosserie
12 P
P 13
Karosserie
14 P
P 15
Karosserie
16 P
P 17
Karosserie
18 P
3
1 4
P 19
Karosserie
20 P
P 21
Karosserie
22 P
P 23
Karosserie
24 P
P 25
Karosserie
26 P
P 27
Karosserie
28 P
P 29
Karosserie
30 P
P 31
Karosserie
32 P
P 33
Karosserie
34 P
P 35
© VOLKSWAGEN AG, Wolfsburg
Alle Rechte sowie technische Änderungen vorbehalten.
Technischer Stand 12.2004
Volkswagen AG
Service Training VK-21
Brieffach 1995
38436 Wolfsburg
1
Something new has happened to the diesel engine
The demands on the modern diesel engine with The pump injection system meets these tough
regard to performance, fuel economy, exhaust requirements.
emissions and noise levels are growing
constantly. Even Rudolf Diesel thought about combining the
Good mixture preparation is a key factor for injection pump and injector in one unit in order to
meeting these requirements. dispense with high-pressure lines and thereby
This calls for efficient injection systems which achieve high injection pressures. However, he did
produce high injection pressures to ensure that not have the technical means to put this idea into
fuel is atomised very finely. Also, it is necessary to practice.
precisely control the commencement of fuel
injection and injection quantity.
This is how it might have looked: In 1905, Rudolf Diesel came up with the idea of a
pump injector.
209_03
Diesel engines with mechanically controlled A step into the future, this engine meets the tough
pump injection systems have been in use in ships demands on performance and clean emissions.
and trucks since the 1950s. At this rate, Rudolf Diesel's vision of "smoke-
For the first time, Volkswagen, in association with and odour-free exhaust gases“ will one day
Robert Bosch AG, has succeeded in developing a become reality.
diesel engine with a solenoid valve controlled
pump injection system suitable for use in
passenger cars.
New Important
Note
The Self-Study Programme Please always refer to the relevant Service Literature
is not a Workshop Manual. for all inspection, adjustment and repair instructions.
Table of contents
Introduction .................................................................. 4
Specifications
Service ........................................................................... 54
Special tools
3
Introduction
209_05
4
Specifications
Engine code: AJM
Compression ratio: 18 : 1
250 70 200
200 60 150
50 100
150
100 40 80
Thanks to the high injection pressures up to 2050 From the same displacement, the engine with
bar and the favourable effect they have on the pump injection system develops 21% more
combustion process, the engine develops 285Nm torque than the 1.9-ltr. 81kW TDI engine with
of torque at only 1900rpm. distributor injection pump.
Maximum power output is 85kW at 4000rpm.
5
Pump injection system
General information
What is a pump injector?
A pump injector is, as the name already implies, Each cylinder of the engine has a pump injector.
an injection pump combined with a control unit This means that there is no longer any need for a
and an injector. high-pressure line or a distributor injection pump.
Pressure
generating
pump
209_12
6
Fitting location
209_86
Fixing
209_87
7
Pump injection system
Design
Roller-type
rocker arm
Ball pin
Pump piston
Piston spring
Injection cam
Solenoid valve
needle
Injector
solenoid valve
High-pressure chamber
Retraction piston
O-rings
Injector
spring
Injector needle
damping element
Heat- Injector
insulating seal needle
209_23
Cylinder head
8
Drive mechanism
The camshaft has four additional
cams for driving the pump injector.
They activate the pump pistons of
the pump injector via roller-type
rocker arms.
Injection cam
Valve cam
Roller-type
rocker arm
209_15
As a result, the pump piston is pushed down at As a result, the pump piston moves up and down
high velocity and a high injection pressure is slowly and evenly, allowing fuel to flow free of
attained quickly. air bubbles into the high-pressure chamber of
the pump injector.
Pump Pump
piston piston
209_16 209_17
9
Pump injection system
Good mixture formation is a vital factor to ensure A short firing delay is important for the combustion
efficient combustion. sequence of a diesel engine. The firing delay is the
Accordingly, fuel must be injected in the correct period between the start of fuel injection and the start
quantity at the right time and at high pressure. Even of pressure rise in the combustion chamber. If a large
minimal deviations can lead to higher levels of fuel quantity is injected during this period, the
pollutant emission, noisy combustion or high fuel pressure will rise suddenly and cause loud
consumption. combustion noise.
Pre-injection cycle
To ensure the combustion process is as soft as This meets the requirements for quick ignition of the
possible, a small amount of fuel is injected at a low main injection quantity, thus reducing the firing delay.
pressure before the start of the main injection cycle. The pre-injection cycle and the "injection interval"
This injection process is known as the pre-injection between the pre-injection cycle and the main injection
cycle. Combustion of this small quantity of fuel causes cycle produce a gradual rise in pressure within the
the pressure and temperature in the combustion combustion chamber, not a sudden pressure build-up.
chamber to rise. The effects of this are low combustion noise levels and
lower nitrogen oxide emission.
The injection curve of the pump injection system largely Engine demand Pump injector
matches the engine's demands, with low pressures
during the pre-injection cycle, followed by an "injection
interval", then a rise pressure during the main injection
pressure
Injection
Zeit
10
The injection cycle
The high-pressure chamber is filled During the filling cycle, the pump piston moves
upwards under the force of the piston spring and
thus increases the volume of the high-pressure
chamber.
The injector solenoid valve is not activated.
Roller-type rocker arm
The solenoid valve needle is in its resting position
and opens up the path from the fuel supply line
to the high-pressure chamber. The fuel pressure
in the supply line causes the fuel to flow into the
high-pressure chamber.
Pump piston
Piston spring
Injector
High-pressure
solenoid valve
chamber
209_24
11
Pump injection system
Pump piston
Solenoid valve
seat
Injection cam
Solenoid valve needle
High-pressure
chamber
Injector needle
209_25
12
The pre-injection cycle commences
Undamped
stroke
209_35
As soon as the damping piston plunges into the bore in the Injector spring
injector housing, the fuel above the injector needle can only chamber
be displaced into the injector spring chamber through a
Injector housing
leakage gap. This creates a hydraulic 'cushion' which limits
the injector needle stroke during the pre-injection cycle.
Leakage gap
Hydraulic
cushion
Damping piston
209_36
13
Pump injection system
End of pre-injection cycle The pre-injection cycle ends straight after the
injector needle opens. The rising pressure causes
the retraction piston to move downwards, thus
increasing the volume of the high-pressure
chamber.
The pressure drops momentarily as a result, and
the injector needle closes.
This pre-injection cycle now ends.
The downward movement of the retraction piston
pre-loads the injector spring to a greater extent.
To re-open the injector needle during the
subsequent main injection cycle, therefore, the
fuel pressure has to be higher than during the
pre-injection cycle.
Pump piston
High-pressure
chamber
Injector
solenoid valve
Retraction
piston
Injector
spring
Injector needle
209_26
14
The injection cycle
The main injection cycle commences The pressure in the high-pressure chamber rises
again shortly after the injector needle closes.
The injector solenoid valve remains closed and
the pump piston moves downwards.
At approx. 300 bar, the fuel pressure is greater
than the force exerted by the pre-loaded injector
spring. The injector needle is again lifted and the
main injection quantity is injected.
The pressure rises to 2050 bar, because more
fuel is displaced in the high-pressure chamber
than can escape through the nozzle holes.
Maximum. fuel pressure is at max. engine output,
i.e. at a high engine speed with a large quantity
of fuel being injected at the same time.
Pump piston
High-pressure
chamber
Injector
solenoid valve
Injector
spring
Injector needle
209_27
15
Pump injection system
The main injection cycle ends The injection cycle ends when the engine control
unit stops activating the injector solenoid valve.
The solenoid valve spring opens the solenoid
valve needle, and the fuel displaced by the
pump piston can enter the fuel supply line. The
pressure drops. The injector needle closes and
the injector spring presses the bypass piston into
its starting position.
The main injection cycle now ends.
Pump piston
Injector
solenoid valve
Retraction
piston
Injector needle
209_28
16
Fuel return in the pump injector
Leaking fuel
Pump piston
Restric-
tors
209_96
17
Fuel supply
209_18
18
The bypass
The restrictor bore from the fuel supply line to the fuel return line
Vapour bubbles in the fuel supply line are separated in the fuel return
line through the restrictor bore.
The pressure limiting valve pumps the fuel from the fuel tank via the
fuel filter to the pump injector.
regulates the fuel pressure in the fuel
supply line. The valve opens when the
fuel pressure exceeds 7.5 bar,
and fuel is fed to the suction side of The strainer
the fuel pump.
has the task of collecting vapour bubbles from
the fuel supply line. These vapour bubbles are
then separated through the restrictor bore and
return line.
19
Fuel supply
Connection
for pressure
gauge
209_49
There is a connection for pressure gauge V.A.S. 5187 on the fuel pump for checking the fuel
pressure in the supply line. Please observe the instructions in the Workshop Manual.
Restrictor
Strainer
In the supply line
in the cylinder
head
209_50
20
This is how it works:
Chamber 1 Rotor
209_52
Chamber 2
209_51
21
Fuel supply
209_40
Annular
gap
209_39
22
Without a distributor pipe, the fuel temperature As a result, the fuel temperature rises from
at the pump injector would not be uniform. cylinder 4 to cylinder 1 and the pump injectors
The hot fuel forced back into the supply line by are supplied with different fuel masses. The
the pump injector is pushed from cylinder 4 effects of this would make the engine run
towards cylinder 1 by the flowing fuel into the irregularly and would cause an excessively high
supply line. temperature in the front cylinders.
Annular
gap
209_102
23
Fuel supply
209_42
24
The fuel cooling circuit
The fuel returning from the pump injector flows The fuel cooling circuit is connected to the engine
through the fuel cooler and transfers its high cooling circuit in the vicinity of the expansion
temperature to the coolant in the fuel cooling tank. The fuel cooling circuit can thus be filled
circuit. and changes in volume due to temperature
The fuel cooling circuit is separate from the fluctuation can be compensated. The fuel cooling
engine cooling circuit. This is necessary since the circuit is connected so that the hotter engine
temperature of the coolant is too high to cool cooling circuit does not have a detrimental effect
down the fuel when the engine is at operating on the fuel cooling circuit.
temperature engine.
209_48
The auxiliary water cooler The fuel cooling pump Engine cooling
circuit
reduces the temperature of the coolant is an electrical recirculation pump which circulates the
in the coolant circuit. It dissipates the coolant in the fuel cooling circuit. It is switched on by
heat of the coolant to the ambient air. the engine control unit via the fuel cooling pump relay
at a fuel temperature of 70°C.
25
Engine management
System overview
Diagnosis wire
and immobiliser wire
Coolant temperature sender G62
Fuel temperature
sender G81
ABS control unit J104
Auxiliary signals:
Road speed signal
Air conditioner compressor ready
CCS switch
3-phase AC alternator terminal DF
26
Glow plugs Q6
Solenoid valve
for charge pres-
sure control N75
Change-over valve
for intake manifold flap
N239
Pump relay,
fuel cooling J445
Fuel cooling
pump
V 166
Automatic gearbox control
unit J217 Auxiliary signals:
Coolant auxiliary heater
Engine speed
Cooling fan run-on
Air conditioner compressor cut-off
Fuel consumption signal
209_53
27
Engine management
Sensors
Hall
sender
209_54
Signal utilisation The engine control unit uses the signal which the Hall sender
generates to recognise the cylinders when starting the engine.
Effects of signal failure In the event of signal failure, the control unit utilises the signal
which the engine speed sender G28 generates.
J248
G40
209_55
28
Cylinder recognition when starting the engine
When starting the engine, the engine control unit
must know what cylinder is in the compression
stroke in order to activate the correct pump
injector valve. For this purpose, it evaluates the
signal generated by the Hall sender, which scans
the teeth of the camshaft sender wheel and thus
determines the camshaft position.
Cylinder 2
209_94
This is how it works:
Each time a tooth passes the Hall sender, a Hall From this, the engine control unit recognises the
voltage is induced and transmitted to the engine cylinder and can control the correct injector
control unit. Because the teeth are spaced at solenoid valve.
different distances apart, the Hall voltages occur
at different time intervals.
209_95
29
Engine management system
209_56
209_85
Signal utilisation The signal generated by the engine speed sender records the
engine speed and the exact position of the crankshaft. The
injection point and the injection quantity are calculated using
this information.
Effects of signal failure If the signal of the engine speed sender fails, the engine is
turned off.
Electrical circuit
J248
209_57
G28
30
Function To allow the engine to be started quickly, the engine control unit
Quick start recognition evaluates the signals generated by the Hall sender and the
engine speed sender.
The engine control unit recognises the cylinder from the signal
generated by the Hall sender which scans the camshaft sender
wheel. Due to the 2 gaps on the crankshaft sender wheel, the
engine control unit receives a reference signal after only half a
turn of the crankshaft. In this way, the engine control unit can
recognise the position of the crankshaft in relation to the
cylinders at an early stage and activate the correct solenoid
valve to initiate the injection cycle.
1 camshaft revolution
Signal generated
1 crankshaft rotation
by engine speed
sender
209_95
31
Engine management
209_43
Signal utilisation The signal generated by the fuel temperature sender is used to
recognise the fuel temperature.
The engine control unit requires this signal to calculate the
commencement of injection point and the injection quantity so
that it can make allowance for the density of the fuel at different
temperatures. In addition, the signal is utilised as information for
switching on the fuel cooling pump.
Effects of signal failure In the event of signal failure, the engine control unit calculates a
substitute value from the signal generated by coolant
temperature sender G62.
Electrical circuit
J248
G81
209_58
32
The following sensors have previously been described in other Self-Study Programmes relating to the TDI
engine. For this reason, they are not explained in as much detail as the preceding sensors.
209_44
Signal utilisation The engine control unit utilises the measured values to calculate
the injection quantity and the exhaust gas recirculation rate.
Effects of signal failure If the signal from the air-mass flow meter fails, the engine
control unit uses a fixed substitute value.
209_60
Signal utilisation The engine control unit uses the coolant temperature as a
correction value for calculating the injection quantity.
Effects of signal failure If the signal fails, the engine control unit uses the signal
generated by the fuel temperature sender to calculate the
injection quantity.
33
Engine management system
209_59
Signal utilisation The engine control unit can recognise the position of the
accelerator pedal from this signal. In vehicles with an automatic
gearbox, the kick-down switch indicates to the engine control
unit when the driver wants to accelerate.
Effects of signal failure Without this signal, the engine control unit is unable to recognise
the accelerator pedal position. The engine runs on at a higher
idling speed to enable the driver to reach the next workshop.
34
Intake manifold pressure sender G71
Intake manifold temperature sensor G72
The intake manifold pressure sender and the intake manifold
temperature sensor are integrated in the intake pipe in one unit.
209_45
Signal utilisation The signal which the intake manifold pressure sender supplies is
required to check the charge pressure. The engine control unit
compares the actual measured value with the setpoint from the
charge pressure map. If the actual value deviates from the
setpoint, then the engine control unit adjusts the charge pressure
via the solenoid valve for charge pressure control.
Effects of signal failure The charge pressure can no longer be regulated. Engine
performance drops.
Signal utilisation The engine control unit requires the signal generated by the
intake pipe temperature sender as a correction value for
computing the charge pressure. It can then make allowance for
the effect of temperature on the density of the charge air.
Effects of signal failure If the signal fails, the engine control unit uses a fixed substitute
value to calculate the charge pressure. This can result in a drop
in engine performance.
35
Engine management system
209_61
Signal utilisation The altitude sender sends the momentary ambient air pressure
to the engine control unit; this value is dependent on the
vehicle's geographical altitude.
With this signal the engine control unit can carry out an altitude
correction for charge pressure control and exhaust gas
recirculation.
209_62
Signal utilisation The engine control unit recognises from this signal whether the
clutch is engaged or disengaged. When the clutch is engaged,
injection quantity is reduced briefly to engine prevent shudder
when shifting gear.
Effects of signal failure If the signal from the clutch pedal switch fails, power-off
reactions can occur when shifting gear.
36
Brake light switch F and
brake pedal switch F47
The brake light switch and the brake pedal switch are located on
the foot controls in one unit.
209_63
Signal utilisation: Both switches supply the engine control unit with the “brake
activated“ signal. For safety reasons, the engine is regulated
when the brake is activated, as the electrical accelerator
position sender could be defective.
Effects of signal failure: If one of the two switches fails, the engine control unit reduces
the fuel quantity. Engine performance drops.
37
Engine management system
Auxiliary-input signal
Air conditioner compressor ready The air conditioner switch sends engine control unit a
signal indicating that the air conditioner compressor will
shortly be switched on. This enables the engine control
unit to increase the idling speed of the engine before the
air conditioner compressor is switched on to prevent a
sharp drop in engine speed when the compressor starts
up.
CCS switch The signal generated by the CCS switch tells the engine
control unit that the cruise control system has been
activated.
CAN databus The engine control unit, the ABS control unit and the
automatic gearbox control unit interchange information
along a CAN databus.
The CAN databus allows large volumes of data to be
transferred within a short period of time.
38
Actuators
Injector solenoid valves
N240, N241, N242, N243
The injector solenoid valves are attached to the pump injector
units by a cap nut.
These solenoid valves are activated by the engine control unit.
The engine control unit regulates the commencement of injection
point and injection quantity of the pump injector units via the
injector solenoid valves.
209_64
Commencement of injection As soon as the engine control unit activates an injector solenoid
point valve, the magnetic coil presses the solenoid valve needle down
into the valve seat and closes off the path from the fuel supply
line to the high-pressure chamber of the pump injector unit. The
injection cycle then begins.
Injection quantity The injection quantity is dependent on how long the solenoid
valve is activated. Fuel is injected into the combustion chamber
as long as the injector solenoid valve is closed.
Effects of failure If an injector solenoid valve fails, the engine will not run smoothly
and performance will be lower. The injector solenoid valve has a
dual safety function. If the valve stays open, pressure cannot
build up in the pump injector. If the valve stays closed, the high-
pressure chamber of the pump injector can no longer be filled. In
both cases, no fuel is injected into the cylinders.
209_65
39
Engine management system
This is how it works The injection cycle is initiated when the injector solenoid valve is
activated. A magnetic field is built up, the current intensity
increases and the valve closes.
A distinct knee appears in the current curve at the point where
the solenoid valve needle makes contact with the valve seat.
This knee point is described as the B I P (abbreviation for
Beginning of Injection Period).
The BIP indicates to the engine control unit when the injector
solenoid valve is fully closed, i.e. the point at which injection
commences.
Current curve
Valve
Injector solenoid valve Commencement Valve-closing Valve
of activation time End of activation
= BIP
Current intensity
Holding current
Control limit
Pick-up
current
Time
209_97
40
When the valve is closed, the current intensity drops to a
constant holding current. When the desired delivery period
elapses, the activation cycle ends and the valve opens.
The engine control unit registers the actual closing time of the
pump injector valve, or BIP, for the purpose of calculating the
activation point of the valve for the next injection cycle. If the
actual commencement of injection point deviates from the set
value stored in the engine control unit, the point at which
activation of the valve begins is corrected.
Example If there is air inside the pump injector, the solenoid valve needle
has a low resistance when it closes. The valve closes quickly and
the BIP is earlier than expected.
41
Engine management
This is how it works If the engine is turned off, the engine-control unit
sends a signal to the intake manifold flap
change-over valve. The change-over valve then
switches the vacuum for the vacuum box. The
vacuum box closes the intake manifold flap.
0 I
209_69
J248
N239
209_70
42
Fuel cooling relay J445
209_71
Effects of failure If the relay drops out, the fuel flowing back from the pump
injector to the fuel tank will not be cooled. The fuel tank and the
fuel level sender can become damaged.
S A/+
J248
J445
V166
209_72
The actuator diagnosis function in the self-diagnosis can be used to check whether the fuel
cooling relay has been activated by the engine control unit.
43
Engine management system
The following actuators have already been described in other Self-Study Programmes dealing with the
TDI engine. For this reason, they are not explained in as much detail as the preceding actuators.
209_75
For detailed information regarding the variable turbine geometry, please refer to Self-Study
Programme 190.
44
Warning lamp for glow period K29
The warning lamp for glow period is located in the dash panel
insert.
Effects of failure: The warning lamp comes on and does not flash.
A fault message is stored to the fault memory.
45
Engine management
Engine speed This signal serves as information on engine speed for the
rev counter in the dash panel insert.
Cooling fan run-on The run-on period of the cooling fan is controlled
according to a characteristic curve stored in the engine
control unit. It is calculated from the current coolant
temperature and the load state of the engine during the
previous driving cycle. The engine control unit uses this
signal to activate the relay for radiator fan setting 1.
Air conditioner compressor cut-off To reduce engine load, the engine control unit switches the
air conditioner compressor off in the following conditions:
Fuel consumption signal This signal serves as information on fuel consumption for
the multifunctional display in the dash panel insert.
46
Glow plug system
The glow plug system makes the engine easier to The system overview shows you what sensors use
start at low temperatures. The engine control unit signals for the glow plug system and what
switches it on when the coolant temperature actuators are activated.
drops below +9°C.
The glow plug relay is activated by the engine
control unit. The engine control unit then switches
on the working current for the glow plugs.
Coolant temperature
sender G62
Warning lamp for
glow period K29
209_99
The glow process is divided into two phases.
After he ignition is turned on, the glow plugs are The afterglow phase takes place whenever the
switched on at a temperature of below +9°C . engine is started, irrespective of whether it is
The warning lamp for glow period comes on. preceded by a glow phase or not.
The warning lamp goes out at the end of the This reduces combustion noise, improves idling
glow cycle and the engine can be started. quality and reduces hydrocarbon emission.
The afterglow phase lasts no more than four
minutes and is interrupted when the engine
speed
rises above 2500rpm.
47
Engine management system
Function diagram
Components
Auxiliary signals
48
30
15
J52
S S S
E45 A/+
B D F G
J248
G81
F60/F8 G79 N L
G28
O M K H
in out
Q6
31
209_80
49
Self-diagnosis
03 Actuator diagnosis
04 Basic adjustment
209_82
05 Erase fault memory
06 End of output
Function 02 Interrogate fault memory The colour coded components are stored to the
fault memory by the self-diagnosis function.
Q6
J52
G70 F96 N240, N241,
N242, N244
G28
K29
G40 J248
N18
G79
F8
F60
N75
G62
G71
G72 N239
F
F47
G81 V166
J104 J217 J445
209_81
50
Engine mechanicals
209_07
Combustion force
Contact surfaces
209_08 209_09
In comparison with the conventional link The combustion forces are consequently
between the piston and the conrod, the conrod distributed over a large area, and this relieves
eye and the piston hub have a larger contact the load on the piston pin and conrod.
surface area at the piston pin owing to their
trapezoidal shape.
51
Engine mechanicals
209_88
52
This is how it works:
h
Pitc
is stretched and the pitch is temporarily
increased as a result.
Acceleration force
209_92
53
Service
Special tools
54
Special tools
209_90a-k
55
Service
Repair notes
After installing the pump injector, the minimum This adjustment prevents the pump piston
clearance between the base of the high-pressure knocking against the base of the high-pressure
chamber and the pump piston must be adjusted chamber due to heat expansion.
in the lowest position at the adjusting screw of
the pump injector.
Adjusting screw
Pump piston
Minimum clearance
High-pressure
chamber
209_98
You will find a description of the adjustment procedure in the Workshop Manual.
56
Test your knowledge
209_23
57
Test your knowledge
b. Retraction piston
a. It prevents the fuel tank and the fuel level sender from being
damaged by excessively hot fuel.
58
Solutions:
1. For a list of components, refer to page 8
2. a, b, c
3. b
4. a
5. b
6. b
Notes
209