Service

189

The 2.3 l petrol engine

in the LT 97
Design and Function

Self Study Programme

Customer Service

A commercial vehicle with a petrol engine?

...is not impossible.

Volkswagen Commercial Vehicles is featuring
a 2.3 l petrol engine in its LT '97 range as a
high performance option.
Find out more about it in this self study
programme!

Page
Overview ........................................................................................ 4
Engine - mechanical ...................................................................... 6
Oil circuit ........................................................................................ 8
Cooling system .............................................................................. 10
Fuel supply ..................................................................................... 11
Self check ....................................................................................... 13
Injection and ignition system....................................................... 14
System overview........................................................................... 16
Ignition system .............................................................................. 18
Injection system ............................................................................ 28
Idling control.................................................................................. 32
Exhaust cleaning ........................................................................... 35
Functional diagram ....................................................................... 38
Self diagnosis................................................................................. 41
Self check ....................................................................................... 45

New

The Self Study Programme is not a repair

manual!

Note!

For information on testing, adjustments and

repairs refer to the appropriate customer
service literature.

Overview
The new 2.3 l petrol engine

has been specially developed for commercial

vehicles. It delivers high level torque over a
wide range of revs.

189-01

The engine has a cross flow cylinder head with

four valve technology. This makes for good
fuel mixing and therefore low emission
combustion.

189-61

The torque and performance diagram

110

shows a maximum torque value of 210 Nm.

The torque value is over 180 Nm in an engine
speed range of 1500 to 5500 1/min. The engine
delivers its maximum output of 105 KW at
5500 1/min.

100

This permits constant and strong tractive

power even with heavy loads. Throughout the
entire engine speed range it is possible to
drive economically yet with powerful
acceleration and few gear changes.

105KW

90
80
70
60
50
210Nm
40

220
200
180

30

160
140

20

120
100

10
0
0

1000 2000 3000 4000 5000 6000 7000

189-76

Data
Engine abbreviation

AGL

Cylinders

R4

Capacity

2295 cm3

Bore

90.9 mm

Stroke

88.4 mm

Compression

8.8 : 1

Power

105 kW/ 143 HP

at 5500 1/min

Maximum torque

210 Nm at 4000 1/min

Engine management

Siemens Motronic

Engine - mechanical
Engine
The cylinder crank case is made of cast iron.

The top section gets very hot from the

combustion. Coolant flows through the
cooling slit, dissipating the heat.

Cooling slit
189-71

4-valve technology
Each cylinder has
-

two inlet valves and

two outlet valves.

The 4 valves are operated by two overhead

cam shafts via hydraulic bucket tappets.

The benefits of the 4-valve technology are

-

high traction power and good power

delivery even at low and medium revs,
high level cylinder filling
low fuel consumption
fewer harmful substances in exhaust.

189-51

Outlet side

Inlet side

Control

inlet cam shaft

outlet cam shaft
timing chain

chain tensioner
crank shaft

189-56

oil pump

189-55

The cam shafts are driven by the crank shaft

and a chain.
A second chain drives the oil pump.

Chain tensioner
A chain tensioner tensions the timing chain. It
functions by oil pressure. A locking segment
ensures that the timing remains tensioned
even of there is no oil pressure.

It is only possible to reset the

locking segment when the chain
tensioner has been taken out.

Oil circuit
Schematic diagram of oil circuit

Chain tensioner

Oil filter
Pressure limiting
valve

Return valve

Return stop
Oil pressure switch
Oil pump

189-59

The oil pump

is a sickle pump. It pumps the oil
-

out of the oil sump

through the oil filter
to the cam shafts
to the cylinder head and
to the chain tensioner.

For the piston cooling there are holes in the

connecting rod eye through which the oil is
pumped to the base of the piston via the crank
shaft bearing.
A return valve and the return stop prevent the
oil from running back out of the engine.
If the oil filter is blocked the pressure limit
valve opens the by-pass line.

There is an excess pressure valve.

The oil pressure switch is white. Its

function range is between 0.2 and
0.5 bar.
8

Crank case venting

throttle valves

breather line

189-74

There is a breather line between the crank case

and the intake manifold. The gases flow
-

from the crank case

through the breather line and the throttle
valves
into the intake manifold.

When idling and under part load fresh air

flows through the crank case venting system
into the crank case.
The fresh air mixes with the gases in the crank
case. This prevents sludging of the engine oil.

Cooling system
Schematic diagram of cooling circuit

expansion tank

cooler

temperature
controller

coolant pump

heating system
heat exchanger

189-58

Minor circuit

Major circuit

The coolant pump circulates the cold coolant

around the engine block and, if required,
around the heating system/heat exchanger.

The temperature controller regulates the

engine temperature. Once the engine has
reached its operating temperature a
thermostat valve opens and the coolant pump
pumps the hot coolant out of the engine into
the cooler. There it is cooled and flows back to
the coolant pump.
The expansion tank compensates the
expansion of the coolant at high temperatures.

10

Fuel supply
Schematic diagram of fuel system

diaphragm pressure
controller

header
fuel filter

fuel pump

fuel tank

189-57

The fuel pump

pumps up the fuel, pushing it through the fuel

filter and the diaphragm pressure controller to
the injection valves.

The diaphragm pressure controller

controls the fuel pressure in the header,

dependent on the intake manifold pressure. It
channels excess fuel back into the fuel tank.

11

Fuel supply
Active carbon filter system
throttle valve
control unit

valve for tank venting

breather line

return valve

active carbon
container

189-73

The active carbon filter system consists of

-

12

an active carbon container

air supply and exhaust lines between tank
and active carbon container
return valve which opens the line in the
opposite direction, depending on pressure
a breather line from the active carbon
container to the exterior
a line for fuel vapours between the active
carbon container and the throttle valve
control unit
and a valve which is controlled by the
engine control unit when fuel vapours are
to be fed to the mixture .

The active carbon system prevents fuel

vapours escaping into the environment. This
is achieved by:

creation of slight excess pressure in the

fuel tank when engine switched off

pressure equalisation with engine running

return of fuel vapours into combustion process

Self check
1.What is the oil for which is pumped through
the holes in the connecting rod eye to the base
of the piston?

2.Complete the following text!

The ____________________________ sucks up

the fuel, pumps it via the
____________________________ through the
____________________________ to the injection
valves.
The ____________________________ controls
the fuel pressure in the header depending on
the ____________________________ and channels excess fuel back to the
____________________________ .

13

Injection and ignition system

Siemens Motronic

Ignition system

Injection system

Idling control

Responsible for:

Responsible for:

Responsible for:

calculating the advance

angle
adjusting the advance
angle
monitoring the ignition
coils
multiple ignition

calculating the injection

time
determining the injection
sequence
calculating the mixture
enrichment

ensuring smooth engine

running under all loads
maintaining idling speeds
under all loads
additionally: to heat the
catalytic converter after
ignition

14

Engine speed sender G28

Plug to vehicle

F
M

Plug to engine

Ignition map
balancing resistor
N221

Pressure tube to sender for

intake manifold pressure
sender G71
189-07

Plugs M and F have the same

construction. Check the labels on
the plugs and on the control unit.

Ignition map balancing resistor

If using ROZ 91 instead of ROZ 95 the fixed
resistor in the control unit needs to be
removed.
The ignition map balancing resistor shifts the
ignition point to "delayed".

189-08

15

System overview

Engine speed sender G28

Control unit for Motronic
J220
Sender for coolant temperature G62

In control unit for Motronic J220:

-

Intake manifold pressure sender

G71

Intake air temperature sender G42

Lambda probe G39

In the Throttle valve control unit

J338:
-

Throttle valve potentiometer

G69
Throttle valve positioner potentiometer G88
Idling switch F60

Ignition map balancing resistor N221

16

Self diagnosis
connection

Fuel pump relay J17

Injection valves N30, N31, N32, N33

Cylinder transformers
N222, N223

In throttle valve control unit

J338:
-

Throttle valve positioner

V60

Valve for tank venting N80

Exhaust flap valve N220

189-04

17

Ignition system
The functions of the ignition system are:
-

to calculate the advance angle

to adapt the advance angle
to monitor the ignition coils
multiple ignition

Intake manifold pressure sender G71

Injection valves N30, N31,

N32, N33

Engine speed sender G28

Intake air temperature sender G42

Sender for coolant temperature G62

Cylinder transformers
N222, N223

189-77

The static load high tension distribution

system consists of:
-

18

the control unit for processing the input

signals
two ignition coils
each of which are allocated two spark
plugs.

J220

189-22

During ignition the engine control unit

interrupts the power supply to the appropriate
ignition coil. The sudden drop in voltage on
the primary coil induces a high voltage in the
secondary circuit. The discharge creates the
ignition sparks.
The secondary ignition coil, the spark plugs
and the engine earth form a closed circuit.

189-23

Double spark ignition

During each ignition cycle there is a spark on
both of the connected spark plugs. One is
triggered in the power stroke and one in the
exhaust stroke.

4
189-70
189,70

Electrical switching
15

10
11
P
Q

Input signal ignition transformer N222

Input signal ignition transformer N223
Spark plug plug
Spark plugs

J220
11
1
N223

(T17a)

10
15

15
N222

P
Q
31

189-24
19

Ignition system
Monitoring the ignition coils
If faults arise in the ignition system the
catalytic converter can be damaged through
overheating. To protect the converter the
ignition coils are monitored. If an ignition coil
does not spark, the injection in the appropriate
cylinder is cut.

189-37

Multiple sparking
When the engine is started a series of sparks is
emitted instead of just one. This makes it
easier for the engine to start.

10

Multiple sparking only takes places when the

engine temperature is below 20C.

189-38

20

Advance angle adjustment

Warming up phase
After starting the engine the engine control unit
adjusts the advance angle for roughly 25
seconds to "delayed". The combustion
temperature increases and the catalytic
converter heats up more quickly.

:25
OT

189-32

Digital Idling Stabilisation DIS

The DIS supports the idling control by adjusting
the throttle flap. The idling speed is controlled
by the control unit adjusting the advance angle
up to 8 before or after TDC.

OT
8

189-33

Overrun cut-off
When moving from overrun to acceleration there
is jolt caused by the change in the torque. To
make this transition as gentle as possible the
control unit sets the advance angle to "delayed"
for two seconds.

:02
OT

189-34

Prevention of engine knock

At higher air intake and coolant temperatures
there is a tendency for engine knock to arise. For
this reason the control unit sets the advance
angle to "delayed" in this situation.

OT

189-35

Load change
When travelling uphill there is a slight tendency
to jolting. After a load shift with traction the
control unit adjusts the advance angle to
"Delayed" for two seconds.

:02
OT

5
189-36
21

Ignition system
The engine speed sender G28
is an inductive sender. It registers the position
of the crank shaft and the engine speed.

189-18

Segments are attached to the flywheel for the

sender to recognise.
When the segments pass over the sender this
changes the magnetic field. The engine
control unit calculates the engine speed from
this information.
There is also a permanent magnet on one of
the segments.
The control unit recognises the signal from the
segments with and without the permanent
magnet. It assigns the segment with the
magnet cylinders 2 and 3. In this way
cylinders 1 and 4 can be distinguished from
cylinders 2 and 3.
189-67

22

Application of signal :

The engine speed signal is needed to calculate

-

Consequences of signal failure:

advance angle
injection and
engine load.

The engine cuts out.

The engine cannot be started.

"Error message" self diagnosis:

Engine speed sender G28
no signal/implausible signal
no magnet
speed implausible

Electrical switching:

G28

1, 2 input signal - engine speed sender G28

1 (T2)
J220

2
189-19
23

Ignition system
The coolant temperature sender G62
registers the temperature of the coolant and
relays the signal to the engine control unit.
The sensor is an NTC resistor.

189-13

Application of signal:

recognition of engine temperature

calculation of advance angle
calculation of injection time

Consequence of signal failure:

The control unit creates substitute values.

These are so close to the actual value that the
error cannot be registered in the measured
data block. The error will, however, be
displayed in the error memory.

"Error message" self diagnosis:

Coolant temperature sender G62
short circuit
interruption
implausible signal
loose contact

Electrical switching:
7
9

input signal - coolant temperature sender

G62
output signal

G62

(T17a)

9
J220
189-15

24

The intake air temperature sender G42

registers the temperature of the intake air and
relays the signal to the engine control unit.
The sensor is an NTC resistor.

189-16

Application of signal:

calculation of advance angle

calculation of engine load

Consequence of signal failure:

The control unit creates substitute values.

These are so close to the actual value that the
error cannot be registered in the measured
data block. The error will, however, be
displayed in the error memory.

"Error message" self diagnosis:

Intake air temperature sender G42
short circuit
interruption
loose contact

Electrical switching:
16
9

input signal - intake air temperature

sender G42
output signal

G42

(T17a) 16

9
J220
189-17
25

Ignition system
The intake manifold pressure sender G71
is in the Motronic control unit.
A pressure tube connects the manifold with
the intake manifold pressure sender.
The sensor is a piezoelectric resistor. It
changes its resistance depending on the
pressure.

Application of signal:

calculation of engine load

Consequence of signal failure:

If the manifold pressure sender malfunctions a

substitute value is calculated from the signals
from the engine speed and throttle flap
potentiometer sender signals.

"Error message" self diagnosis:

Intake air temperature sender G71
implausible signal
no signal

26

Notes

27

Injection system
The functions of the injection system:
-

to calculate the injection time

to determine the injection sequence
to calculate the mixture enrichment

Engine speed sender G28

Intake manifold pressure sender G71

Injection valves N30, N31,
N32, N33

Sender for coolant temperature G62

Intake air temperature sender G42

189-78

Function
The control unit calculates the required fuel
quantity and the appropriate injection time
from the input signals.
It controls two injection valves simultaneously.

28

Injection valves N30 - N33

inject the fuel in a fine mist into the intake
channels. The fuel emerges from two holes
and is injected to the inlet valves.
The injection valves have no resistors in their
circuit. They have 12 V clocked control
voltage. A continuous 12 V supply would
destroy them.
189-69

189-68

The injection valves should not be

exposed to a continuous 12 V
supply.

29

Injection system
Mixture enrichment

Start/warm-up
A cold engine needs a rich mixture. This is
why the control unit increases the injection
quantity for a cold start and during the warmup phase.

189-40

Acceleration
During acceleration the control unit enriches
the mixture to increase the performance.
This may involve multiple injections.

189-41

Full load
In order to increase the power optimally at full
load the control unit increases the proportion
of fuel in the mixture. The injection valves
remain open longer.

189-42

30

Injection valve cut-off

Overrun cut-off
During overrun no fuel is injected. In overrun
-

the braking action of the engine is

increased
less fuel is used
the level of harmful emissions in the
exhaust is reduced.

189-43

Engine speed limit

62
00

The engine speed is limited to 6200 1/min. If

the maximum speed is exceeded no more fuel
is injected.

189-44

31

Idling control
The idling control has two functions:
-

to ensure smooth engine running for all

engine loads
to maintain the idling revs for all engine
loads
additional function: to warm up the
catalytic converter at start up

Engine speed sender G28

In throttle valve control unit J338:

- Idling switch F60
- Throttle valve potentiometer G69
- Throttle valve positioner potentiometer G88

In throttle valve control unit J338:

- Throttle valve positioner V60

Intake air temperature sender G42

189-79

The idling control is supported by

the advance angle adjustment. This
reacts more quickly than the throttle
valve adjustment.

32

The throttle valve control unit J338

Throttle valve positioner V60

Electrical supply

Throttle valve
potentiometer
G69
Throttle valve
positioner potentiometer G88

Idling switch F60

189-27

Construction:

The throttle valve control unit has the same

construction as the throttle valve control unit
described in SSP 173.
The only difference is that the idling switch is
on the exterior and on the opposite side.

Signal processing:

The throttle valve control unit recognises the

position of the throttle valve positioner and
changes it until the desired idling speed has
been reached.
In this way the idling speed can be set for
different engine loads.

33

Idling control
Additional function: warming up the catalytic
converter

:25
11
50

The catalytic converter should be heated up as

quickly as possible to operating temperature.
Therefore when the engine is cold the control
unit raises the idling speed for 25 seconds
after start up to 1150 1/min.

189-46

Consequences of signal failure in throttle

valve control unit:

An emergency speed is mechanically set by

means of a spring

"Error message" self diagnosis:

Idling switch F60
implausible - closed
loose contact
implausible - open

Throttle valve potentiometer G69

signal too large
signal too small
loose contact

Throttle valve positioner - potentiometer G88

signal too large
signal too small
loose contact
Electrical switching:
J220

5, 14 control for throttle valve positioner V60

17 input signal idling switch F60
8
input signal throttle valve positioner potentiometer G88
6
output signal of potentiometer
15 input signal throttle valve potentiometer
9
sender earth

(T17a) 5

14

17

15

F60
M
G88

G69

V60

31

34

189-28

Exhaust gas cleaning

The 3-way catalytic converter
reduces the level of harmful substances
-

carbon monoxide (CO)

hydrocarbon (HC)
nitrogen oxide (NOx)

in the exhaust gas.

It is contained in a stainless steel housing.
189-49

Operating temperature:
The catalytic converter cuts in at a
temperature of roughly 250C.
The ideal operating temperature is between
400 and 800C. These temperatures ensure
-

high level reduction of harmful emissions

long life.

At temperature above 1400C the ceramic core

melts. This would destroy the catalytic
converter.

35

Exhaust gas cleaning

The exhaust flap
Function:
The exhaust flap, when closed, channels the
stream of exhaust gases directly to the
catalytic converter so that it can reach its
operating temperature. This happens at start
up, during idling and part load.

When the flap is closed the stream of hot

exhaust gases is channelled directly from the
engine to the catalytic converter.
When the flap is open the exhaust gas is
channelled to the catalytic converter via the
silencer. The gases cool down slightly in the
silencer, yet are still within the operating
temperature of the catalytic converter.

Function:
The engine control unit operates the exhaust
flap via the exhaust flap valve and the
pressure container.
Schematic diagram of
exhaust flap control
vacuum line

exhaust stream

silencer

pressure container
valve for exhaust flap N220

exhaust flap

catalytic converter

189-50

Consequence of signal failure:

The flap is open, the catalytic converter cannot
overheat.

36

If problems arise the exhaust flap

should be given a visual check. See
repair manual.

Lambda control
This supports the function of the catalytic
converter by altering the quantity of fuel
injected depending on the oxygen content of
the exhaust. This is to ensure that the exhaust
can be cleaned optimally in the catalytic
converter.

Conditions for lambda control:

coolant temperature > 60C

idling of part load

no overrun cut-off

Lambda probe G39

This measures the oxygen content of the
exhaust thereby making lambda control
possible. This value is then passed to the
control unit as a voltage signal.
The lambda control is not possible until an
operating temperature of 300C has been
reached.
To aid this, electric heating is integrated in the
probe.
The optimum temperature is around 600C.
The reaction times for the lambda probe are
shortest at this temperature.

Electric circuit:
6, 7 Lambda probe G39 input signal
16 Control of lambda probe heating
3
Control of exhaust flap N220

J220
6

16

Z19

(T17b)

N220

G39
31

189-75

37

Functional plan

30
15

N30

N33

N31

N32

G42

G62

X
2

(T17a)

13

16

9
J22

11

(T17a)

10

14

17

15

X
1

15

15

N223

F60

N222
M

4b
2

4a
3

4b
4

4a
1

G88

G69

V60

P
Q
IN

38

OUT

30
15

G28

S81

N221

1 (T2)

1 5 9

10

16

(T17)

15

13

17

14

(T17)

J17
Z19

N80

N220

G6

G39

31
189-60
39

F60

idling switch

G6

fuel pump

input signal

G39

lambda probe

output signal

G42

intake air temperature sender

supply voltage

G62

coolant temperature sender

earth connection

G69

throttle valve potentiometer

G88

throttle valve positioner potentiometer

G28

engine speed sender

J17

fuel pump relay

J220

Motronic control unit

J338

throttle valve control unit

N30

injection valve cylinder 1

N31

injection valve cylinder 2

N32

injection valve cylinder 3

N33

injection valve cylinder 4

N80

valve for ACF

N220 valve for exhaust flap

N221 resistor for ignition map balancing
resistor
N222 ignition transformer for cylinders 1
and 4
N223 ignition transformer for cylinders 2
and 3
P

spark plug plug

spark plugs

V60

throttle valve positioner

Z19

heating for lambda probe

self diagnosis

engine speed signal

input signal road speed

40

Self diagnosis
The self diagnosis system

monitors
-

the sensor signals

the control of the actuators
and the control unit.

If the control unit detects an error it calculates

a substitute valve from other signals and
provides emergency operation functions.
Every detected error is stored in the control
unit.

V.A.G 1551

1
4
7
C

2
5
8
0

If the control unit detects an error

it calculates a substitute valve
from other signals and provides
emergency operation functions.
Every detected error is stored in
the control unit.

3
6
9
Q

V.A.G 1551/5
The following functions are available:
01 - control unit version inquiry
02 - error memory inquiry
04 - basic setting
05 - delete error memory
07 - actuator diagnosis
189-63

42

08 - read measured data block

Function 02 - Error memory inquiry

The colour coded sensors and actuators are

monitored by the self diagnosis.

189-64

The self diagnosis system distinguishes

between the following errors:

If an error does not occur for 19 journeys it is

then deleted.

If the engine control unit is removed or the

battery is disconnected the error messages are
lost.

errors which are constantly present

errors which are present for longer than
3 seconds
loose contact errors which arise more than
5 times during a journey.

43

Self diagnosis
Function 04 - Basic setting

In both cases the accelerator pedal

must not be depressed.

The control unit activates the throttle valve

control unit. It registers the increase in the
current of the servo-motor and the resistance
value of the throttle valve positioner
potentiometer. It stores these values.
There are two possible ways to activate the
basic setting:
- turn on the ignition and wait for 10 seconds
or
- select function 04 on the V.A.G. 1551 and proceed following the instructions.

Function 07 - actuator diagnosis

44

- tank venting valve N80

- exhaust flap N220 and
- the exhaust flap after start up
are activated.

Function 08 - read the data table

Function 08 - read the data table.

189-66

45

Self check
1.

To run the engine on ROZ 91 ...

... the start of the injection phase needs to

be adjusted.

... nothing needs to be done.

... the ignition map balancing resistor in

the control unit needs to be removed.

2. Draw in the link between the spark plugs

and the ignition coils.

N222

N223

3. Which of the following statements are correct? Tick the right answers.

46

If an ignition coil develops a fault the

injection is cut on the appropriate injection valves.

The control unit measures the current flowing between the ignition coil and the
spark plugs in order to monitor the secondary circuit.

The current and voltage are monitored in

the circuit between the control unit and
the spark plugs.

4. Decide which statements belong together.

Connect them up.

After starting the ignition

the injection quantity is increased.

When moving from overrun to

acceleration

the advance angle is set to " Delayed" for

roughly 25 seconds.

On starting from cold

the quantity of fuel in the mixture is

increased.

When the engine is cold

the advance is briefly set to "delayed".

With full load

the fuel supply is cut by the injection valves

being switched off.

In overrun

the idling revs are increased for 25 seconds

after start up to 1150 1/min.

5.

Complete the following text.

Segments are mounted on the

____________________________ which are detected by the ____________________________. A
____________________________ is attached to
each segment. The
____________________________uses this to
distinguish whether the signal belongs to
___________________ and ______ or to
___________________ and ______ .

47

Self check
6. An error in the coolant temperature sender can...

...be found by reading the error memory.

...not be found while it is still installed.

...be found by checking the values in the

data list.

7. Give two factors which protect or support

the function of the catalytic converter:

8.

Complete the following text.

The engine control unit activates the flap via

the ____________________________ and the
____________________________ .
When the flap is ____________________________
the hot stream of exhaust gas is channelled
directly from the engine to the catalytic
converter and accelerates the heating up of
the converter to its working temperature of
roughly 400C.
When the flap is ____________________________
the exhaust stream is channelled to the catalytic converter via the silencer. In this case the
gas is so hot that even after being cooled in
the ____________________________ it is still hot
enough for the working temperature of the
catalytic converter to be reached.

48

Notes

49

Answers to self check questions on page 13:

1.: for cooling

2.: The fuel pump sucks up the fuel, pumps it

via the fuel filter through the header to the
injection valves.
The diaphragm pressure controller controls
the fuel pressure in the header depending on
the intake manifold pressure and channels
excess fuel back to the fuel tank.

Answers to self check questions from page 43:

1.: c
2.:
N222

N223

3.: a, c

50

4.:
after starting the ignition

the injection quantity is increased.

when moving from overrun to

acceleration

the advance angle is set to "Delayed" for

roughly 25 seconds.

on starting from cold

the quantity of fuel in the mixture is

increased.

when the engine is cold

the advance is briefly set to "delayed".

with full load

the fuel supply is cut by the injection valves

being switched off.

in overrun

the fuel supply is cut by the injection valves

being switched off.

Please note that other combinations may also be correct.

5.: Segments are mounted on the flywheel

which are detected by the engine speed
sender. A permanent magnet is attached to
each segment. The control unit uses this to
distinguish whether the signal belongs to
cylinders 1 and 4 or to cylinders 2 and 3.

6.: a
7.: e.g.
- exhaust flap control
- heating the catalytic converter after start up

8.: The engine control unit activates the flap

via the exhaust flap valve and the pressure
container.
When the flap is closed the hot stream of
exhaust gas is channelled directly from the
engine to the catalytic converter and accelerates the heating up of the converter to its working temperature of roughly 400C.
When the flap is open the exhaust stream is
channelled to the catalytic converter via the
silencer. In this case the gas is so hot that
even after being cooled in the silencer it is still
hot enough for the working temperature of the
catalytic converter to be reached.

51

Only for internal use.

VOLKSWAGEN AG, Wolfsburg
All rights reserved
640.2810.08.20
Published: 05/96

This paper has been made from

paper which has not been
bleached using chlorine.