SP19-1

SKODA now offers the option of two powerful petrol engines

of a new engine generation.

You can get to know the engineering of these engines, their

common features and other highlights in this booklet.

2
 Contents

Engine Series EA 113 4

Development objectives 4
Common features 5
Engine Cooling System 6
Coolant pump/Coolant thermostat 6
The coolant circuit 7

Engine Lubrication System 8

Engine lubrication 8
Oil circuit 9
Dynamic oil pressure warning system 10

Fuel System 11
Fuel system (block diagram) 11
Fuel injection system 12
Fuel pump relay 14
Fuel tank ventilation system 15
Self-Diagnosis 16

1.6-ltr. Engine AEH 18

The technical data 18
The engine characteristics 19
Overview of system 20
Position of components 22
Simos 2 engine management system 24
The variable intake manifold 27
Simos 2 function diagram 30

1.8-ltr. Engine AGN 32

The technical data 32
The engine characteristics 33
Motronic 3.8.2. function diagram 34
Overview of system 36
Position of components 38
Camshaft adjustment 40
The camshaft adjustment valve 44
Hall sender G40 45
Motronic 3.8.2. function diagram 46
Test Your Knowledge 48
Service Service Service Service Service Service
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OCTAVIA OCTAVIA OCTAVIA OCTAVIA OCTAVIA

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XXXXXXXXXXXXXXX XXXXXXXXXXXXXXX XXXXXXXXXXXXXXX XXXXXXXXXXXXX XXXXXXXXXXXXX

You will find notes on inspection and

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XXXXXXXX XXXXXXXX

maintenance, setting and repair instructions in

the Workshop Manual.

3
Engine Series EA 113

Development objectives
Both petrol engines

1.6-ltr. 2-valve code letter AEH

1.8-ltr. 5-valve code letter AGN

have been developed from components of the group engine range.

They are part of a new generation of four-cylinder engines mounted transversely.

In addition to the engineering demands, the requirements profile which the development engineers had to
meet were also decisively influenced by production aspects.

The development objectives

– new, powerful engines for transverse installation

– good fuel economy and low emission levels
– extensive parts communality

were achieved by incorporating proven design details of engineering and using lightweight materials.

Engineering design details Weight reduction

– Maintenance-free ignition system with rotorless – Die-cast aluminium oil pan

high-voltage distribution – Plastic intake manifold
– Variable intake manifold (1.6-ltr. engine) – Plastic coolant pump impeller
– Camshaft with adjustment feature – Light alloy ancillaries bracket
(1.8-ltr. engine) – Light alloy cylinder block (1.6-ltr. engine)
– Oil circuit with dynamic oil pressure warning – Valves with 7 mm stem diameter
– Oil pump designed as internal gear pump
– Thermostat integrated in cylinder block
– Coolant pump integrated in cylinder block
– Engine management system with 16-bit
processor

The limits of current exhaust emission legislation have been met by adopting the following engineering
solutions

– Map-controlled, cylinder-selective knock control

– Adaptive idle speed cylinder charge control
– Fuel shut-off on overrun
– Three-way catalytic converter and heated Lambda sensor.

4
Common features
Common design features and common parts in the different engines offer a multiple range of benefits:
– The engines can be manufactured on a single production line (integrated production)
– The high number of engines produced offer lower manufacturing costs
– Simplification in the service sector
The common features:
– The crankcase of both engines, light alloy
on the 1.6-ltr. engine cast iron on the
1.8-ltr. engine, are geometrically identical.
– The cylinder head is a cross-flow type.
– Oil pump - internal gear pump driven by
chain from the crankshaft, eliminates the
need for separate drive shafts.
– Dynamic oil pressure warning system.
– The coolant pump does not have its own
housing, but is integrated in the crankcase
and driven by the toothed belt.
– The valve gear is optimally designed
(valve stem diameter 7 mm, single valve
spring), which in turn reduces the moving
masses.
– Weight-reduced hydraulic tappets.
– Potential-free Lambda sensor.
– Stiffened engine-gearbox assembly
through the use of die-cast aluminium oil
pan with multiple transmission bolted con-
nections.
– Rotorless high-voltage ignition distribu-
tion operating free of contacts, crankshaft
position detected by sensor at crankshaft
(reference marks), camshaft position is
detected by phase sensor at the cam-
shaft.
– The engine control modules of the elec-
tronic engine management system have
an identical housing.
The connector is a double design.
– Identical ancillary mounting brackets,
compact arrangement of the ancillaries at
engine block.
– The activated charcoal filter has the pulse
valve directly in the filter. Hose system
with quick-coupling.
– The engine-gearbox assembly is sus-
pended in a pendulum mounting in the
vehicle.
5
Engine Cooling System

Coolant pump/Coolant thermostat

The coolant pump

does not have its own housing but is inserted in the
cylinder block.
It is driven by the toothed belt.
The pump impeller is made of plastic.

The advantages of this design are:

– reduced number of components

– reduced weight

SP19-58
Coolant pump Toothed belt

The coolant thermostat

is integrated in the cylinder block.
It is held in position by the connection fitting of the
coolant hose in the cylinder block.

SP182-32
Coolant thermostat

Note:
The coolant in these engines is also composed of a mixture of water, antifreeze and
anti-corrosion agent in order to prevent frost and corrosion damage. Consequently,
the cooling system is filled all year round. If the radiator, heat exchanger or cylinder
head is replaced, the system should be refilled with fresh coolant in order to ensure,
in particular, adequate corrosion protection.

6
 The coolant circuit

Expansion reservoir Throttle valve control unit Heating system heat exchanger

Coolant temperature and

coolant gauge sender

ATF cooler
(with automatic gearbox)

Coolant thermostat

Coolant pump
Radiator fan
Oil cooler thermoswitch
(engine oil circuit Radiator

SP19-42

Coolant circuit - block diagram

The heat exchanger for the vehicle heating system, the engine oil cooler, the ATF cooler on vehicles
fitted with an automatic gearbox, and the radiator for the coolant, are integrated in the coolant circuit.
An electric fan is switched on or off, as needed, (radiator fan thermoswitch) to assist the natural cool-
ing of the ram air.

7
 Engine Lubrication System

Engine lubrication
A number of design details are of interest – The oil pressure regulating valve is
in the oil circuit of the new engine genera- installed downstream of the oil filter,
tion: which is why there is only one oil pres-
sure switch.
– The oil return-flow lock for the cylinder
head is integrated in the oil filter holder.
– Dynamic oil pressure warning system
with fault memory.
– Oil cooler in oil circuit, positioned
Tooth meshing range directly at oil filter.

The oil pump

is an internal gear pump.
As the teeth move apart, the space
between the teeth is enlarged. Oil is drawn
into the teeth gaps.
After the teeth gaps have filled with oil, the
gaps are reduced as the teeth move
together. The oil pressure rises as a result.
The oil is forced into the oil circuit at the out-
let of the pump.
The advantages of the internal gear pump
are:

– Small tooth meshing range, which mini-

mizes friction
SP19-48
– Large working spaces, which ensure
Pump housing good suction characteristics
Internal gear – Small number of moving components.
Pump impeller

The oil pump drive

– The crankshaft drives the oil pump by

means of a chain.
The chain is tensioned by a spring-ten-
sioned sliding shoe, the chain ten-
sioner.

Drive chain Chain tensioner SP19-59

8
 Oil circuit (block diagram)

Camshaft

Hydraulic
bucket tappets

Oil filter holder

Oil return-flow lock
with oil cooler
and oil filter Pressure relief
valve (bypass
valve)

Pressure
relief valve Oil pressure switch

Oil pump Pressure relief

valve (oil pressure
regulating valve)

SP19-21

The oil filter holder is mounted on the front of the engines.

The oil cooler is positioned at the oil filter holder, with the oil filter below it.
The oil filter is thus easily accessible for inspection work.

Note:
The oil pan is sealed to the engine housing with a silicone sealant.
After applying the silicone sealant, the oil pan should be fitted on within 5 minutes.
Wait for a drying period of 30 minutes before pouring in engine oil.

9
Engine Lubrication System

Dynamic oil pressure warning system

The dynamic oil pressure warning system reacts to certain engine states.
The warning is provided visually and audibly.
Certain operating states are stored in the combination processor in the dash panel insert.
Only one oil pressure switch is required in oil circuit for the dynamic oil pressure warning system.
Important: The oil pressure switch is opened when pressureless and is closed when the operating
pressure is reached.

3 4 100
120
140
1/min x 1000 5 80 km/h 160
2 60 180
6 40 200
1 20 220
7
240

Combination processor in dash panel insert

SP19-11
Oil pressure signal Engine speed signal
Regarding the operation
Engine off, ignition on Oil pressure warning lamp comes on
(i.e. terminal 15 energized) and goes out again after 3 seconds.
This serves as an operational check of the oil
pressure warning lamp.

Engine has been started and is

running Oil pressure warning lamp is off.

Warning criteria
The oil pressure warning lamp provides a visual warn-
ing by flashing constantly, and the warning buzzer pro-
vides an audible warning by sounding 3 times if the
following conditions exist: J 218
10 11
– Ignition on, engine off, oil pressure switch F1
closed (should be open)
6

– Engine speed greater than 1500 rpm, oil pressure F1

switch F1 open (should be closed)

Special features regarding warning

Cut-in delay is about 3 seconds, cut-off delay of oil
warning is about 5 seconds. SP19-14

Electric circuit
You can find detailed notes regarding the lubrication system in the
Workshop Manual 1.6-ltr. and 1.8-ltr. Engine Mechanics.

10
 Fuel System

Fuel system (block diagram)

+ -

J17

F
N80

V
P

N30...N33

G6

SP19-46

The design of the fuel system is identical for In addition, the fuel rail ensures that a uniform
both engines. fuel pressure exists at all four injectors.
The fuel system consists of the following The quantity of fuel injected depends on the
main components: opening time of the injector.

– Fuel pump G6 The pressure regulator is located at one end

– Fuel filter F
– Fuel pump relay J17
– Fuel rail V
– Pressure regulator P
– Injectors N30...N33
– Fuel tank ventilation system with activated
charcoal filter solenoid valve N80
The installation position of the fuel rail, pres-
sure regulator and injectors depends on the
specific engine design.
The fuel pump is located in the fuel tank and
delivers the fuel at a minimum pressure of 3
bar.
The fuel flows from the fuel tank into the fuel
rail from where it is evenly metered to the four
injectors.
of the fuel rail.
A direct connection from the pressure regula-
tor to the intake manifold ensures that the
pressure difference between intake manifold
pressure and fuel pressure is maintained at a
constant level.
The quantity of fuel injected is thus indepen-
dent of the intake manifold pressure and
depends only on the injection time.
The pressure regulator is a diaphragm-con-
trolled overflow pressure regulator, which
regulates the fuel pressure to 3 bar.
Excess fuel flows off through the pressure
regulator along the fuel return-flow pipe back
to the fuel tank.

11
Fuel System

Fuel injection system

(sequential)

The four injectors N30 - N33 are located on Injector

both engines in the intake manifold.

They are supplied with a sequential earth actua-

tion (sequential = actuated one after the other)
from the control unit in line with the firing order.

Input signals for computing the injection time

are:

– engine speed Intake port

– engine load
– coolant temperature
– signal from throttle valve potentiometer
– supply voltage.

The quantity injected is defined entirely on the

basis of the injection time - on the basis of the
Inlet valve
map -. SP19-66
still closed.
The start of injection depends on engine load
Piston expels the combusted gases
and speed.
The fuel for each injector is injected into the
intake port upstream of the corresponding inlet
valve at the same crankshaft angle.
The inlet valve in this case is still closed as a
rule.

The suction pipe in the injection system is only

the means of transporting the air.

When the inlet valves open, the fuel is entrained

and a homogeneous fuel-air mixture is formed
during the induction and compression stages.

This mixture possesses good ignition proper-

ties.

The start of injection angle is always related to

the ignition TDC of the corresponding cylinder.

SP19-64
Fuel-air mixture
(when the inlet valve opens, the mixture
is entrained by the piston as it moves
down)

12
The fuel injection diagram and the fully electronic
ignition system

Re ignition
You will be familiar from the information issued regarding the OCTAVIA of how the
fully electronic ignition system of the 1.6-ltr. AEH and 1.8-ltr. AGN engines operates.

The distributorless ignition system features a double ignition coil which simultane-
ously produces two ignition sparks for each pair of cylinders (1/4 and 2/3) in the igni-
tion cycle for each revolution of the crankshaft.

The one ignition spark is the active spark which ignites the inducted fuel-air mixture at
the end of each compression stroke.
The other, the passive spark, ignites into the end of each exhaust stroke as an idle
ignition.
This applies to each of the 4 cylinders.

Re injection
The sequential fuel injection into the intake port occurs upstream of the intake tract of
each cylinder.
As a rule, fuel injection takes place ahead of the inlet valve before it is opened.
The injection period is defined by the engine control unit.

Firing order 1 – 3 – 4 – 2

Cylinder
1

° Crankshaft 0 360 720 1080 1440

Inlet valve open Injection Ignition active Ignition passive

Working strokes
Induction Compression Power Exhaust
SP19-65

The diagram shows the basic interaction of ignition and injection for both engines with the firing order 1-3-4-2.
Note: Injection in intake port; passive ignition in the combustion chamber, without ignitable mixture.

13
Fuel System

Fuel pump relay

Fitting location

The fuel pump relay J17 on the OCTAVIA is

located at relay position 4 of the mini electrical J 17 4
centre.

Operating principle 15
D
S 232 S 243 S 228 S 132
It is actuated by the engine control unit 10A 15A 15A 50A
through earth as soon as the rpm signal is
received at engine start from the engine
speed sender G28.

– Injectors N30 - N33

– Fuel pump G6
– Activated charcoal filter solenoid valve N80
– Lambda probe heater Z19 M
G6
N30 N31 N32 N33 Z19 N80 +
are supplied with voltage through the fuel
pump relay. 4 73 80 58 65 27 15 A

-
2

Self-diagnosis
The electric circuit of the fuel pump relay on the SP19-47
The fuel pump relay is detected by the self- OCTAVIA
diagnosis as on the other familiar engines.

It is possible to determine the cause of a fault

in the function
02 - Interrogating fault memory.

Substitute function of fuel pump relay

In the event of an open circuit, the engine

does not run.

Note:
Pay attention to the double fuse pro-
tection of the fuel pump relay when
carrying out fault finding on the
OCTAVIA.
The fuel pump relay of the Simos en-
gine control unit can be tested using
the final control diagnosis.
The Motronic control unit does not in-
clude any final control diagnosis for
the fuel pump relay.

14
Fuel tank ventilation system
The fuel tank ventilation system operates on the
familiar principle. Vent pipe from fuel tank

Pressure holding valve

A new feature is the solenoid valve mounted

directly on the activated charcoal filter, and a pres-
sure holding valve. Solenoid valve

The activated charcoal filter is connected through

the pressure holding valve along the vent pipe to
the fuel tank.

Fuel is able to pass through the pressure holding

valve only in one direction from the fuel tank to the
activated charcoal filter.

The pressure holding valve is closed when the

solenoid valve is actuated so as to ensure liable
purging of the activated charcoal filter.

No extraction occurs from the fuel tank.

The pressure holding valve features two dia-

phragms, which provide the connection to atmos-
phere. SP19-24
Activated charcoal filter
If the vacuum in the intake manifold is excessively
high, this also prevents vacuum flowing to the fuel to engine (throttle valve control
tank, as a result of which the tank might be dam- unit)
aged.

Electric circuit
J17
The voltage for the activated charcoal filter sole-
noid valve N80 is supplied through the fuel pump
relay J17.

The relay is closed when de-energized. S243 S132

15A 50A

A point to note when carrying out fault finding on D

OCTAVIA is that the fuel supply is protected with A
2 fuses. N80

Self-diagnosis
4 15
The activated charcoal filter solenoid valve N80 is J220
integrated in the self-diagnosis. J361
2

SP19-23

15
 Self-Diagnosis

1.6-ltr. Engine AEH

1.8-ltr. Engine AGN

The engine control unit for the fuel injection and ignition
system on both engines features a fault memory.
If faults occur at the monitored sensors or actuators,
these are stored in the fault memory with an indication 1 2 3

of the type of fault. 7

4
8
5
9
6

C O Q HELP
V.A.G. 1552

Self-diagnosis for both engines can be carried out with

the vehicle system tester V.A.G 1552 or with the fault
reader V.A.G 1551.

Self-diagnosis is initiated by entering the address word

01 - Engine electronics.

SP17-29

V.A.G - SELF-DIAGNOSIS HELP

01 - Engine electronics

Available functions

01 - Interrogating control unit version

02 - Interrogating fault memory
03 - Final control diagnosis
Note:
04 - Basic setting
The address word is identical for
05 - Erasing fault memory both petrol engines.
06 - Ending output
The specific actuators and sensors
07 - Coding control unit depend on the engine control unit
version which is then displayed in
08 - Reading measured value block
the tester.
09 - Reading individual measured
value

16
All the sensors/actuators of the fuel injection and ignition system which are identified in colour are
monitored by the self-diagnosis.

Note:
Faults which are attributable to a non-persisting open circuit in the wiring or to
loose contacts, are likewise stored.
These are displayed as sporadic faults.
They are automatically erased if they do not re-occur after
40 engine starts (Simos control unit) or
50 engine starts (Motronic control unit).

SP19-22

Please refer to the Workshop Manual for the respective engine for the individual fault codes.

17
 1.6-ltr. Engine AEH

The technical data

SP19-56

Series: EA 113 Technical features:

Type: 4-cylinder inline engine – Light alloy cylinder block with internal ven-
Displacement: 1595 cm3 tilation, non-replaceable cast iron contact
Bore: 81 mm surfaces of cylinders, cast in cylinder block
Stroke: 77.4 mm – Rotorless high-voltage distribution with
Compression ratio: 10.3 : 1 double spark ignition coil
Rated output: 74 kW (100 HP) – 1 camshaft for valve timing
Engine management: Simos 2 – Hydraulic bucket tappets for valve clea-
(electronically controlled rance compensation
sequential fuel injection – Reference mark and rpm detection by
and map-controlled igni- means of sensor at crankshaft (gear with
tion with cylinder-selective 120 teeth and 2 gaps each of 2 teeth)
knock control) – Phase detection by means of Hall sensor
Valves per cylinder: 2 at camshaft
Emission control: with Lambda control, – Plastic intake manifold with variable intake
1 catalytic converter tracts

18
 The engine characteristics

SP19-25
P = Power
M = Torque
n = Speed

The 1.6-ltr. engine produces a power of 74 kW
(100 HP) at a speed of 5800 rpm.
The maximum torque of 145 Nm is available at
3800 rpm.
Power and torque apply when the engine is
operated with premium unleaded fuel of RON 95.
The engine can also be operated with regular
unleaded fuel of RON 91. In this case, however,
full power is not available.
The engine characteristics (torque, power, gov-
erned speed) are positively influenced by means
of variable intake tracts.
The engine features an intake manifold with
changeover for this purpose.
The intake manifold changeover makes it possi-
ble to optimise torque in the lower rpm range,
and to optimise power in the upper rpm range.

19
1.6-ltr. Engine AEH
Overview of system
Simos 2 engine control unit

Engine speed sender G28

and inductive sender

Hall sender G40

Cylinder 1

Hot film air mass meter G70

Lambda probe G39

Idling speed switch F60

Throttle valve positioner potentiometer G88
Throttle valve potentiometer G69

Intake air temperature sender G42

Coolant temperature sender G62

Knock sensor I G61

Additional signals
• AC compressor
• Fan control
• Automatic gearbox
20
Simos J361
control unit

Fuel pump relay J17

Fuel pump G6

Injectors
N30-N33

Power output stage N122 and N192

with ignition coil 1 N
and ignition coil 2 N128

Activated charcoal filter solenoid valve

N80

Lambda probe heater Z19

Throttle valve control unit J338

Diagnostic connection with throttle valve positioner V60

Intake manifold changeover valve

N156

• Road speed signal

• Fuel consumption signal
• Throttle valve signal to automatic gearbox

SP19-63

21
1.6-ltr. Engine AEH

Position of components
(on SKODA OCTAVIA)
G42

N156

N80

RTP

G61
G 42 Intake air temperature sender
G 61 Knock sensor
N 80 Activated charcoal filter solenoid valve
N156 Intake manifold changeover valve
RTP Fuel pressure regulator

22
J361
J338

G70

G62

N G28
N122
G28 Engine speed sender
N128
N192 G62 Coolant temperature sender
G70 Hot film air mass meter
J338 Throttle valve control unit
SP19-18
J361 Simos 2 control unit
N Ignition coil 1
N122 Power output stage
N128 Ignition coil 2
N192 Power output stage 2

23
1.6-ltr. Engine AEH

Simos 2 engine management system

The position of the crankshaft relative to the
camshaft is of importance for the electronically
controlled, sequential fuel injection and map-
controlled ignition with cylinder-selective
knock control.
The signals required are supplied by the engine
speed sender G28 and by the Hall sender G40.
Both signals are processed in the engine con-
trol unit.

Engine speed sender G28

Crankshaft signal gear
The engine speed and the exact position
(angle) of the crankshaft are detected by the
inductive sensor.
The crankshaft gear has two gaps each of 2
teeth for synchronisation and for clearly assign-
ing the crankshaft position. These two gaps are
detected by the inductive sensor.
The first dropping tooth edge after the synchro-
nisation gap is at 78° crankshaft before ignition
TDC of cylinder 1 or cylinder 4, respectively.

Use of signal
SP19-54
The signal is used for detecting the current
engine speed. Tooth gap as reference mark
In combination with the Hall sender G40, it is
used for detecting ignition TDC of cylinder 1. Inductive sensor

Substitute functions

Engine also runs if no signal is received. J361

Engine can be started with considerable diffi-
56 63 67
culty (emergency running function).

Electric circuit

56 = Rpm sensor signal

63 = Rpm sensor signal
67 = Sensor earth
J361 = Simos engine control unit
G28 = Engine speed sender G28
SP19-27

Self-diagnosis
Note:
Self-diagnosis recognizes: No change in the ignition character-
"No signal" and "implausible signal" istics occurs during the operating
period of the engine. The only main-
tenance work required on the igni-
tion system relates to changing the
spark plugs after 60 000 km.

24
The Hall sender G40

The Hall sender is located behind the camshaft

sprocket. Camshaft disc with 180°
The camshaft disc has a window 180° large window
and is attached to the camshaft sprocket.

Use of signal

The signal is required for detecting TDC of cyl-

inder 1. The engine control unit uses the signal
to determine the injection sequence.
In addition, the signal is also required for the
knock control of the individual cylinders.

Effect in the event of signal failure

SP19-55
If the Hall sender fails, the knock control is
switched off by the engine control unit and the
ignition angle is retarded as it is no longer pos-
sible to assign knocking to the individual cylin-
ders. Hall sender G40
The engine nevertheless continues to run.

A restart is possible if no signal exists:

– The offset by one engine revolution does not

have any perceptible effect on fuel injection.

– As a result of the double spark ignition sys-

tem, an ignition spark is supplied for each
cylinder during each engine revolution.

Electric circuit

62 = Positive J361
67 = Sensor earth 62 76 67
76 = Hall sender signal
J361 = Simos engine control unit
G40 = Hall sender

Self-diagnosis

Self-diagnosis recognizes:
+
° -
Hall sender G40 "no signal"
Hall sender G40 "implausible signal" G40

SP19-26

25
1.6-ltr. Engine AEH

Simos 2 system function

The diagram illustrates the assignment of the angle of crankshaft to camshaft.

This makes it possible to determine the valve timing, ignition angle and injection
sequence.
What is always analysed is the dropping edge of the tooth after the tooth gap.
before TDC cylinder 1
78°
Crankshaft signal from TDC cylinder 4 Ignition TDC TDC cylinder 4
sender G28 Cylinder 1
74 14 74
No. of teeth 58 61 88 118 1 28 58 61

Tooth gap Tooth gap Tooth gap

59+60 119+120 59+60

360° 360°

Camshaft signal from Crankshaft Crankshaft

Hall sender G40

180° window of camshaft

dropping edge rising edge

SP15-39
Diagram of crankshaft/camshaft position

The dropping edge of the Hall sender signal
must agree with the signal of the 88th tooth of
the crankshaft sprocket after the gap = 74 teeth
after ignition TDC of cylinder 1 (tolerance
range ± 2 teeth).
The rising edge of the Hall sender signal
should agree with the 28th tooth of the crank-
shaft sprocket after the gap = 14 teeth after
ignition TDC of cylinder 1 (tolerance range
± 2 teeth).
If the values agree, you can proceed on the
basis that the engine timing is also in order.

Self-diagnosis

In function 08 "Read measured value block", display group 022, it is possible to test whether the
engine timing is correctly set. The number of teeth of the sensor gear at the crankshaft appears in
the display when the Hall sender signal switches from + to –.
If the signal changes do not occur as shown in the diagram, this is an indication that the toothed belt
has jumped over.

26
The variable intake manifold
The variable intake manifold makes it pos-
sible to adapt the intake tracts in the intake
manifold to engine requirements.
The variable intake manifold is a two-sec-
tion design.
As a result of a flap control, short or long
intake passages are formed in which the
intake air flows from the air filter to the rele-
vant intake valve in the cylinder.
The flaps are operated mechanically by
means of a vacuum.
The flap movement is controlled by the
Simos engine control unit in line with the
prevailing engine load and speed condi-
tions.
Signals are supplied for this purpose to the
intake manifold changeover valve N156.

Reflection point of
Flap closed pressure fluctuations

Position of flaps at engine speeds

up to 4000 rpm
Long intake tract = torque position

Pressure fluctuations occur in the

intake air as a result of the downward
movement of the piston. These pres-
sure fluctuations are reflected in the
rear part of the intake manifold. The
length of the intake manifold is
designed so that the reflected pres-
sure fluctuations result in good
charging of the cylinder with fresh air. to cylinder
This in turn ensures that maximum
torque is produced. SP15-26

Reflection point of Flap open

pressure fluctuations
Position of flaps at engine speeds
from 4200 rpm
Short intake tract = power position

When the engine is running at high

revs, less time is available to fill the
cylinder. The intake tract should be
short. The flaps open the short intake
tract. The pressure fluctuations are
reflected in the front part of the intake
manifold. Good charging of the cylin-
der is thus also assured at high
engine speeds. The engine is able to to cylinder
develop full power at high revs.
SP15-27

27
1.6-ltr. Engine AEH

Intake manifold changeover valve N156

Function

The intake manifold changeover valve is a sole-

noid valve. Atmosphere
It is actuated by the Simos engine control unit in
line with the map on the basis of engine load and
speed and is responsible for changing over the
flaps in the intake manifold by means of the vac-
uum.

Emergency running functions

If no signal is received, the short intake tract in the

intake manifold is open.
Hard governing of engine speed occurs at
6500 rpm by shutting off the injectors.
(In the normal mode, a changeover from the short
to the long intake tract occurs at 6200 rpm. This
results in a gentle governing of engine speed by
altering the torque.) SP19-30
to vacuum unit

from vacuum reservoir

Self-diagnosis

Self-diagnosis is carried out in the functions:

02 Interrogating fault memory

03 Final control diagnosis

J17
Electric circuit

4 = Positive
64 = Control signals S234 S132
J17 = Fuel pump relay 10A 50A
J361 = Simos engine control unit D
N156 = Intake manifold changeover valve A
N156
Pay attention to the double fuse protection on the
OCTAVIA.
4 64

J361

SP19-28

28
Operation of the flaps

Vacuum unit for intake manifold changeover

Vacuum reservoir
Mechanical flap operation
Flaps in variable intake manifold - closed

The intake manifold changeover valve shuts

off the atmospheric pressure. The vacuum
which exists in the vacuum reservoir (up to 15
changeover operations are possible from the
vacuum reserve) acts on the vacuum unit.
The flaps in the variable intake manifold are
closed mechanically by the vacuum unit.

atmospheric pressure
Valve to intake duct
SP19-31

Mechanical flap
Vacuum unit operation

Flaps in variable intake manifold - open

The vacuum pipe to the vacuum unit is

sealed off by the intake manifold changeover
valve.
Atmospheric pressure exists in the vacuum
unit, the flaps in the variable intake manifold
are opened mechanically.

Vacuum pipe Atmospheric pressure

SP19-32

29
1.6-ltr. Engine AEH

Simos 2 function
diagram
30
Components 15
A Battery 86 30
F60 Idling speed switch
G6 Fuel pump J17
G28 Engine speed sender 4
G39 Lambda probe 85 87
G40 Hall sender
G42 Intake air temperature sender
G61 Knock sensor
G62 Coolant temperature sender
G69 Throttle valve potentiometer
G70 Air mass meterair S132 S228 S232 S243
50A 15A 10A 15A
G88 Throttle valve positioner
potentiometer
J17 Fuel pump relay
J361 Simos control unit
J338 Throttle valve control unit
N Ignition coil Z19 G39
N30...33 Injectors
N80 Activated charcoal filter solenoid λ
valve
N122 Power output stage N30 N31 N32 N33
N128 Ignition coil 2
+
N156 Intake manifold changeover valve
N192 Power output stage 2 4 73 80 58 65 27 25 26
P Spark plug connector
Q Spark plugs A
S... Fuse
V60 Throttle valve positioner 66 59 69 74 62 75 76
Z19 Lambda probe heater
-

Additional signals
+
°
V60
A Engine speed G88
B Fuel consumption signal
F60 G69 -
G40
J338
C W wire for diagnosis and
immobiliser
D Road speed signal M G6
E AC compressor cut-off
F AC compressor cut-in
G Throttle valve signal to
automatic gearbox
H Signal from automatic gearbox
J Terminal 50 31

Colour coding/Legend
= Input signal
= Output signal
30
 30
15

S234 S10 S229

10A 10A 15A

A B C D E F G H J
39 G70 N80 N156

6 12 13 15 64 6 18 19 20 8 10 7 23 22 3 1

J361

56 63 67 68 54 53 2 71 78

N122 N192

SP 1
G28 G61 G42 G62 N N128

I IV II III

P
Q

31

SP19-20
in out
= Battery positive
= Earth
31
 1.8-ltr. Engine AGN

The technical data

SP19-57

Series: EA 113 Technical features:

Type: 4-cylinder inline engine – Cast iron cylinder block,
Displacement: 1781 cm3 – Light alloy cylinder head
Bore: 81 mm – Light alloy cast intake manifold, decoupled
Stroke: 86.4 mm – 2 overhead camshafts, camshaft adjust-
Compression ratio: 10.3 : 1 ment
Rated output: 92 kW (125 HP) – Hydraulic bucket tappets
Engine management: Motronic 3.8.2. – Light alloy oil pan with support to gearbox
(electronically controlled – Rotorless high-voltage distribution with
sequential fuel injection double spark ignition coil
and map-controlled igni- – Reference mark and rpm detection by
tion with cylinder-selective means of sensor at crankshaft (60-2 gear)
knock control) – Phase detection by means of Hall sensor
Valves per cylinder: 5 in separate housing at cylinder head ahead
Emission control: with Lambda control, of inlet camshaft
1 catalytic converter

32
The engine characteristics
P = Power
M = Torque
n = Speed
The 1.8-ltr. petrol engine achieves its highest
output of 92 kW (125 HP) at a speed of
5900 rpm.
The maximum torque of 174 Nm is available at
3900 rpm.
Power and torque apply when the engine is
operated with premium unleaded fuel of RON
95.
The engine can also be operated with regular
unleaded fuel of RON 91. In this case, how-
ever, full power is not available.
SP19-29
The engine characteristic (torque curve) is opti-
mised by variable valve timing.
The engine features a map-controlled adjusting
device for the inlet camshaft for this purpose.
This device makes it possible to alter the "Inlet
closes" values and to thus improve the torque
curve.
Note:
If no signal is received from the en-
gine speed sender G28, the engine
stops and can also not be started.
33
1.8-ltr. Engine AGN

Motronic 3.8.2. function diagram

The ignition system and fuel injection are com-

bined in the Motronic system.
Both are controlled electronically and opti-
mised together.
J220
The heart of the system is the electronically
operating control unit with a digital microcom-
puter.

A large number of sensors are used jointly for

the fuel injection and ignition. The ignition sub-
system features an electronic ignition map
stored in the control unit. N
The ignition angle is varied as a function of N122
engine temperature and intake air temperature N128
and the throttle valve position.

The tasks of the Motronic system are:

G40

Sequential fuel injection N205

Z19 G39 N30
– Basic tuning with the map
– Start control
– Restart, warming-up start, acceleration
enrichment
– Fuel shut-off on overrun
– Governing engine speed
– Lambda control G62
(adaptive subsystem) D
G61
Ignition G66
– Basic tuning with map
– Dwell angle control G28
– Warming-up correction
– Start control
– Idling stabilisation
– Cylinder-selective knock control (adaptive
subsystem)

Fuel tank ventilation

– Map control, corrected through Lambda
control

Self-diagnosis
– Monitoring sensors and actuators
– Fault memory and output
– Final control diagnosis and measured value
output
– Emergency running function

34
 The Motronic acronym means:

M = Motronic
3. = Version
8.2. = Development stage

T16

F60 Colour coding

G69
G88 C
V60 = Input signal
G70
= Output signal

= Intake air

G42 = Fuel

N80

Legend
B

A= Fuel tank
B= Fuel pressure regulator
C= Air filter
D= Catalytic converter

The other abbreviated designations

are the same in the legend of the func-
tion diagram.
A

G6

SP19-43

The Motronic function results in:

– Low-pollutant exhaust by optimal adaptation of quantity of fuel, ignition tim-

ing and Lambda control
– Low fuel consumption
– No change in ignition characteristics during operating time.
Maintenance work on the exhaust system relates only to changing the spark
plugs after 60 000 km.

35
1.8-ltr. Engine AGN
Overview of system
Motronic 3.8.2. engine control unit

Engine speed sender G28

and inductive sender

Hall sender G40

Cylinder 1

Hot film air mass meter G70

Lambda probe G39

Idling speed switch F60

Throttle valve positioner potentiometer G88
Throttle valve potentiometer G69

Intake air temperature sender G42

Coolant temperature sender G62

Knock sensor I G61

Knock sensor II G66

Additional signals • AC compressor

• Fan control
• Automatic gearbox

36
Motronic control unit J220

Fuel pump relay J17

Fuel pump G6

Injectors
N30 - N33

Power output stage N122 and N192

with ignition coil 1 N
and ignition coil 2 N128

Activated charcoal filter solenoid

valve N80

Lambda probe heater Z19

Throttle valve control unit J338

with throttle valve positioner V60
Diagnostic connection

Camshaft adjustment valve N205

• Road speed signal

• Fuel consumption signal
• Throttle valve signal to automatic
gearbox

SP19-62

37
1.8-ltr. Engine AGN

Position of components
(on SKODA OCTAVIA)

G42

J220

G40

N80

G61 N
G66 N122
G 40 Hall sender
N128
G 42 Intake air temperature sender
G 61 Knock sensor 1
N192
G 66 Knock sensor 2
J 220 Motronic control unit
N Ignition coil 1
N 80 Activated charcoal filter
solenoid valve
N122 Power output stage
N128 Ignition coil 2
N192 Power output stage 2

38
 G70

20 J338

N205

G62

RTP

SP19-17

G28 G 28 Engine speed sender

G 62 Coolant temperature sender
G 70 Air mass meter
J 338 Throttle valve control unit
RTP Fuel pressure regulator
N 205 Camshaft adjustment valve

39
1.8-ltr. Engine AGN

Camshaft adjustment
Gas cycle processes in the engine and pollutant
emissions are greatly affected by the timing of B1 B1
A2 A2
the valves. 12° 10°
The timing of the inlet valve, for example, has a 8° 8°
decisive influence on the extent of cylinder
charge.

The variable timing of the inlet valve in certain

operating states is a technical feature for 34° 38° 12° 38°
improving power characteristics and influencing
B2 A1 B2 A1
exhaust emission levels.

The camshaft adjustment is used to alter the SP19-52

timing of the inlet valves in defined engine load Camshaft adjustment
not active active
and speed conditions. When the engine is idling
(retarded inlet-closes value) (advanced inlet-closes value)
or running at high revs, the inlet camshaft is set
to a retarded "inlet closes" value.
This ensures that there is no overlap with the
exhaust valves, which ensures stable idling = Exhaust valve timing
characteristics and good development of power = Inlet valve timing
at high engine speeds.
A1 Exhaust opens B1 Inlet opens
At low to moderate revs, the inlet camshaft is A2 Exhaust closes B2 Inlet closes
set to an advanced "inlet closes" value, which
results in a slight valve overlap. This makes it
possible to ensure a higher cylinder charge and
improved torque in this engine speed range.
Inlet camshaft
The operating principle
Exhaust camshaft
Inlet and exhaust camshafts are positioned
opposite. Hydraulic cylinder
The exhaust camshaft is driven by the crank-
shaft by means of a toothed belt, the inlet cam-
shaft by the exhaust camshaft by means of a
chain.
The inlet camshaft is tensioned by the camshaft
adjuster.

The valve timing is varied by altering the deflec-

tion point of the driving chain, as a result of
which the inlet camshaft rotates.
This adjustment is achieved by means of an
electrically controlled hydraulic cylinder in the SP19- 49
Camshaft adjuster
camshaft adjustment.
This cylinder is map-actuated through the cam-
shaft adjuster valve N205.

40
The effect of the camshaft adjuster

Camshaft adjuster Deflection point of driving chain

Power position (basic position)

In the power position, the deflection point of

the driving chain is located ahead of the inlet
camshaft. This is the basic position.
No adjustment is active, only the normal chain
tension exists.
The inlet camshaft is set to the retarded "inlet
closes" value.
Idling speed characteristics are stable; good
development of power exists at higher engine SP19-33
speed (greater than 3600 rpm. Inlet camshaft
Exhaust camshaft

Camshaft adjuster

Torque position

When the inlet camshaft is adjusted, the

camshaft adjuster is pushed down by the
pressure of the oil.
As a result, the deflection point of the driving
chain is altered.
It is now positioned after the inlet camshaft.
As a result, the inlet camshaft is turned in the
direction of an advanced "inlet closes" value
compared to the exhaust camshaft - which
SP19-34
retains its position.
This optimises the cylinder charge and Inlet camshaft
Exhaust camshaft
ensures high available torque.
Deflection point of driving chain

41
1.8-ltr. Engine AGN
The control of the camshaft adjuster
The camshaft adjuster operates hydraulically. It is
supplied with oil from the engine oil circuit through
a drilling in the cylinder head.
Depending on the position of the adjusting piston,
the oil pressure is supplied to the control port A or
B. The camshaft adjustment valve N205 alters the
position of the adjusting piston in line with the sig-
nal supplied from the control unit.
Oil supply
Oil return flow
Camshaft adjustment valve Hydraulic cylinder with
adjusting piston
Power position = Basic position
42
Operation of the camshaft adjuster is moni-
tored by a Hall sender.
Its signal is tapped at the end of the inlet
camshaft.
Camshaft adjuster
Control port A SP19-44
Control port B
When the camshaft adjustment valve N205 is de-
energized, the control port A is open.
As a result of the oil pressure, the camshaft
adjuster is pushed into the power position = basic
position (retarded).
The "retarded" position is effective from 0 up to
1300 rpm.
The spring force in the camshaft adjuster makes it
possible to ensure an "emergency running prop-
erty" even in the absence of oil pressure.
 The inlet camshaft is adjusted in line
with engine speed and load.
The appropriate parameters are pro-
grammed in the map of the engine con-
trol unit.
Note:
The camshaft adjustment and the cam-
shaft adjustment valve N205 are included
in the self-diagnosis. The camshaft ad-
justment can be tested in the function 08
"Reading measured value block", display
group 025/026, and the camshaft adjust-
ment valve in the final control diagnosis.

Camshaft adjuster

Oil supply

Oil return flow

Control port A SP19-45

Camshaft adjustment valve Hydraulic cylinder with Control port B

adjusting piston

Torque position At full throttle, the adjusting piston in the hydraulic cylinder
opens control port B from an engine speed of 1300 rpm.
The piston is actuated in this case by the camshaft
adjustment valve N205.
The camshaft adjuster is pushed down, the deflection point
of the driving chain is moved down.
The inlet camshaft is turned into the "advanced" position,
in other words the inlet valves open and close sooner.
From an engine speed of 3600 rpm, the camshaft adjuster
is again "retarded" and moves into the power position.

43
1.8-ltr. Engine AGN

The camshaft adjustment valve N205

Installation point

The valve is located at the hydraulic cylinder of the

camshaft adjuster.

Operating principle

The valve is a solenoid valve. SP19-53

With its armature, it controls the adjusting piston of the Camshaft adjustment valve
hydraulically operating camshaft adjuster. N205
When de-energized, the armature rests free of pres-
sure against the adjusting piston. Hydraulic cylinder of
camshaft adjuster
When voltage is supplied, the armature moves the
adjusting piston of the camshaft adjuster.
The camshaft adjustment valve is actuated according
to the map stored in the engine control unit.

Effects in the event of valve failure

If the camshaft adjustment valve fails, the engine con-

tinues to operate in the basic position of the camshaft.
Possible effects are poor torque in the lower engine
speed range from 1300 up to 3600 rpm.

Self-diagnosis

Self-diagnosis is carried out in the functions J17

03 Final control diagnosis

08 Reading measured value block
S234 S132
Electric circuit 10A 50A
D
4 = Positive A
55 = Actuation N205
N205 = Camshaft adjustment valve
J17 = Fuel pump relay
J220 = Motronic control unit 4 55

J220
Pay attention to the double fuse protection of the fuel 2
pump relay on the OCTAVIA.

SP19-35

44
Hall sender G40
Installation point

The Hall sender G40 is located on the right-

hand side of the cylinder head in front of the
inlet camshaft.
It is protected by a toothed belt guard. The ori-
fice plate of the Hall sender is bolted to the
inlet camshaft.
It is only possible to install in one position.

Use of signal

The signal supplied by the Hall sender makes

it possible for the engine control unit to recog-
nize the ignition position of cylinder 1.
In addition, this signal is also used to deter-
mine the knock control of the individual cylin-
ders and to monitor the camshaft adjustment. SP19-37
Hall sender ahead of
inlet camshaft
Effect in the event of signal failure

If no Hall sender signal is received, the engine

control unit switches off the knock control. The
ignition angle is retarded slightly to reliably
avoid any knocking.
The engine continues running and can also be
restarted.

Self-diagnosis

Self-diagnosis detects J220

Hall sender G40 short circuit to earth
Hall sender G40 open circuit/short circuit to 62 76 67
positive.

Electric circuit

62 = Positive
67 = Sensor earth
+
° -
76 = Hall sender signal
G40 = Hall sender
J220 = Motronic control unit G40

SP19-36

45
1.8-ltr. Engine AGN

Motronic 3.8.2. function diagram

Components
A Battery
30
F60 Idling speed switch 15
G6 Fuel pump 86 30
G28 Engine speed sender
G39 Lambda probe J17
G40 Hall sender 4
G42 Intake air temperature sender 85 87
G61 Knock sensor 1
G62 Coolant temperature sender
G66 Knock sensor 2
G69 Throttle valve potentiometer
G70 Air mass meter
G88 Throttle valve positioner S132 S228 S232 S243
50A 15A 10A 15A
potentiometer
J17 Fuel pump relay
J220 Motronic control unit
J338 Throttle valve control unit
N Ignition coil
N30...33 Injectors Z19 G39
N79 Heating resistor/optional
equipment (crankcase ventilation) λ
N80 Activated charcoal filter solenoid
valve N30 N31 N32 N33
N122 Power output stage
+
N128 Ignition coil 2
N192 Power output stage 2 4 73 80 58 65 27 25 26
N205 Camshaft adjustment valve
P Spark plug connector A
S... Fuse
Q Spark plugs 66 59 69 74 62 75 76
V60 Throttle valve positioner
Z19 Lambda probe heater -

°
M +

V60
G88
Additional signals F60 G69 -
A Engine speed J338
G40
B Fuel consumption signal
C W wire for diagnosis and
M G6
immobiliser
D Road speed signal
E AC compressor cut-off
F AC compressor cut-in
G Throttle valve signal to
automatic gearbox
31
H Signal from automatic gearbox
Colour coding/Legend
= Input signal
= Output signal
46
 30
15

+30

S234 S10 S229

10A 10A 15A

A B C D E F G H
39 G70 N80 N205 N79

6 12 13 15 55 6 18 19 20 8 10 7 23 3 1

J220

56 63 68 67 60 54 53 22 2 71 78

N122 N192

G28 G61 G66 G42 G62 N N128

I IV II III

P
Q

31

in out SP19-19
= Battery positive
= Earth
47
Test Your Knowledge

Which answers are correct?

Sometimes only one,
but perhaps also more than one - or all of them!

?
1. Engines AEH and AGN feature an ignition system with
rotorless high-voltage distribution.

A. After installing the engine control unit, the ignition system has to be exactly set with the
V.A.G 1552.
B. During the operating period of the engine no change takes place in the ignition characteristic,
the ignition system requires no maintenance.
C. The signals supplied by the engine speed sender are used for detecting the ignition TDC
of cylinder 1.

2. Certain sensor signals are required for correct timing of the engines.
These signals are:

A. the signal from the throttle valve positioner potentiometer,

B. the signal from the engine speed sender and the Hall sender,
C. the signal from the throttle valve potentiometer.

3. The 1.6-ltr. engine AEH has an intake manifold with changeover feature.
The intake manifold changeover makes it possible to:

A. form long and short intake tracts,

B. adapt the intake tracts to the requirements of engine operation,
C. to optimise power in the lower engine speed range, and torque in the upper engine speed
range;
D. to optimise torque in the lower engine speed range, and power in the upper engine speed
range.

4. In self-diagnosis, the timing of the 1.6-ltr. engine can:

A. be checked in the Reading measured value block function by the readout of the number of
teeth of the sensor gear of the crankshaft (crankshaft signal gear) when the Hall sender
switches from + to –;
B. not be checked because the twin-spark ignition coil eliminates the sensor signals in the test
cycle;
C. be made visible as a change in signal and be calculated using a separate analysis diagram.

48
 J 17 4

15
D
S 232 S 243 S 228 S 132
10A 15A 15A 50A

?
M
G6
N30 N31 N32 N33 Z19 N80 +

4 73 80 58 65 27 15 A

-
2

SP19-50

5. The fuel system of the OCTAVIA is protected by several fuses.

Please enter the diagram symbol and the relevant fuses (number and amperage) in the electric cir-
cuit of the fuel system).

6. The purpose of the camshaft adjustment of the 1.8-ltr. engine AGN is to

A. improve the torque from the lower to mid engine speed range,
improve power in the upper engine speed range,
B. adjust valve timing from retarded to advanced irrespective of engine speed,
C. adjust the opening/closing time of the inlet valves at certain engine speeds in line with the
engine load.

7. If the camshaft adjustment valve does not receive any signal

A. the engine stops,

B. the "retarded" valve setting of the inlet camshaft is adopted as an emergency running pro-
gramme,
C. the "advanced" valve setting of the inlet camshaft is adopted as an emergency running pro-
gramme.

1. B; C; 2. B; 3. A; B; D; 4. A; 5. Page 14; 6. A; C; 7. B
Answers:
49