...

high output,
low fuel
consumption!

For the first time in the

OCTAVIA, Skoda is offering
a modern turbodiesel engine
with direct injection.
This engine has an intelligent
engine management system
to provide high output and
low fuel consumption!

SP 16-1

Contents
Technical Data

The TDI Engine

Highlights

System Architecture

12

Position of Components

14

System Overview

16

Sensors

18

Actuators

29

Fuel Metering Control

38

Commencement of Injection Control

40

Exhaust Gas Recirculation

42

Charge Pressure Control

44

Auxiliary Heater System

46

Glow Plug System

47

Emission Characteristics

48

Function Diagram

50

Self-Diagnosis

52

You can find information regarding inspection

and maintenance, setting and repair instructions
in the Workshop Manual.

Service
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Technical Data
Engine data:
Engine code:

AGR

Type:

4-cylinder in-line
turbodiesel

Displacement:

1896 cm3

Bore:

79.5 mm

Stroke:

95.5 mm

Compression ratio:

19.5 : 1

Rated output:

66 kW (90 ch) at
4000 rpm

Max. torque:

202 Nm at
1900 rpm

Mixture formation:

Direct injection with electronically controlled distributor injection pump

Emission control:

Exhaust gas recirculation

and oxidation catalytic
convert

SP 16-2

The 1.9-ltr. TDI engine achieves its maximum

output of 66 kW (90 HP) at 4000 rpm.
The engine is characterized by a particularly
good torque curve. Maximum torque of 202 Nm
is already available at 1900 rpm.
These engine data reflect the excellent pulling
power of the engine.

P = Output
M = Torque
n = Engine speed

SP 16-3

The TDI Engine

Bosch distributor injection pump VP 37 EDC with 800

bar pump pressure. The distributor injection pump is
preset. The flange is pressed onto the drive shaft and
must not be removed.

Inlet port designed as swirl port. Sets the inducted air

in a swirl motion, which ensures intensive swirling of
the air in the combustion chamber.

Specially shaped piston bowl (main combustion

chamber).

Injectors with two-stage fuel injection.

Special features of the

Charge pressure control.

1.9-ltr. TDI engine

Coolant pump installed in cylinder block.

Coolant thermostat installed in cylinder block.

Coolant preheated by electric auxiliary heater.

Alternator freewheeling.

Exhaust gas recirculation valve in intake manifold.

Plastic-coated injection pipes as a protection against

corrosion.

Valve cover gasket vulcanized in place.

Oil pan with silicone sealant.

Replaceable oil filter designed as paper cartridge.

Vacuum pump driven by the camshaft.

Electronic control
The quantity of fuel injected and the injection timing
are controlled with the aid of the electronics to meet
the high demands in terms of fuel consumption and
emissions.
This task is carried out by the
Electronic Diesel Control (EDC).
It determines the quantity of fuel and the commencement of injection of the distributor injection
pump, controls charge pressure, exhaust gas recirculation and glow period.

SP 16-4

Diesel direct injection system control unit

J248

The TDI Engine

Brief description of mechanical components of the TDI
Setting distributor injection pump and toothed belt

Camshaft gear
Guide pulley

Semiautomatic
tensioning
pulley

The required belt arc is achieved by two guide pulleys, the tension by the semi-automatic toothed belt
tensioning pulley.
Injection
pump gear

Coolant pump

Guide pulley
Crankshaft
toothed belt pulley

The toothed belt drives the

Camshaft
Distributor injection pump
Coolant pump

Toothed belt setting

Appropriate markings are provided for setting the
timing (crankshaft, camshaft, injection pump position).
Crankshaft position
Marking - top dead centre of cylinder 1 - is visible
on the flywheel through the inspection hole of the
gearbox.

SP 16-5

Note:
When carrying service or repair work on the toothed belt with the engine removed, align the marking on the ribbed V-belt pulley of the crankshaft
with the marking on the toothed belt cover.
Camshaft position
The correct position is fixed by a new setting
gauge. The exact middle position should be
determined with feeler gauges.
The exact camshaft position is of major
importance for precise timing when fitting on the
toothed belt.
Injection pump gear
The position of the injection pump is fixed with
the locking drift. The injection pump gear is split
in two. A precision adjustment can be made by
slackening the 3 bolts - arrows -.

SP 16-6

Locking drift
MP1-301

Note:
On no account slacken the nut for the hub of the
injection pump.
If this is done, the basic setting of the injection
pump will be altered and cannot be correctly set
again with workshop tools.
SP 16-7

The exact procedure is described in the Workshop Manual

for the 1.9-ltr. turbodiesel engine

The charge air cooler

The charge air cooler cools the inducted air before it

enters the intake manifold. The charge air cooler is
installed between the bumper and right wing and is
force-cooled by the airstream.
Why is the charge air cooler required?
The turbocharger of the TDI engine heats the inducted air, which results in a loss of power of the
engine.
This loss of power is avoided by cooling the inducted
air in the charge air cooler. The density of the air
rises as the air temperature drops. The cylinders are
filled with colder and denser air which is richer in
oxygen, and this in turn results in a further boost in
engine output.

SP 16-8

Cylinder head gasket

The cylinder head gasket is made of metal, which is why it is resistant to higher temperatures and pressures.
The gasket can also be used in other engines of the 1.9-ltr. diesel engine
range.

SP 16-9

Note:
Take into account the difference
in thickness.

Highlights
Injection nozzles
Two-spring nozzle holder
A gentle rise in pressure in the combustion chamber is required for minimising
combustion noises and reducing the mechanical stresses. In addition, the fuel
should be injected not suddenly, but continuously over a lengthy period.
A two-spring nozzle holder has been developed for the 1.9-ltr. TDI engine with
the aim of achieving soft combustion. This nozzle holder injects the fuel in two
stages.

Stroke 1

Stroke 1 +
Stroke 2

Spring 1

Nozzle holder

Stroke 2

Spring 2

Nozzle needle

Prestroke

Total stroke

SP 16-10

Function
1st (prestroke)
The nozzle holder contains two springs of different thickness. These are matched
to each other in such a way that the nozzle needle is raised only against the force
of spring 1 at the commencement of injection. As a result of the gap produced by
stroke 1, only a small quantity of fuel is pre-injected at a low pressure
(p = 190 bar).
This results in a gentle rise in the combustion pressure and creates the conditions
necessary for igniting the main quantity of fuel.
2nd stage (total stroke)
The injection pump constantly supplies more fuel. This results in a pressure rise in
the injection nozzle because the quantity of fuel supplied by the pump is not able to
flow off through the small gap. As a result of this pressure rise, the force of spring 2
is overcome and the nozzle needle raised by stroke 2 to the total stroke. As a
result of the enlarged gap, main injection occurs with the remaining quantity of fuel
at a higher injection pressure (p = 300 bar).

Needle lift sender G80

The injection nozzle of the 3rd cylinder is equipped with a needle lift sender G80 for
detecting the commencement of injection.
The sender monitors the actual moment of opening of the injection nozzle and the
signal is passed to the EDC control unit.
The electronic control unit compares the incoming signal with the map for the commencement of injection and analyses the difference.
Nozzle holder

Magnetic coil
Thrust pin

Function
The needle lift sender G80 consists of a
magnetic coil which is supplied with a constant current by the control unit. This current creates the magnetic field in the coil.
A thrust pin is located in the inside of the
magnetic coil, as an extension of the
nozzle needle. The movement of the thrust
pin causes a change in the induced voltage
in the magnetic coil.
The moment of induction of the voltage in
the coil is compared by the control unit with
the top dead centre signal.
The actual commencement of injection is
calculated from this difference. Following
this, the "actual" value for the commencement of injection is compared with the "set"
value, and commencement of injection is
corrected accordingly if differences exist.

SP 16-11

Substitute function
If the needle lift sender fails, an emergency
running programme is activated. The commencement of injection is controlled with
this programme on the basis of a stored
injection map.
In addition, the quantity of fuel injected is
reduced.

Highlights
Return-flow restrictor
The return-flow restrictor is located in the delivery
valve of the injection pump which controls the flow
in the injection pipe to the pump. The purpose of the
return-flow restrictor is to prevent fuel dripping out
subsequently at the injection nozzle and the formation of vapour bubbles in the injection pipe.

Delivery valve

SP 16-12

Return flow

Valve plate

During the return flow the force of

the compression spring acts on the
valve plate and shuts off the main
passage. The fuel flows only
through the restrictor drilling. This
cushions any pressure wave which
may exist.
Restrictor drilling

Compression
spring

SP 16-13

Fuel delivery

Valve plate

During fuel delivery the valve plate is

lifted off by the fuel pressure and the
restrictor drilling is inoperative. The
fuel flows through the main passage.

Compression
spring

10

SP 16-14

Vacuum pump
The vacuum pump which is required additionally on a diesel engine for producing vacuum is driven directly by the
camshaft. The vacuum pump consists of a rotor and a
vane. The vane is made of plastic and is able to move on its
mountings.

SP 16-15

Air inlet
(Vacuum connection)
Rotor

Expansion of space
During a rotary movement of the rotor, the vane is pushed
to the outside and the space is expanded. The space is filled with air, as a result of which a vacuum is produced at
the air inlet. The vacuum which is produced in the pump is
used by the brake servo unit and the EGR valve.

Vane
SP 16-16

Rotor
Vane

Contraction of space
As the rotor and the vane continue to rotate, the space
produced again contracts. As a result of this, the inducted
air is compressed and blown off through the air outlet to
the cylinder head. At the same time, a space is produced
again at the top.

Air outlet
SP 16-17

11

System Architecture

G71 + G72
G70

N18

AGR
N75

VP

G80

Q6
N146
G62

N109
N108

G28

G81

The 1.9-ltr. TDI engine is equipped with an electronic engine control unit. All the control
systems of the engine are combined in the control unit.
As a result of the electronic injected quantity control, it is possible to correct the quantity of
fuel injected in line with the air pressure, the air temperature, the coolant temperature and
the fuel temperature. In the past, using mechanical control systems, it was not possible to
allow for these parameters.
Use of the electronic control unit makes it possible to achieve demanding targets such as
reducing fuel consumption and pollutant emissions while at the same time ensuring a high
degree of accuracy over long periods. At the same time, the system is able to react more
rapidly to stresses which may occur at higher engine outputs.

12

G149

Control functions
Injected quantity control
Calculating the quantity of fuel to be injected from
performance curves
Start quantity control
Fuel shut-off on overrun
Limiting quantity injected if black exhaust is produced
Controlling idling speed and limit speed of engine
Controlling quantity injected for enhancing smooth
running
Injection advance
Basic setting of commencement of injection according to injection maps
Correction in warming-up phase
Controlling the moment of injection when engine
started
EGR exhaust gas recirculation
Map-controlled

F/F47 F36 G79

Charge pressure limit

Map control of charge pressure
Controlled in line with operating state
Auxiliary heater for coolant
Map control of heating
Glow period
Map monitoring of glow period
After-glowing

K29

J366

J248

T16
SP 16-18

Self-diagnosis
Monitoring of sensors and actuators
Fault memory
Basic setting
Diagnosis of actuators
Emergency functions
Reading results of measurements with fault reader
V.A.G 1551 or vehicle system tester V.A.G 1552.

Servicing of the engine is greatly simplified and the number of operations involved at an inspection is reduced as a
result of eliminating the need to set the
injection pump.
Any faults which occur can be rapidly
detected and easily rectified as a result
of the complete self-diagnosis system.

Note:
You will find an explanation of the abbreviated designations of the components in
the chapters on sensors and actuators.

13

Position of Components

N18
J248

AGR

G71 + G72

Q6
G80

EGR
G71
G72
G80
J248
N18
N108
N109
Q6

14

EGR valve
Intake manifold pressure sender
Intake manifold temperature sender
Needle lift sender
EDC control unit
EGR valve
Commencement of injection valve
Fuel cut-off valve
Glow plugs (engine)

N108
N109

N75
J359
J360

G70

Q7

G28

G62
G28
G62
G70
J359
J360
N75
Q7

SP 16-19

Engine speed sender

Coolant temperature sender
Air mass meter
Low heating output relay
High heating output relay
Charge pressure control solenoid valve
Heating elements (coolant)

15

System Overview
System overview of electronic control of the TDI
The diesel direct injection system control unit J248 makes use of maps and characteristic curves in
order to ensure that the engine is operating optimally in terms of torque development, fuel consumption and emission characteristics in every operating situation.

Sensors

Needle lift sender G80

Engine speed sender G28

40
F/M
T-G
> PB

<

G
UR
RB ANY
PIE GERM .01
21
82
7 .1

S
US
HFL
RC
DU

Air mass meter G70

Coolant temperature sender G62

Intake manifold temperature sender G72
+ Intake manifold pressure sender G71
Brake light/brake pedal switch F/F47
Clutch pedal switch F36

Accelerator pedal position sender G79

+ Idling switch F60
+ Kickdown switch F8

Modulating piston movement sender G149

Fuel temperature sender G81

Additional signals

16

Air conditioning
Terminal DF

OW
FL

1
6 46
4 90
07

Actuators
Glow plugs (engine) Q6
Glow plug relay J52

Diesel direct injection system control unit J248

with altitude sender F96

Heating element (coolant) Q7

Low heating capacity relay J359

Heating elements (coolant) Q7

High heating capacity relay J360

EGR valve N18

Charge pressure control solenoid

valve N75

Glow period warning lamp

K29

Quantity adjuster N146

Fuel cut-off valve N109

Diagnostic connection

Commencement of injection
valve N108
Additional signals

SSP 16-20

Engine speed signal

Fuel consumption signal
Air conditioning

17

Sensors
Accelerator pedal position sender
G79
Shaft

The determining factor for calculating the required

quantity of fuel to be injected is the position of the
accelerator pedal - the driver input. This is detected
by a sender. The accelerator pedal position sender
G79 is a potentiometer which is installed in the
pedal mounting.
It is operated by means of a short cable. The potentiometer passes the respective angle of rotation to
the electronic control unit.
A spiral spring in the sender housing produces a
restoring force which provides the driver with the
impression that he is operating a mechanical accelerator pedal.
In addition to the potentiometer, the sender also
accommodates the idling switch F60 and the kickdown switch F8.

Spiral spring

Potentiometer
SP 16-21

Analysis of signal
The electronic control unit calculates the quantity of
fuel to be injected and the commencement of injection from the signal supplied by the sender. In addition, these signals are used for controlling the
charge pressure and for operating the exhaust gas
recirculation.
Substitute function
If the sender is faulty, the engine runs at a fast
idling speed of about 1300 rpm.
This therefore enables the customer to drive to the
nearest workshop. The accelerator pedal position
sender G79 does not operate in such a case.

J 248
12

11

24

F60 /F8
SP 16-22

18

23

G79

Self-diagnosis
The fact that the sender signal is not plausible is
stored in the electronic control unit. This signal can
be checked in function "08", Reading measured
value block, display group "002". The figure for the
accelerator pedal position appears in the second
field of the display as a %.

Engine speed sender G28

SP 16-23

The engine speed is one of the most important

parameters for calculating the quantity of fuel to be
injected and the commencement of injection.
The inductive sender for engine speed G28 monitors the angle position of the crankshaft. The sender rotor (a disc with four recesses) is mounted on
the crankshaft. The correct position is fixed by a
dowel pin. The distance between two successive
pulses is measured in the electronic control unit.
The momentary value of the position of the crankshaft is calculated by analysing the four pulses.

Analysis of signal
The signal is used for calculating the quantity of
fuel to be injected and the commencement of injection. The signal supplied by the engine speed sender is analysed for performing the functions of
exhaust gas recirculation, preheating of the glow
plug and the signal for the glow period warning
lamp.
Substitute function
If the engine speed sender develops a fault, the
electronic control unit switches over to the emergency mode.
The signal supplied by the needle lift sender G80 is
used as a substitute signal. The commencement of
injection is controlled according to the injection
maps while charge pressure and quantity of fuel
injected are reduced. The idling speed monitor, the
fuel shut-off on overrun and the air conditioning are
switched off, as a result of which engine speed is
reduced slightly during brake applications. All in all,
this fault is noticeable from an increase in idling
speed.
Self-diagnosis
Two possible causes of faults are stored in electronic control unit:
- Signal not plausible
- No signal

J 248
69 67

71

Note:
If, in addition, no signal is supplied by the
needle lift sender, the engine stops.

G28

SP 16-24

19

Sensors
Air mass meter G70

>

<
40
F/M
T-G
PB

G
UR
RB ANY
PIE GERM .01
21
2
8
7 .1

OW
FL

The task of the air mass meter is to determine the

fresh air mass which is supplied to the engine. The air
mass meter G70 is installed in the intake manifold
immediately downstream of the air filter. It measures
the inducted air mass by means of a hot film sensor.
The hot film is heated with a voltage of 12 V.
The inducted air flowing past cools the surface of the
hot film. As a result of the surface being cooled down,
the resistance of the hot film drops. The voltage drop
produced by this change in resistance is analysed as
an equivalent for the temperature and mass of the
inducted air by the electronic control.

SP 16-25

Hot film

Analysis of signal
The result of the measurement supplied by the air
mass meter is used for controlling the percentage
addition of recirculated exhaust gas mass and the
maximum quantity of fuel to be injected.
A smoke map stored in the control unit limits the quantity injected if the inducted air mass is insufficient for
clean combustion.

Substitute function
If the air mass meter fails, the charge pressure limit is
reduced and fixed values are set to ensure that the
engine operates optimally in the part throttle range.
This results in a reduction in engine output.

J 248
50

52

25

G70
3

+12V

SP 16-26

20

Intake manifold pressure sender G71

and intake manifold temperature sender
G72
The sender is located downstream of the charge air cooler.
Its signal supplies information on the pressure and temperature of the air in the intake manifold. The charge pressure
is additionally corrected by the value for the pressure and
temperature in the intake manifold.

SP 16-27

Analysis of signal
The signals supplied by the senders G71/G72 are used for
limiting the charge pressure and for controlling the auxiliary
heater.

Substitute function
If sender G71 fails, a fixed value is set by the electronic
control unit. This fixed value maintains the charge pressure
control.
If sender G72 fails, the electronic control unit specifies a
value of about 20C for calculating the charge pressure limit
and for the auxiliary heater function.

Self-diagnosis
The control unit stores two possible faults:
Short circuit to earth
Open/short circuit

J 248
25

13

39

G72
1

40

G71

The intake pressure is displayed in function "08", Reading

measured value block "010", display field 3.
The temperature of the intake air is displayed in function
"08", Reading measured value block "007", display field 3.

SP 16-28

21

Sensors
Modulating piston movement sender G149
Coil with alternating
voltage

Fixed iron ring

Iron core

Moving iron ring

Distributor
injection pump
Eccentric shaft

SP 16-29

The modulating piston movement sender G149 monitors the rotation angle of the eccentric shaft of
the fuel metering control in the injection pump. This is a sensor which operates contactlessly. Its
signals are transmitted directly to the electronic control unit. The sender consists of two inductive
pickups, the operating principle of which is based on the differential transformer principle. The use
of contactless pickups ensures that the sender operates properly irrespective of the surrounding
media, so that any water which may be present in the fuel does not produce any falsified result. A
magnetic alternating field is generated along a specially shaped iron core by an alternating voltage.
A moving iron ring is attached to the eccentric shaft and is able to move along the iron core. The
magnetic alternating field changes in accordance with the position of the moving iron ring. This has
the result of inducing and alternating voltage in the coil. The phase shift of the induced voltage relative to the set voltage is taken as a measure for the position of the fuel metering control. Temperature influences can be ignored because both voltages originate from the same sender and are
transmitted over the same wiring system.

J 248
56

57

64

G149
SP 16-30

22

Analysis of signal
The sender signal corresponds to the momentary position of the
fuel metering control. It is used for comparing the "actual position"
of the fuel metering control with the position calculated by the
electronic control unit. If a difference of set and actual position is
determined, the quantity adjuster N146 alters the position of the
fuel metering control accordingly.

Substitute function
If the control unit does not receive a signal from the modulating
piston movement sender G149, the engine is stopped for safety
reasons.

Fuel temperature sender G81

Distributor
injection pump

Fuel temperature
sender G81
SP 16-31

The fuel temperature sender measures the temperature of the fuel in the injection pump.
The result of the measurement is output as a change in voltage to the electronic control
unit.
The temperature of the fuel is a very important factor because the density of the fuel
depends directly on its temperature. The fuel is forced at high pressure through the injection nozzles by a small piston of the injection pump. The temperature of the fuel has to be
known in order to exactly calculate the quantity to be injected and the commencement of
injection. It is possible to calculate the correct values from the known relation between
fuel temperature and density.
Analysis of signal
The quantity of fuel to be injected and the commencement of injection are calculated
from the signal supplied by the fuel temperature sender.
Substitute function
If the sender fails, the electronic control unit specifies a
fixed value as basis for the calculation.

J 248
76

53

G81
4

Self-diagnosis
The electronic control stores the following causes of
faults:
Short circuit to earth
Open/short circuit.
The fuel temperature is displayed in C in function "08",
Reading measured value block, display group "007",
display field "1".

SP 16-32

23

Sensors
Coolant temperature sender G62
The coolant temperature sender is located in the coolant connection of the cylinder head. The sender is designed as a resistor
with a negative temperature coefficient (NTC). As a result of the
voltage drop, the momentary value of the coolant temperature is
passed on to the electronic control unit.
SP 16-33

Analysis of signal
The signal for the coolant temperature is incorporated in calculating the quantity of fuel to be injected, the commencement of
injection, the glow period, the quantity of exhaust gases recirculated and for controlling the auxiliary heater system.

Substitute function
If there is a fault in the signal, the fuel temperature is used as a
substitute signal. The maximum possible time is used for the glow
period. The auxiliary heater is switched off.

J 248
54

70

G62
1

SP 16-34

24

Self-diagnosis
The following possible causes of faults are stored:
- Short circuit to earth
- Open circuit/short circuit
The coolant temperature is displayed in C in function "08", Reading measured value block, display group "007", display field 4.

Altitude sender F96

The altitude sender is integrated in the diesel direct injection control unit J248. The measurement is carried out
directly in the control unit. The altitude sender contains a
piezo ceramic element. When the piezo crystal is subjected
to a force, it releases a voltage. This voltage is a measure
for the air pressure. The air pressure is in turn dependent
on the geographic altitude, in other words air pressure
drops as altitude increases. The charge pressure and
exhaust gas recirculation are reduced if there is a drop in air
pressure to avoid black exhaust.

Altitude sender F96

SP 16-4

Analysis of signal
The electronic control calculates the charge pressure limit
on the basis of the signal supplied by the altitude sender.

Substitute function
If the altitude sender fails, the charge pressure is controlled
in line with a fixed value.

Self-diagnosis
The electronic control unit stores any faults which occur.
The air pressure is displayed in mbar in function "08", Reading measured value block, display group "010", display
field 2.

Note:
If the altitude sender develops a fault, it cannot be repaired.
The electronic control unit then has to be replaced.

25

Sensors
Brake pedal switches for diesel
direct injection system F and F47
The switches F and F47 are housed in a module which
is installed directly at the brake pedal. The switch F
operates the brake lights. The switch F47 supplies the
"Brake operated" signal to the electronic control unit.
This, for example, rules out any risk of a simultaneous
brake application and "Full throttle". Switch F is designed as an N.O. contact and switch F47 as an N.C.
contact.
SP 16-35

Analysis of signal
Both switches transmit the "Brake operated" signal to
the electronic control unit. The analysis of both signals
provides a double security in the entire system. The
signal is analysed for fuel shut-off on overrun, improving smooth engine running and monitoring the plausibility of the sender signals of accelerator pedal and
idling switch.

Substitute function
If one or both switches fails, an emergency programme is activated which corrects the control of the
quantity of fuel injected accordingly.

Self-diagnosis
The electronic control unit stores malfunctions in one
or both switches.

J 248
20

The signals supplied by the switches can be checked

in function "08", Reading measured value block, display group "006".

M9
M 10
M 25
4

F 47

SP 16-36

26

Clutch pedal switch F36

The clutch pedal switch F36 is installed directly at the
clutch pedal. The current position of the clutch pedal is
signalled to the electronic control unit by means of this
switch. The switch is designed as an N.C. contact.

SP 16-37

Analysis of signal
The signal of the clutch pedal switch is used to influence the injected quantity control. The quantity of fuel
injected is reduced for a short time in order to improve
smooth running during a gear change.
Substitute function
If there is a fault in the signal, this reduction of the
quantity of fuel injected is not carried out.
Self-diagnosis
Malfunction of the clutch pedal switch F36 is not
stored by the electronic control unit.

Terminal DF of alternator
The signal of terminal DF is analysed only in conjunction with the auxiliary heater. The signal regarding
available charge capacity exists at terminal DF at the
alternator end.

Substitute function
In the event of a malfunction, the auxiliary heater is
switched off in order to avoid any discharge of the battery.
SP 16-38

Self-diagnosis
No plausibility or open circuit are registered as possible malfunctions.

27

Sensors
Additional signals
Air conditioning (contact 48)
The signal of contact 48 controls the operation of the AC compressor. At the same time, it is
used to increase idling speed in order to avoid any drop in idling speed when the compressor
cuts in.

Self-diagnosis
The signal is not registered in the fault memory of the electronic control unit.
This signal can be checked in function "08", Reading measured value block, display group
"002".

Road speed (contact 43)

The signal at contact 43 is required for monitoring the smooth running of the vehicle. The electronic control unit controls the quantity of fuel injected in line with the vehicle speed. This ensures a high degree of ride comfort, particularly if frequent load changes occur. This description
applies only to models fitted with the cruise control system; not presently assigned on the
OCTAVIA.
Self-diagnosis
The electronic control unit registers faults in this signal.
This signal can be checked in function "08", Reading measured value block, display group
"006".

Cable W (contact 45)

Cable W links the electronic control unit to the combination processor in dash panel insert
J218 in which the electronic immobiliser is integrated. The signal of the immobiliser to prevent
unauthorized persons starting the vehicle off, flows along this wire. If the control unit is replaced, it is then necessary to enter the new code in the combination processor.

Self-diagnosis
The electronic control unit registers an open circuit in this wire and, in this case, it is not possible any more to start the engine.

28

Actuators
Fuel cut-off valve N109
Coil
Spring

Armature

A self-ignition engine can only be switched off by

cutting off the fuel supply. This is done by the fuel
cut-off valve N109.
It is installed in the upper half of the injection pump.
When it is de-energized, it interrupts the fuel supply
to the distributor injection pump. The fuel cut-off
valve is a solenoid valve. The armature is used at
the same time as a blocking valve. If the coil is excitated, the armature is attracted, the spring force is
overcome and the fuel is allowed to flow.

Actuation
The fuel cut-off valve is actuated by a contact of the
electronic control unit. When the contact opens, the
power supply is interrupted and the engine stops at
once.
SP 16-39

Substitute function
In the event of a fault, the vehicle no longer operates because the fuel supply is immediately interrupted.

Self-diagnosis
A fault is registered by the electronic control unit.
The correct status of the fuel cut-off valve can be
inspected with function "03" - Final control diagnosis.

J 248
77

N 109

SP 16-40

29

Actuators
Glow period and warning lamp K29
The glow period and fault warning lamp K29 performs two tasks:
Indicating the glow period,
a "continuous light" is indicated during the glow period
Warning of faults which have occurred,
are indicated by a "flashing light".
3
2
1

4
1/min x 1000

100

80

6
7

120
km/h

60

140
160
180

40

200

20

220

Faults are only indicated if there is a risk that it is not possible to

continue the journey.

240

SP 16-41

Actuation
The warning lamp is activated by the control unit if the preglow
system is operating or if faults have occurred at the following
components:
Needle lift sender G80
Engine speed sender G28
Modulating piston movement sender G149
Accelerator pedal position sender G79
Brake pedal switch F/F47
Quantity adjuster N146
Commencement of injection valve N108
Self-diagnosis
Faults of this signal are not stored. The check is carried out with
function "03" - Final control diagnosis.

Coolant system heater elements Q7

The auxiliary heater consists of three heating elements and is
screwed onto the coolant connection fitting of the cylinder head
at the clutch side.

SP 16-42

Actuation
If the intake manifold temperature is below about 5C at the
moment the engine is started, the electronic control unit activates the heating elements Q7 in the coolant circuit through the
relays J359 and J360.
The start temperature is stored. To avoid any discharge of the
battery, one, two or even all three heating elements are supplied
with voltage, depending on the available charge capacity of the
alternator. The alternator features a special connection (terminal
DF) to the control unit for this purpose. The auxiliary heater is
switched off once the coolant has reached a certain temperature. The cut-off temperature depends on the start temperature.
The lower the start temperature, the higher the cut-off temperature.

Self-diagnosis
Faults in the auxiliary heater are not stored. A check of the heating elements and of the relays is conducted with function "03" Final control diagnosis.
30

Engine glow plugs Q6

Injection nozzle holder

Significantly longer glow plugs are required for the TDI

engine as a result of the geometry of the combustion
chamber. The glow plugs are positioned so that only
their tips project into the combustion chamber. A
quick-lock makes it possible to quickly examine and
replace the glow plugs.

Glow plug

SP 16-43

Actuation
The relay for the glow plugs is operated by the electronic control unit. It specifies the preglow period, the
glow period and the afterglow period.

Self-diagnosis
Faults in the glow plug system are not stored. A check
of the glow plugs and of the preheating system is conducted with function "03" - Final control diagnosis.

Engine speed from G28

Pin 67

Pin 41

K29
Coolant temperature from G62

Fuse

J248
Pin 70

Pin 42

J52
Glow plug relay
Glow plugs

Q6

Q6

Q6

Q6

Bougies de prchauffage
SP 16-44

31

Actuators
Quantity adjuster N146

Armature

Coil

Shaft

Eccentric ball joint

SP 16-45

The quantity adjuster is installed in the upper half of the injection pump. It converts the
signals received from the electronic control unit into a change in the position of the
modulating piston. This is done by converting the incoming electric signals into defined
movements of the drive shaft with eccentric ball joint based on the electromotive principle.
The drive shaft is able to perform movements of up to 60 rotary angle. A spring produces a constant restoring force of the drive shaft in the direction of its initial position. The
eccentric ball joint moves the modulating piston back and forward axially on the distributor piston. This makes it possible to completely open the control cross section (cut-off)
or to completely close it (full throttle).

32

Eccentric ball joint

Leak quantity
Modulating piston

Distributor piston

SP 16-46

Actuation
The signal for the accelerator pedal position and the signal for engine speed are used in
the electronic control unit as parameters for controlling the quantity of fuel injected. In
addition, the following correction values are incorporated:
Coolant temperature,
Fuel temperature,
Air mass,
Position of clutch pedal switch and
Position of brake pedal switch.
The electronic control calculates a manipulated variable from these data, which is transferred to the quantity adjuster as a voltage.

Substitute function
If a fault develops at the quantity adjuster, the engine stops. As a result of the restoring
force of the spring, the drive shaft is moved into the "0" position if the voltage supply fails.
The control cross section of the distributor piston is thus fully opened and the engine
stops.

Self-diagnosis
Any faults which occur are registered in the electronic control unit. The correct function of
the quantity adjuster can be checked in function "08", Reading measured value block, display group "001". The momentary value of the injected quantity is indicated in display field 2.

33

Actuators
Commencement of injection valve N108
Diesel direct injection control unit
J248

Injection pump

Solenoid coil

Pressure roller

advanced

Spring

Pressurized fuel in interior of pump

Eccentric disc

retarded

Pin
Piston

To suction side of
vane cell pump

Commencement of injection
valve N108
Injection timing piston
Spring

SP 16-47

The commencement of injection valve N108 is installed in the bottom half of the injection pump. It
converts the on/off ratio into a change in control pressure. This change acts on the non-prestressed
part of the injection timing piston.
The valve is a solenoid valve and consists of a piston, a spring and a coil. As a result of the spring
force, the piston shuts off the fuel return flow in the off position. The return-flow opening is opened by
the electronic control unit actuating the solenoid coil of the valve. As a result of the fuel pressure
acting on the piston, which counteracts the force of the spring, an equilibrium of forces is obtained for
each fuel pressure. This equilibrium of forces ensures that the injection timing piston adopts a defined position and thus alters the moment of commencement of injection. The pin is shifted as a result
of the change in position of the injection timing piston. The shift is transmitted to the radially mounted
eccentric disc in injection pump. As a result of the connection between pin and eccentric disc, the travel of the pin is converted into an angle of rotation. As a result, the eccentric disc is rotated either in
the "advanced" or "retarded" direction and the commencement of injection is altered accordingly.
Actuation
The signal of the needle lift sender is used as an actual value parameter for calculating the value for
the signal to the solenoid valve. The electronic control transmits a sequence of pulses of a constant
frequency and different phase angle to the solenoid valve.
Substitute function
In the event of a fault, the control of the commencement of injection is deactivated. If the substitute
function is activated, the charge pressure is limited and the quantity of fuel injected reduced in order
to avoid any damage to mechanical components.
Self-diagnosis
Malfunctions of the commencement of injection control are not stored in the fault memory. The component can be checked in function "03" - Final control diagnosis. A comparison of the calculated
value with a map value is possible in function "08", Reading measured value block, display group
"004".
34

Charge pressure control solenoid

valve N75

To intake port

To mechanical charge
pressure control
valve at turbocharger

SP 16-48

Intake manifold pressure

This valve limits the charge pressure as a function of

the value supplied by the electronic control unit.
The pressure unit of the mechanical charge pressure
control valve is actuated.
In the off position, the charge air is able to pass freely
at intake manifold pressure through the valve. In the
actuated state, part of the charge air is diverted to the
intake port.

Actuation
The electronic control unit transmits signals to the
solenoid valve which correspond to the charge pressure map. A higher or lower intake manifold pressure
exists at the charge pressure control valve of the turbocharger by opening and closing the valve accordingly.

Substitute function
In the event of a fault, the pressure is limited to 0.75
bar by the mechanical control.

J 248
15

N 75
1

Self-diagnosis
A fault in the charge pressure control solenoid valve
N75 is not stored by the electronic control unit. A fault
in the charge pressure control, however, is stored.
Correct operation can be checked in function "03" Final control diagnosis.
The set pressure can be read in function "08", Reading measured value block, display group "011", display field 2 and the actual pressure in display field 3.
Correct operation of the system can be checked by
comparing both values.

+12V

SP 16-49

35

Actuators
Exhaust gas recirculation valve N18
The exhaust gas recirculation valve converts the
signals supplied by the electronic control unit into a
control vacuum for the mechanical EGR valve.
In the off position, the valve shuts off the vacuum connection to the EGR valve. If a voltage is supplied, the
valve opens the vacuum connection. The exhaust gas
recirculation valve permits very accurate control of the
EGR valve.

SP 16-50

Actuation
The coil of the valve is supplied with a voltage of constant frequency. The pulses supplied by the electronic
control unit are converted into a mechanical movement of the armature.

Substitute function
In the event of a fault, exhaust gas recirculation is
stopped, which does not have any effect on vehicle
handling.

Self-diagnosis
Failure of the exhaust gas recirculation valve is not
stored by the electronic control unit. Proper operation
can be checked in function "03 - Final control diagnosis".
The percentage degree of opening of the EGR valve is
indicated in function "08", Reading measured value
block, display group "003", display field 4.

J 248
29

N 18
1

+12V

SP 16-51

36

Additional outputs
Fuel consumption (contact 18)
The electronic control supplies a signal regarding fuel consumption to the dash panel insert. The exact consumption is calculated
from the position of the modulating piston.
The multifunction display analyses the signal and indicates it as a
consumption over 100 km.
SP 16-4

Self-diagnosis
Faults of this signal are not stored. The fuel consumption in litres/
hour can be read in function "08", Reading measured value block,
display group "05", display field 3.

Engine speed (contact 6)

SP 16-4

The electronic control unit supplies a signal of the engine speed to

the combination processor in the dash panel insert J218. This
signal is required, for example, for indicating engine speed, dynamic oil pressure etc.
In the event of a fault, these readouts then no longer operate. The
fault is not stored.

37

Fuel Metering Control

Diesel direct injection system control
unit J248

Engine speed sender G28

Air mass meter G70

40
F/M
T-G
> PB

<

RG
BU Y
AN
PIERGERM 1
1.0
22
7 .18

SS
LU
HF
RC
DU

OW
FL

1
6 46
4 90
07

Quantity adjuster N146

Coolant temperature sender

G62
Brake pedal switch F/F47
Clutch pedal switch F36
Accelerator pedal position sender G79
Idling switch F60

Modulating piston movement sender G149

Fuel temperature sender G81
SP 16-52

Additional signal

The electronic control unit controls the quantity adjuster as a function of the parameters of
quantity injected, engine speed, engine torque, ride comfort and starting. Taking a stored
map value as the basis, the quantity of fuel injected is further specified by various values
supplied by sensors. The following sensor signals flow into the control unit for the quantity
adjuster:
Accelerator pedal position
Idling switch position
Coolant temperature
Fuel temperature
Engine speed

Air mass
Modulating piston position
Brake pedal position
Clutch pedal position
Road speed signal

Functions performed
The following fixed values are used for controlling the quantity of fuel injected:
Map value for quantity injected
Control of idling and full throttle speed
Fuel cut-off on overrun
Start quantity control
Smoke limiting
Active jerk control

38

Commencement
of injection

Engine
speed
Fuel mass

Map value for quantity injected

The basis for the signal transmitted to the
quantity adjuster, is a value which is taken
from a map. This map signal is modified by
individual correction factors in order to adapt
the quantity of fuel injected as accurately as
possible. This signal for the modulating
piston travel is used as confirmation and a
correction value for actual injection.

SP 16-53

Control of idling and full throttle speed

Values for idling and full throttle speed are stored in the control unit. Full throttle speed is
altered as a result of engine temperature, the connection of electric loads and of the AC
compressor. Control of idling speed begins with the sampling of the engine speed value
from a map, which also takes into account the coolant temperature.
This map value is compared with the actual engine speed. The required quantity to be
injected is calculated from the difference. Maximum engine speed is always constant,
being about 4900 rpm. Once this engine speed has been reached, the quantity injected is
progressively reduced. Once engine speed drops, the quantity injected is again increased.

Fuel shut-off on overrun

The fuel shut-off on overrun shuts off the fuel supply completely to the injectors. This
function is always performed once idling speed rises to more than 1300 rpm without the
accelerator pedal having been depressed or the brake pedal operated.

Start quantity control

The electronic control unit increases the quantity injected when the engine is started. The
map values for the quantity injected are increased in line with the coolant temperature.

Smoke map
The actual quantity injected is determined in accordance with the stored smoke map. If the air mass is
too low, the quantity injected is reduced to such an
extent as to prevent any black exhaust.

Fuel mass

Air mass
Engine
speed

Active jerk control

The active jerk control (AJC) makes it possible to
avoid the occurrence of uncomfortable vibrations of
the vehicle in the longitudinal axis.

SP 16-54

39

Commencement of Injection Control

Needle lift sender G80

Diesel direct injection system control

unit J248

Engine speed sender G28

Coolant temperature sender G62

Commencement of injection
valve N108

SP 16-55

Commencement of injection influences a variety of engine properties such as starting characteristics, fuel consumption and exhaust emission. Programmed commencement of injection maps take into account these interdependent factors.
The task of the commencement of injection control is to determine the correct moment for
supplying fuel to the injectors. The control loop assures the high accuracy which is required
for commencement of injection.

Functions performed
The following functions are performed by the commencement of injection control:
Calculating the commencement of injection according to the map values
Correcting the commencement of injection in the warming-up phase
Controlling commencement of injection at engine start and during overrun

40

Commencement
of injection

Fuel mass

Calculating the map value for commencement

of injection
The programmed commencement of injection
maps are used as a basis for calculating the commencement of injection. The actual commencement of injection is detected directly at the
injector, by the needle lift sender G80. This measurement is compared with the map value. Any
difference results in a change in the actuation of
the solenoid valve at the injection advance. The
actuation can be continuously changed until the
control variation has reached the value "zero".
Engine
speed
SP 16-53

Fixed value control in warming-up phase

The commencement of injection is controlled in accordance with fixed values during
engine starting and the warming-up phase.
The electronic control unit corrects the commencement of injection in line with the coolant temperature.
The commencement of injection is shifted toward the "retarded" direction as the coolant temperature drops. In contrast, the commencement of injection is shifted toward
the "advanced" direction as engine temperature rises. This contributes to improving
the ignition properties of the fuel at low temperatures.
Commencement of injection control during starting
The moment of commencement of injection when the engine is started is likewise controlled as a function of the coolant temperature. The commencement of injection is
advanced in order to improve engine starting.

41

Exhaust Gas Recirculation

J248

A
G70

N18

The concentration of pollutants in the exhaust is reduced as a result of the

exhaust gas recirculation system EGR. The TDI engine operates at higher
combustion temperatures than an engine with a prechamber. High combustion temperatures and the air excess produce a higher oxides of nitrogen
content (NOx) in the exhaust. This characteristic has an even more detrimental effect at low engine speeds. As a result of the EGR system, exhaust
portions are added to the intake air. This reduces the air excess during
combustion. As a result of the reduced air excess, the combustion temperature remains low and the output of oxides of nitrogen is reduced. The map
value limits the quantity of exhaust gases which are recirculated in line with
the emitted mass of hydrocarbons (HC) and carbon monoxide (CO). A high
proportion of recirculated exhaust gases, however, results in a deterioration
in engine output.
42

Air mass

G72
Engine speed
Fuel mass

AGR

VP

G62

SP 16-57

Control of exhaust gas recirculation

The value for controlling the quantity of exhaust gases which are
recirculated is calculated from a map value as a function of the
values for the inducted air mass, engine speed and the quantity
of fuel injected.
The quantity of fuel injected and engine speed determine in the
map the quantity of exhaust gases which are recirculated.
The control is activated only once engine temperature has
increased to more than 50C.
The exhaust gas recirculation system remains switched off at a
lower temperature.
Exhaust gas recirculation is only active at engine speeds of less
than 3000 rpm as the oxides of nitrogen level is drastically reduced at higher engine speeds. This effect is the result of the shorter combustion times and lower air excess.
Once the quantity of recirculated exhaust is determined, the electronic control unit converts the value into an equivalent signal.
This signal is used for accurately meeting the quantity of exhaust
and in turn contributes to avoiding environmental pollution.
The exhaust gas recirculation valve (solenoid valve) controls the
mechanical EGR valve.

G28

SP 16-56

A
EGR
G28
G62
G70
G72
J248
N18
VP

Charge air cooler

EGR valve
Engine speed sender
Coolant temperature sender
Air mass meter
Intake manifold temperature sender
EDC control unit
Exhaust gas recirculation valve
Vacuum pump

43

Charge Pressure Control

F96
J248

A
G70

N75

The pressure unit B at the charge pressure valve C is pressurized by the charge
pressure control solenoid valve N75. Valve N75 is supplied with electrical
signals by the electronic control unit. This enables the charge pressure to be
influenced in accordance with a map.
Temperature and pressure in the intake manifold are monitored by the intake
manifold pressure and temperature sender G71/G72. Differences from the set
point are adjusted accordingly. The temperature is monitored because of the
influence it has on the density of the air. The charge pressure map is corrected
in line with the air pressure by the altitude sender F96 so that the engine is
always supplied with approximately the same air mass. From an altitude above
MSL of about 1500 metres, the charge pressure is reduced in order to prevent
the turbocharger overrevving.

44

G71 + G72

Control of charge pressure

The charge pressure is controlled by altering the on/off
ratio, the mean pressure being controlled in combination
with the atmospheric pressure. The on/off ratio is formed
by comparing the sensor signal and the map value. The
charge pressure control solenoid valve is actuated with
this signal. This valve opens or shuts off the flow of charge
air to the pressure unit. If a high air pressure is supplied to
the pressure unit, it opens a flap in the turbocharger housing. The exhaust gases flow through this flap directly to
the exhaust without passing through the turbocharger.
The charge pressure is controlled in line with the altitude
above MSL and the air temperature.
As the air pressure drops, the charge pressure is reduced
in order to prevent any damage to the turbocharger.

A
B
C
F96
G70
G71
G72
J248
N75

Charge air cooler

Pressure unit
Charge pressure valve
Altitude sender
Air mass meter
Intake manifold pressure sender
Intake manifold temperature sender
EDC control unit
Charge pressure control solenoid valve

SP 16-58

45

Auxiliary Heater System

Large heating capacity

relay J360
Terminal DF

Heating elements
for coolant Q7
Diesel direct injection
system control unit J248

Intake manifold pressure

sender G71 and temperature
sender G72

Low heating capacity

relay J359

Coolant temperature
sender G62

SP 16-59

As a result of the high efficiency of the TDI engine, only a very slight amount
of heat is dissipated to the coolant. The coolant is heated electrically by the
auxiliary heater if the outside temperature is low.
An alternator with a higher capacity is installed in order to ensure that adequate capacity is always available.
Activation
The auxiliary heater is operated in line with the coolant temperature and outside temperature. The auxiliary heater is switched on if the coolant temperature is below 5C. It remains in operation for a period depending on the start
temperature.
The heating capacity is connected in accordance with the available alternator
capacity. The output rating is measured for this purpose at terminal DF. The
auxiliary heater is switched on through the relay J359 and J360. One, two or
three heating elements can be connected as necessary.

Pin 13

Q7

Pin 34

G72

J360
Pin 54
Q7

G62

J248
Pin 22

DF

Pin 17
J359

Q7
SP 16-60

46

Glow Plug System

Engine speed sender G28

Diesel direct injection system

control unit J248

Glow plug relay

J52

Glow plugs Q6

SP 16-61

Coolant temperature sender G62

A high pressure and high temperature are produced in the combustion chamber during the
compression phase. This has a major impact on the combustion process. The heat dissipation is low as a result of the small surface area of the combustion chamber. Preglowing is
only necessary at low temperatures.
A basic distinction is made between three glow phases:

Preglow period
Glow period
Afterglow period

Controlling the system

The glow plug system is controlled by the electronic control unit. Preglowing is activated only
if the coolant temperature is below +10C.
The preglow period is all the longer, the colder the coolant.
Preglowing is followed by a glow period of 5 seconds.
Afterglowing is activated at coolant temperatures below +20C when the engine is started for
a period of about 30 seconds. In total, an afterglow period of 90 seconds is possible, depending on the coolant temperature. Afterglowing is switched off once engine speed is greater
than 2500 rpm.

47

Emission Characteristics
Pollutants in the exhaust
The most frequent pollutants which occur in the exhaust of diesel engines will already be familiar to
you from the information supplied regarding the 1.9-ltr. naturally aspirated diesel engine. The specific characteristics of a TDI engine in respect of pollutants, in particular oxides of nitrogen (NOx), is
explained in the section on exhaust gas recirculation.
The 1.9-ltr. TDI engine features a wide variety of measures aimed at reducing pollutant level, and
betters the exhaust limits which have been in effect since 1996 while at the same time achieving
excellent fuel economy.
The measures which have been implemented with the aim of reducing the pollutants in the exhaust
and how they interact with each other, are explained in detail below.

Reducing pollutants
Measures which are appropriate for reducing the formation of particulates and hydrocarbons (HC),
have the effect of increasing the share of oxides of nitrogen. If oxide emissions are to be cut, it is
then necessary to accept higher levels of the other exhaust elements, and at the same time fuel consumption will also be greater.
The lowest possible exhaust emissions was one of the principal criteria as early as the design phase
of all the components involved in the combustion, such as
Injection nozzle,
Piston bowl,
Combustion chamber geometry.
The improvements to the engine management system also have contributed to optimising the combustion process.
The main influencing factors are commencement of injection, exhaust gas recirculation and oxidation catalytic converter.

Influence of commencement of injection

If the commencement of injection is retarded, it is possible to reduce the level of oxides of nitrogen in
the exhaust. The consequence of this is that engine output is reduced and the level of hydrocarbons
(HC) and particulates increases. These exhaust elements can be improved by fitting a catalytic converter. The result of these measures is that the fuel consumption is some 4 % higher.

Influence of exhaust gas recirculation (EGR)

By recirculating the exhaust gases into the combustion chamber it is possible to reduce the oxygen
content. The result of this measure is a reduction in the emission of oxides of nitrogen, although this
may bring about an increase in particulate emissions in certain operating conditions.

48

Oxidation catalytic converter

A major part of the gaseous pollutant emissions (HC, CO) and particulates are converted in the catalytic converter into carbon dioxide (CO2) and water vapour.
The oxides of nitrogen (NOx) cannot be converted by the catalyst.
The influence of various design measures on exhaust emissions and the relationship to fuel
consumption, is shown in the diagram below:
250%

1,9 l
TDI

200%

150%

100%

50%

0%
Consumptionoptimised engine
HC

Retarded
commencement
of injection
CO
NOx

Retarded commencement of injection and

EGR
Particulates

Retarded commencement of injection with

EGR, catalytic converter
Consumption

SP 16-62

Note:
The exhaust emission levels shown on the diagram are relative,
and not absolute figures.

Diesel fuel itself has a decisive influence on clean combustion.

A reduction in the sulphur content from the present 0.13 percent by volume to
0.05 percent by volume (development objective) has the effect of reducing
particulate emissions by seven percent.

49

Function Diagram
The function diagram represents a simplified current flow diagram and shows how all the system
components for controlling the diesel direct injection system are interlinked.

Components
A/+
F
F8
F36
F47
F60
G28
G62
G70
G71
G72
G79
G80
G81
G149
J52
J248
J322
J359
J360
N18
N75
N79
N108
N109
N146
Q6
Q7
S...

Battery positive
Brake light switch
Kickdown switch
Clutch pedal switch
Brake pedal switch
Idling switch
Engine speed sender
Coolant temperature sender
Air mass meter
Intake manifold pressure sender
Intake manifold temperature sender
Accelerator pedal position sender
Needle lift sender
Fuel temperature sender
Modulating piston movement sender
Glow plug relay (engine)
Diesel direct injection system control unit
Diesel direct injection system relay
Low heating capacity relay
High heating capacity relay
Exhaust gas recirculation valve
Charge pressure control solenoid valve
Crankcase breather heating element
Commencement of injection valve
Fuel cut-off valve
Quantity adjuster
Glow plug - engine
Coolant system heating elements
Fuses

30
15
30

J 322
5
87

85

S 234
10A

A/+

S131
50A

J360
J359
N108

N75

N18

A
Q7

79

15

52

50

29

1 27 25

17

13

34

39

G72

G70

Q7

40

33

12

24 11 23

G71

P
F60/F8

Additional signals
A
B
C
D
E
F
G
H
J
K
L
M
N

Brake lights
Kickdown signal
31
Accelerator pedal position
Engine control signal (only with automatic gearbox)
Envisaged for cruise control system (CCS)
Engine speed signal
AC compressor cut-off
AC compressor standby (increase in idling speed)
Glow plug warning light
Fuel consumption signal
Wiring for diagnosis and immobiliser
Terminal DF
Combination processor in dash panel insert

Colour coding/Legend
= Input signal
= Output signal
= Battery positive
= Earth

50

G79

30
15
86

30

85

87

J52

S243
15A

S13
10A

S232
10A

S229
15A

B146

S132
50A
A/+

B
F47

20 9

N79

G62

F36

46

44

36

35

10

21

19

47

54

70

J248
77

69 67

71

55

62

51

22

45 18

41

48

16

42

28

76

53

G81

N109

G80

64

56

G149

57

80

66 59

5 N146

G28
N

Q6
31

SP 16-63

B146

= Positive connection in
interior wiring loom

51

Self-Diagnosis
Self-Diagnosis and Safety Concept of the TDI with Electronic Diesel
Control - EDC

DIAGNOSIS
The control unit carries out the following functions when driving:
Comparison of the measurements supplied by the sensors for plausibility.
Monitoring the electrical and mechanical operation of the actuators.
This is done by conducting a set/actual value comparison.
The results have to satisfy certain fixed requirements.
Monitoring the state of the electrical plug and cable connections for open circuits
and short circuits.

If a fault occurs in the system, the EDC reacts in stages in accordance

with the significance of the fault.

REACTION

52

Stage 1:

If sensors with correction functions fail, the system continues to operate

with fixed substitute values or adopts analysable information from other
sensors.
The driver is usually unaware of this and the fault is detected during the
Annual Inspection.

Stage 2:

More significant faults which can result in failure of subfunctions, result in a

reduction in engine output. The driver is advised of this by the glow period/
warning signal lamp flashing.

Stage 3:

If the driver can no longer influence the power output of the engine with the
accelerator pedal, the EDC controls the engine into the fast idling mode.
This enables the vehicle to be moved out of flowing traffic.

Stage 4:

If reliable operation of the engine is no longer assured, the engine is switched off by the quantity adjuster. If the fault does not allow the engine to be
switched off with the quantity adjuster, it is then switched off by means of
the fuel cut-off valve (redundancy).

The diesel direct injection system control unit features a permanent fault memory. This makes it possible to check faults
which have occurred during earlier starts. This is a reliable
means of rapidly detecting the causes of faults. Self-diagnosis
of the electronic control unit is conducted in operating mode
"1" - TEST OF VEHICLE SYSTEMS.

1
4
7
C

2
5

3
6

8
O

9
Q

V.A.G. 1552

HELP

The faults are analysed with the vehicle system tester V.A.G
1552. All the coloured sensors/actuators are monitored.
SP 17-29

<
M40
-GF/
> PBT

G
UR Y
RB
PIE GERMAN 1
1.0
22
7 .18

SS
LU
HF
RC
DU

OW
FL

1
6 46
4 90
07

3
2
1

4
1/min x 1000

100

80

6
7

60
40
20

120
km/h

140
160
180
200
220
240

Pin 48

SP 16-65
DF

Functions of self-diagnosis:
Address word "01" - Engine electronics

01 - Interrogating control unit version

02 - Interrogating fault memory
03 - Final control diagnosis
04 - Basic setting
05 - Erasing fault memory
06 - Ending output
07 - Coding control unit
08 - Reading measured value block
09 - Reading individual measured value
10 - Adaptation

Note:
If the address word "00" - automatic test sequence - is selected, all the control
units of the vehicle with a diagnostic capability are interrogated.
The control unit version and the fault memory are displayed.
53

Self-Diagnosis
Function "01":
Interrogating control unit version

This function enables the control unit versions to be interrogated. This function is used to retrieve the stored data of
the control unit which is being examined.
The illustration shows the data which appear in the display
of the vehicle system tester V.A.G 1552 and the meaning:

Displacement
of engine

Part number of
control unit

028906021BT

Type of
engine

1.9 l R4 EDC SG

Coding 00000

Note:
Faults which occur sporadically are
erased again after 40 starts if they
have not re-occurred.

DOP
WSC 00845

Workshop code

Coding of control unit

Function "02":
Interrogating fault memory

Software version
of control unit

Control unit

SP 16-66

Interrogating the fault memory makes it possible to read all

the faults which have occurred during driving. A number of
these faults are indicated by the glow period warning lamp
flashing. When the fault memory is read, it is possible to
determine the component or signal which is faulty. A fault
code is displayed which corresponds to the type of fault
which exists. An explanation of this fault code is given in the
Workshop Manual, where you can also find the possibilities
for rectifying the faults.
The following faults are possible:
- Short circuit or short to earth
- Open circuit
- Implausible signal.
The readout in the display is able to distinguish between
permanent faults and faults which occur sporadically. Sporadic faults are identified at the end of the second line of the
display with /SP. The illustration below provides an
example:

Fault code

Element or signal causing the fault

00522

Coolant temperature sender - G62

Short circuit to earth

/SP
SP 16-67

Type of fault

54

Sporadic or permanent fault

Function "03":
Final control diagnosis

This function makes it possible to check all the actuators,

their operation and function. Activation is checked with the
engine idling. The engine stops if the fuel cut-off valve is
actuated. The actuators are operated each for 30 seconds.
The period of the test can be extended by using the cursor
keys. The actuators are checked in the following sequence:
Commencement of injection valve N108
Exhaust gas recirculation valve N18
AC compressor, standby
Fuel cut-off valve N109
Charge pressure control solenoid valve N75
Glow plug relay J52
Glow period warning lamp K29
Low heating capacity relay J359
High heating capacity relay J360
To repeat final control diagnosis, switch off ignition for 20
seconds.

Function "04":
Basic setting

The commencement of injection solenoid valve N108 is activated constantly in function "04". As a result, injection is
retarded up to its maximum. The fuel temperature and angle
of advance are read for conducting a dynamic test of fuel
injection. These values should be compared with the values
in the table in the Workshop Manual. It is then possible to
calculate the correct advance angle of the injection pump.
The following illustration shows these values:

System in basic setting

SP 16-68

43 34 0 18

Commencement of
injection

15

114 77

132 155 109

Fuel temperature

55

Self-Diagnosis
Function "05":
Erasing fault memory

This function erases all faults which do not exist at that

moment. If a fault remains in the memory during erasing, a
readout appears in the display to the effect that the fault has
not been erased. The fault which was not erased is then
displayed.

Function "08":
Reading measured value block

The measured value block is used for testing the vehicle. If

this measured value block is selected, it is then necessary
to specify the group to be displayed. There are a total of 15
groups, arranged from 001 to 015.
If display group 001, for example, is selected, the following
readout appears in the display of V.A.G 1552:

Function

Read measured value block

900 rpm
Display field

2.5 mg/H
2

0.720 V
3

88.2C
4

SP 16-69

The table overleaf shows the meaning of the figures which appear in the individual display groups.

56

Table of readouts which appear in the display

Display field

Display
group

Engine speed
xxxx rpm

Quantity injected
xx.x mg/Stroke

Sender voltage modulating

piston movement
x.xx V

Coolant temperature
xxx.x C

Engine speed
xxxx rpm

Accelerator pedal position

0-100 %

Operating state
111 AC compressor on
010 Idling switch closed
100 Idling speed increased

Coolant temperature
xxx.x C

003

Engine speed
xxxx rpm

Set inducted air quantity

xxx mg/Stroke

Actual inducted air quantity

xxx mg/Stroke

On/off ratio EGR valve

0-100 %

004

Engine speed
xxxx rpm

Set commencement of injection

xx.x B (A) TDC

Actual commencement
of injection
xxx mg/Stroke

Excitation commencement of
injection valve
0-100 %

005

Engine speed
xxxx rpm

Start quantity
xx.x mg/Stroke

Actual commencement
of injection
xx.x B (A) TDC

Coolant temperature
xxx.x C

006

Road speed
xxxx km/h

Xxx Clutch
xXx Brake F
xxX Brake F47

Vacant

Version with cruise control

system
xxx

007

Fuel temperature
xxx.x C

Vacant

Intake air temperature

xxx.x C

Coolant temperature
xxx.x C

008

Engine speed
xxxx rpm

Injected quantity driver input

xx.x mg/Stroke

Injected quantity limit

torque map
xx.x mg/Stroke

Injected quantity limit smoke

map
xx.x mg/Stroke

009

Engine speed
xxxx rpm

Injected quantity road speed

control
xx.x mg/Stroke

Injected quantity limit

automatic gearbox
xx.x mg/Stroke

Sender voltage modulating

piston movement
x.xx V

010

Inducted air quantity

xxx mg/Stroke

Air pressure
xxxx mbar

Charge pressure
xxx mbar

Accelerator pedal position

0-100 %

011

Engine speed
xxxx rpm

Set charge pressure

xxxx mbar

Actual charge pressure

xxxx mbar

On/off ratio charge pressure

control valve
0-100 %

012

Vacant

Glow period
xx.xx

Supply voltage control unit

xx.x V

Coolant temperature
xxx C

013

Injected quantity difference

Cylinder 4 to Cylinder 3
x.xx mg/Stroke

Injected quantity difference

Cylinder 1 to Cylinder 3
x.xx mg/Stroke

Vacant

014

Vacant

Vacant

Vacant

Vacant

015

Engine speed
xxxx rpm

mg/Stroke

Consumption l/h

Calculated quantity
mg/Stroke

001
002

Injected quantity difference

Cylinder 2 to Cylinder 3
x.xx mg/Stroke

Note:
You can find the specified values in the Workshop Manual
SKODA OCTAVIA - 1.9-ltr./66 kW (TDI) Engine, Fuel Injection and Glow
Plug System!

57

58

The TDI Engine

Engine Code AGR

SP 16-70

... CAN ALSO

RUN ON
BIODIESEL!

59