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s547_100
Important
note
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Contents
rrectness of i
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Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
The 2.0-l 176-kW TDI biturbo engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
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Engine mechanics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Crankshaft group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Cylinder head. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Camshaft housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Toothed belt drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Oil supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Thermal management system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Air duct system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Turbocharger system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Charge pressure control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Emission control module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Trap catalytic converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Common rail fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
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Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Test your knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39
Introduction
The 2.0-l 176-kW TDI biturbo engine
The 2.0-l 176-kW biturbo engine is based on the EA288 Vmodular
diesel matrix introduced in 2012.
AG. olkswagen AG d
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oes turbochargers arranged in series.
w
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Its high power output has been achieved among
other
two
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Technical features
- Two-stage turbocharger system consisting of high-pressure and low-pressure turbochargers
- Two balance shafts
- Thermal management system using an on-demand coolant pump
- Water-cooled charge air cooler
- Emission control module with an oxidising catalytic converter and a diesel particulate filter
- Dual-circuit exhaust gas recirculation system consisting of high-pressure and low-pressure exhaust gas
recirculation
- SCR exhaust gas treatment system
- Common rail fuel injection with a maximum injection pressure of 2,500 bar
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s547_070
Technical data
Engine code
CUAA
Type
Displacement
Bore
81.0 mm
95.5 mm
1-3-4-2
Maximum output
Maximum torque
Bosch EDC 17
Diesel compliant with DIN EN590
Emission standard
EU6
[kW]
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Firing order
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Compression ratio
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15.5:1
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170
160
460
150
440
140
420
130
400
120
380
110
360
100
340
90
2,000
4,000
6,000
s547_092
Stroke
[rpm]
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Cylinder block
The cylinder block is based on the 2.0-l TDI engines from the EA288 diesel engine family (mono turbo).
It is made from an alloy of cast iron with flake graphite. Adding the reinforcements to the cylinder block has
increased the strength and improved the acoustics.
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s547_003
The bolts for the crankshaft bearing caps are longer due to the increased loads and are screwed deeper into the
cylinder block.
Crankshaft
Crankshaft bearing
caps
Crankshaft bearing caps
s547_102
Conrod bearings
Crankshaft group
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forgedsscrankshaft
is made from a high-strength steel alloy (material
Crankshaft
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The
42, CrMoS4).
It is mounted in five bearings and has four counterweights on the crank webs. The gears for driving the balance
shafts and for driving the oil pump have been shrunk onto the crankshaft.
Pistons
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Balance shaft
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Oil inlet/
outlet
Oil inlet/
outlet
s547_103
Counterweight
Crankshaft
bearing
Balance shaft
s547_104
Engine mechanics
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Exhaust port
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Intake port
Exhaust valve
Inlet valve
s547_115
Lower coolant
jacket
s547_071
Cross-flow cooling
The cylinder head uses cross-flow cooling with a
lower and an upper cooling jacket.
The cooling of the cylinder head has been improved
with coolant passages between the inlet ports.
Camshaft housing
The inlet and exhaust camshafts have been integrated
into a camshaft housing. The exhaust camshaft is
driven by a toothed belt. The exhaust camshaft then
drives the inlet camshaft via spur gears.
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Camshaft housing
Spur gears
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s547_072
Exhaust camshaft
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Engine mechanics
Toothed belt drive
The exhaust camshaft, the two-piston high-pressure pump for the common rail system and the coolant pump are
driven by the toothed belt drive. The toothed belt has been reinforced due to the increased loads.
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Exhaust camshaft
Camshaft toothed
ss belt pulley
Inlet camshaft
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Damper wheel
Automatic
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Toothed belt
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Crankshaft
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Drive pulley
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Damper wheel
s547_105
Crankshaft pulley
The toothed belt is stretched four times per
crankshaft revolution due to the use of a two-piston
high-pressure pump.
A bi-oval pulley has been fitted to the crankshaft to
reduce the loading on the toothed belt. The bi-oval
pulley changes the ratio and thus counteracts the
stretching of the toothed belt.
Large
diameter
Small diameter
10
s547_113
Oil supply
The oil is supplied via a two-stage, volume flow regulated vane pump. The oil pump is driven by the crankshaft via
a maintenance-free toothed belt. It supplies the crankshaft group, the valve gear, the high-pressure turbocharger
and the low-pressure turbocharger with sufficient engine oil.
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Oil pressure switch for reduced
oil
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F378
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s547_011
High-pressure stage
3.3-3.8
bar
Low-pressure stage
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2.0-2.3
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Pressure requirements
3,000 rpm
s547_042
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The oil pump switches to the higher oil pressure stage for the first 1,000 km in order to improve the
running-in performance of the engine when it is new. After new parts are installed, e.g. engine, short
engine, cylinder head, camshaft housing or turbocharger, the oil pressure control should be limited to
the high oil pressure stage for 1,000 km.
The high oil pressure stage is set with the vehicle diagnostic tester.
11
AG.
Engine mechanics
Thermal management system
The coolant circuit consists of three sub-circuits:
- Micro-circuit
- High-temperature circuit
- Low-temperature circuit
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12
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Key
1 Coolant expansion tank
2 Heat exchanger for heater
3 Exhaust gas recirculation cooler
4 Coolant pump for high-temperature circuit V467
5 Injector for reducing agent N474
6 Low-pressure turbocharger compressor housing
7 Low-pressure turbocharger bearing housing
8 Cylinder head
9 Gear oil cooler
10 Cylinder block
11 On-demand coolant pump
Volkswagen AG
12 Coolant valve for cylindergehead
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Vol sender G62
13 Coolant temperature
by
ed
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14 Charge airocooler
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sensor G18
15 Temperature
ss
The system should be charged and bled with the cooling system charge unit
VW6096 and the vehicle diagnostic tester together with Guided Functions.
Always follow the instructions and observe the information provided in ELSA
when working on the cooling system.
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You will find further information about the function of the coolant circuit in Selfstudy Programme no. 514 The New EA288 Diesel Engine Family.
s547_035
13
Engine mechanics
Micro-circuit
High-temperature circuit
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14
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s547_055
s547_056
Low-temperature circuit
The low-temperature circuit cools the intake air
temperature to approximately 45C in the charge air
cooler.
Coolant flows through the following components:
- Injector for reducing agent N474 (5)
- Compressor housing of
low-pressure turbocharger (6)
- Charge air cooler (14)
- Temperature sensor G18 (15)
- Coolant pump for
low-temperature circuit V468 (20)
- Actuator for
engine temperature regulation N493 (21)
- Water radiator for charge air cooling circuit (22)
s547_057
un
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Signal use
The engine control unit uses the signal to calculate the
required position of the actuator for engine
temperature regulation N493.
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The temperature sensor G18 is screwed in directly in front oforthe water-cooled charge air cooler. It measures
tee the
h
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input coolant temperature of the water-cooled charge air
cooler.
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s547_074
15
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Engine mechanics
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Regulation with the actuator for engine atemperature
sthe
Adjustable passage
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Coolant pump
for low-temperature
circuit V468
Connection to radiator
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Bypass passage
Water radiator
for charge air
cooling circuit
Inlet connection
s547_096
16
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Temperature
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s547_106
Adjustment unit with evaluation electronics
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t to the co
nform
spec
a
t
i
h re
o
n in
wit
thi
s
es, in part or in w
l purpos
hole
ercia
, is n
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com
pe
rm
itte
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ility
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AG. Volkswagen AG d
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agen
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by
AG.
Prote
cted
by
c
o
py
rig
ht
.
C
op
yi
turbocharger
Inlet valve
Intake air
Intake manifold
Water-cooled charge air cooler
Throttle valve
module
Pulsation damper
s547_077
High-pressure
turbocharger
17
Engine mechanics
eo
ra
c
th
au
ss
Prote
cted
by
c
o
py
rig
ht
.
C
op
yi
Air filter
10
11
24
12
25
13
26
14
27
15
28
29
30
31
32
33
34
agen
lksw
Vo
by
AG.
18
ht
rig
py
Co
t.
Key
do
c
um
en
r
te o
iva
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rp
fo
g
n
rrectness of i
t to the co
nform
spec
a
t
i
h re
o
n in
wit
thi
s
es, in part or in w
l purpos
hole
ercia
, is n
m
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com
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rm
itte
d
ility
ab
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an
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un
le
In the 2.0-l TDI biturbo engine, two turbochargers connected in series produce the charge pressure.
At low engine speeds, the intake
air is pre-compressed by the low-pressure turbocharger and the main
n AG. Volkswagen AG do
es n
wage
s
k
l
ot g
o
compression is performed
by the high-pressure turbocharger
(two-stage operation). At high engine speeds, the
yV
ua
b
d
e
nteown (single-stage operation).
low-pressure oturbocharger
compresses the intake air onraits
ris
s547_076
16
17
18
19
Bypass flap
20
21
22
35
23
36
es, in part or in w
l purpos
hole
ercia
, is n
m
ot p
om
c
r
erm
o
e
t
a
itte
riv
du
p
or
nl
f
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n
rrectness of i
t to the co
nform
spec
at
i
h re
o
n
wit
in t
his
ility
ab
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an
pt
ce
Turbocharger system
n AG. Volkswagen AG do
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wage
s
k
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ir se
tee
o
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or
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ht
rig
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Co
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lksw
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by
AG.
Prote
cted
by
c
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p
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gh
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.
C
op
yi
Compressor wheel
do
c
um
en
Low-pressure
turbocharger
Turbine
High-pressure
turbocharger
Exhaust manifold
Vacuum unit for bypass flap
Turbocharger 1
control unit J724
Turbine
s547_101
Adjustable vanes
The designation of the high-pressure turbocharger and of the low-pressure turbocharger has been
assigned on the basis of the two-stage operation in which the low-pressure turbocharger is used
exclusively for pre-compression (low pressure) of the intake air and the high-pressure turbocharger
takes care of the main compression (high pressure).
19
Engine mechanics
AG. Volkswagen AG d
agen
oes
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not
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b
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d
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ise
r
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h
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s
Low-pressure turbocharger
ht
rig
py
Co
t.
es, in part or in w
l purpos
hole
ercia
, is n
m
m
ot p
o
c
erm
or
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t
a
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iv
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du
rp
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nl
f
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thi
sd
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m
en
Compressor housing
agen
lksw
Vo
by
AG.
Prote
cted
by
c
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p
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gh
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C
op
yi
rrectness of i
t to the co
nf
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r
m
spec
atio
h re
n in
wit
s547_097
Vacuum unit with position sender
for charge pressure positioner G581
20
un
le
pe
rm
itte
d
r
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iva
r
rp
fo
g
n
AG.
Prote
cted
by
c
o
py
rig
ht
.
C
op
yi
Coolant supply
and return
do
c
um
en
ht
rig
py
Co
t.
es, in part or in w
l purpos
hole
ercia
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m
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com
ility
ab
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an
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ce
AG. Volkswagen AG d
agen
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c
s
s
Turbine housing of
low-pressure
turbocharger
s547_109
21
Engine mechanics
High-pressure turbocharger
This enables fast response and high torque at low
engine speeds. The high-pressure turbocharger
reaches speeds of up to 240,000 rpm. The sleeve
bearings are lubricated and cooled with engine oil.
AG. Volkswagen AG d
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AG.
s547_107
You will find further information about the design and function of the turbocharger in
Self-study Programme no. 190 Adjustable Turbocharger.
22
do
c
um
en
agen
lksw
Vo
by
Exhaust manifold
Turbine housing
Prote
cted
by
c
o
py
rig
ht
.
C
op
yi
Compressor outlet
ht
rig
py
Co
t.
Compressor inlet
Turbocharger 1 control
unit J724
rrectness of i
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nform
spec
a
t
i
h re
o
n in
wit
thi
s
Compressor housing
es, in part or in w
l purpos
hole
ercia
, is n
m
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com
pe
rm
itte
d
ility
ab
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an
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un
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s547_081
ht
rig
py
Co
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agen
lksw
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by
AG.
Prote
cted
by
c
o
p
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gh
t.
C
op
yi
thi
sd
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cu
m
en
Bypass flap
rrectness of i
t to the co
nf
o
r
m
spec
atio
h re
n in
wit
es, in part or in w
l purpos
hole
ercia
, is n
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m
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or
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t
a
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iv
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f
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ility
ab
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agen
The turbine bypass flap regulates between two-stage
ksw
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b
and single-stage operation.
ed
ris
o
h
The turbine bypass flap is installed in the
ut
sa
low-pressure turbocharger. The further the turbine s
bypass flap is opened, the greater the exhaust gas
mass flow that is directed to the turbine in the
low-pressure turbocharger. The turbine bypass flap is
adjusted via the turbine changeover valve N529 and
the vacuum unit with position sender for charge
pressure positioner G581.
Turbine bypass
It is adjusted pneumatically by the vacuum system.
flap
The flap is open in unpressurised state.
Bypass flap
Vacuum unit
for bypass flap
s547_082
Vacuum unit with position sender for
charge pressure positioner G581
23
Engine mechanics
G. Volkswagen AG d
oes
not
gu
ara
nt
In single-stageeeoperation,
or
ac
A
agen
Compressor bypass valve
ksw
Vol
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db
ise
r
The compressor bypass valve
thois installed in the
au
s
s
charge air system in a bypass
passage downstream
es, in part or in w
l purpos
hole
ercia
, is n
m
m
ot p
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c
erm
or
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t
a
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iv
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du
rp
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nl
f
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ility
ab
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an
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thi
sd
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ht
rig
py
Co
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Low-pressure turbocharger
agen
lksw
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by
AG.
Prote
cted
by
c
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py
rig
h
t
.
Co
py
i
s547_110
Compressor bypass valve
(open)
s547_111
24
High-pressure
turbocharger
Exhaust manifold
The exhaust manifold has the task of collecting the exhaust gas mass flow from the cylinders and feeding it via passages to the high-pressure and low-pressure turbochargers.
When the turbine bypass flap is closed, the whole exhaust gas mass flow is guided to the high-pressure turbocharger and then drives the turbine. From there, the exhaust gas mass flow is guided back to a passage in the
exhaust manifold and onward to the low-pressure turbocharger. The remaining energy of the exhaust gas mass
flow is thus sent to the turbine in the low-pressure turbocharger and drives it.
When the turbine bypass flap is open, the exhaust gas mass flow is fed via a passage directly to the turbine in the
low-pressure turbocharger. The further the turbine bypass flap is opened, the greater the exhaust gas mass flow
that is guided to the turbine in the low-pressure turbocharger. This accelerates the turbine quicker and the charge
pressure increases.
Low-pressure
turbocharger
High-pressure
turbocharger
ss
Connection to high-pressure
exhaust gas recirculation
es n
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ua
ran
tee
or
ac
w
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itte
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Exhaust manifold
s547_112
rrectness of i
t to the co
nform
spec
a
t
i
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o
n in
wit
thi
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es, in part or in w
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hole
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rig
py
Co
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do
c
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s547_084
un
le
25
agen
lksw
Vo
by
AG.
Prote
cted
by
c
o
py
rig
h
t
.
Co
py
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Engine mechanics
1 Control range
Two-stage operation
The charge pressure is controlled by adjusting the vanes in the high-pressure turbocharger.
High-pressure
turbocharger
Vanes
Bypass flap
Compressor bypass
valve
Turbocharger 1
control unit J724
rrectness of i
t to the co
nform
spec
at
i
h re
o
n
wit
in t
his
s547_050
Low-pressure turbocharger
ht
rig
py
Co
t.
agen
lksw
Vo
by
AG.
Prote
cted
by
c
o
py
rig
h
t
.
Co
py
i
26
ility
ab
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an
pt
ce
es, in part or in w
l purpos
hole
ercia
, is n
m
ot p
om
c
r
erm
o
e
t
a
itte
riv
du
p
or
nl
f
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n
AG. Volkswagen AG d
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ut
ra
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2 Control range
Two-stage operation
The charge pressure is controlled via the turbine bypass flap.
High-pressure
turbocharger
Vanes
gu
ara
nte
eo
ra
c
Bypass flap
Turbocharger 1
control unit J724
s547_051
Low-pressure turbocharger
agen
lksw
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by
AG.
Prote
cted
by
rrectness of i
t to the co
nform
spec
at
i
h re
o
n
wit
in t
his
do
c
um
en
es, in part or in w
l purpos
hole
ercia
, is n
m
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c
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erm
o
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t
a
itte
riv
du
p
or
nl
f
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g
n
Compressor bypass
valve
ility
ab
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an
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ce
y
db
ise
r
tho
au
s
s
27
c
o
p
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gh
t.
C
op
yi
Engine mechanics
3 Control range
Single-stage operation
The charge pressure is controlled by the bypass flap in the low-pressure turbocharger.
High-pressure
turbocharger
Vanes
Bypass flap
r
fo
ng
Prote
cted
by
28
AG.
c
o
p
yri
gh
t.
C
op
yi
s547_052
agen
lksw
Vo
by
Turbocharger 1
control unit J724
ht
rig
py
Co
t.
Compressor bypass
valve
rrectne
s
s
o
f
i
t to the co
n
form
spec
atio
h re
n
wit
i
n
thi
sd
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c
um
en
urposes, in part or in wh
ole,
cial p
is n
mer
m
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erm
or
e
t
a
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v
i
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d
p
AG. Volkswagen AG d
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l
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gu
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ise
r
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h
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u
ra
a
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s
s
ility
ab
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an
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ce
un
le
Low-pressure turbocharger
rrectness of i
t to the co
nf
o
r
m
spec
atio
h re
n in
wit
Lower bracket
thi
sd
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cu
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en
ht
rig
py
Co
t.
agen
lksw
Vo
by
AG.
s547_085
ra
c
ility
ab
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an
pt
ce
es, in part or in w
l purpos
hole
ercia
, is n
m
m
ot p
o
c
erm
or
e
t
a
itte
iv
r
du
rp
o
nl
f
e
ng
au
ss
Trap catalytic
converter
Prote
cted
by
c
o
py
rig
h
t
.
Co
py
i
You will find further information about the design and function of the SCR system in
Self-study Programme no. 540 The Selective Catalytic Reduction Exhaust Gas Treatment System
in the Passat 2015.
29
Engine mechanics
Common rail fuel system
The 2.0-l TDI biturbo engine uses a common rail fuel
system with piezo injectors and a two-piston highpressure pump.
The common rail fuel system from Bosch produces a
maximum injection pressure of 2,500 bar. The high
fuel pressure is generated by a two-piston highpressure pump.
The piezo injectors each have ten injection holes and
allow a good, precise and fast injection delivery at
maximum injection pressure.
s547_022
ht
rig
py
Co
t.
agen
lksw
Vo
by
AG.
Prote
cted
by
c
o
py
rig
h
t
.
Co
py
i
You will find further information about the design and function of the high-pressure pump in
Self-study Programme no. 495 The 3.0 l V6 TDI Engine (Generation 2).
30
do
c
um
en
rrectness of i
t to the co
nform
spec
at
i
h re
o
n
wit
in t
his
es, in part or in w
l purpos
hole
ercia
, is n
m
ot p
om
c
r
erm
o
e
t
a
itte
riv
du
p
or
nl
f
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n
ility
ab
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an
pt
ce
High-pressure
accumulator
(rail)
AG. Volkswagen AG d
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s547_034
ht
rig
py
Co
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agen
lksw
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by
Prote
cted
by
c
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py
rig
ht
.
C
op
yi
AG.
Key
rrectne
s
s
o
f
i
t to the co
n
form
spec
atio
h re
n
wit
i
n
thi
sd
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c
um
en
urposes, in part or in wh
ole,
cial p
is n
mer
m
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c
erm
or
e
t
a
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v
i
r
d
p
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ab
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an
pt
ce
un
le
Fuel filter
10
High-pressure pump
11
12
Pulsation damper
31
ility
ab
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an
pt
ce
un
le
Control unit in
dash panel insert
J285
Convenience
CAN bus
r
fo
ng
Data bus
diagnostic interface J533
agen
lksw
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by
AG.
Prote
cted
by
c
o
py
rig
h
t
.
Co
py
i
ht
rig
py
Co
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rrectne
s
s
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f
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form
spec
atio
h re
n
wit
i
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thi
sd
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c
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en
urposes, in part or in wh
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cial p
is n
mer
m
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c
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or
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t
a
itte
v
i
r
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p
Powertrain
CAN bus
32
Actuators
Fuel pump control unit J538
Fuel delivery unit GX1
Injectors, cylinders 14
N30, N31, N32, N33
Fuel metering valve N290
Fuel pressure regulating valve N276
Charge pressure control solenoid valve N75
rrectness of i
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nform
spec
at
i
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in t
his
es, in part or in w
l purpos
hole
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a
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riv
du
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nl
f
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do
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Diagnostic connector
gu N474
Injector for reducing agent
ara
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ab
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by
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ris
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th
au
ss
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Prote
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.
C
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s537_049
33
rrectness of i
t to the co
nform
spec
at
i
h re
o
n
wit
in t
his
do
c
um
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agen
lksw
Vo
by
AG.
es, in part or in w
l purpos
hole
ercia
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m
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c
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erm
o
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t
a
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f
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n
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ab
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ce
AG. Volkswagen AG d
agen
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b
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nte
is and actuators (connector A 91 pins and connector
r
o
eo
h
ut
ra
a
c
s
105
pins).
It
is
located
on
the
left
of
the
engine
s
ht
rig
py
Co
t.
Prote
cted
by
c
o
py
rig
h
t
.
Co
py
i
s547_068
Connector B
Connector A
Engine control
unit J623
s547_087
34
Evaluation
electronics
thi
sd
o
cu
m
en
ht
rig
py
Co
t.
agen
lksw
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by
AG.
Prote
cted
by
es, in part or in w
l purpos
hole
ercia
, is n
m
m
ot p
o
c
erm
or
e
t
a
itte
iv
r
du
rp
o
nl
f
e
ng
not
gu
ara
thermal element
nand
tee evaluation electronics.
or
The evaluation electronics
and the thermal element
ac
ility
ab
y li
an
pt
ce
k
Vol
by
d
e uses a new
biturbo engine
ris
tho
u
gas temperature
senders
a
ss
Thermal element
s547_098
35
c
o
p
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gh
t
.
C
op
yi
rrectness of i
t to the co
nf
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r
m
spec
atio
h re
n in
wit
Effects of failure
If the exhaust gas temperature sender 1 fails, there is
no diesel particulate filter regeneration.
Evaluation electronics
thi
sd
o
cu
m
en
agen
lksw
Vo
by
es, in part or in w
l purpos
hole
ercia
, is n
m
m
ot p
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c
erm
or
e
t
a
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iv
r
du
rp
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nl
f
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ility
ab
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an
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ce
AG.
Prote
cted
by
c
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p
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gh
t.
C
op
yi
Sensor signal
s547_094
Evaluation electronics
Thermal element
Temperature
difference due to
spatial separation
Voltage
difference
between
metals A and B
Metal A
Thermal element
Metal B
s547_090
36
pe
rm
itte
d
Check sum
Pause
r
te o
iva
r
rp
fo
g
n
Synchronisation
The synchronisation sequence communicates
information about the component sending the
protocol. The data from the sender are transmitted,
along with any error that is present.
s547_091
rrectness of i
t to the co
nform
spec
a
t
i
h re
o
n in
wit
thi
s
Signal 1
Signal 2
es, in part or in w
l purpos
hole
ercia
, is n
m
ot
com
Status
AG. Volkswagen AG d
agen
oes
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ut
ra
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c
s
s
ility
ab
y li
an
pt
ce
Synchronisation
un
le
Signal 2
The current temperature is sent with the signal 2
sequence for exhaust gas temperature sender 1.
Pressures, position feedback or also extended
diagnosis data can be transferred in the signal 2
sequence of the SENT protocol.
Check sum
In the checksum sequence, the transmitted data is
checked for plausibility. If the value does not match,
the transmitted data will be discarded by the control
unit.
Signal 1
If an entry is made in the event memory, extended
diagnosis data is transferred with the signal 1
sequence for exhaust gas temperature sender 1.
Temperatures, pressures and position feedback can
also be sent in the signal 1 sequence of the SENT
protocol.
Pause
The pause separates the data messages from each
other. The pause is optional in a SENT protocol.
do
c
um
en
Status
The status sequence informs the control unit that
data is being transmitted.
37
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Service
Special tools
Description
Tool
Usage
T10497/4
Clamp
VAS 6606
Test box, 198-pin
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38
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VAS 6931
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2.
a) The turbine bypass flap has the task of rapidly reducing the charge pressure.
b) The turbine bypass flap has the task of distributing the exhaust gas mass flow to the turbines
in the high- and low-pressure turbochargers.
c) The turbine bypass flap has the task of guiding the intake air to the compressor wheel
in the low-pressure turbocharger.
3.
a) The bypass flap has the task of regulating the charge pressure produced by the low-pressure turbocharger
and protecting it against overspeed.
b) The bypass flap has the task of regulating the single- or two-stage operation of the turbocharger
system.
c) The turbine bypass flap has the task of protecting the high-pressure exhaust turbocharger
against overspeed.
4.
b) At mid-range engine speeds when the main compression is performed by the high-pressure turbocharger.
c) At low engine speeds when the main compression is performed by the high-pressure turbocharger.
thi
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1.
39
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5.
How is the temperature measured by the exhaust gas temperature sender 1 G235?
c) With a
What is the task of the actuator for engine temperature regulation N493?
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7.
b) In the micro-circuit.
a) The actuator for engine temperature regulation N493 is only required for filling coolant
so that the air is mixed sufficiently in the coolant circuit.
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In which coolant circuit is the actuator for engine temperature regulation N493 installed?
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b) The actuator for engine temperature regulation N493 mixes the coolant from the micro-circuit
with the coolant from the high-temperature circuit.
c) Quick and precise regulation of the coolant temperature in the low-temperature circuit.
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Answers:
1. b); 2. b); 3. a); 4. a); 5. c); 6. a); 7. c)
40
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41
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42
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rrectness of i
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547
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This paper was manufactured from pulp that was bleached without the use of chlorine.
ht
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Volkswagen AG
After Sales Qualification
Service Training VSQ-2
Brieffach 1995
D-38436 Wolfsburg
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