Description of Design and Function - Pierburg 2E-E

07.
2-090 Description of Design and Function
A. General
Carburetor designation 2 E-E

2=Two stages
E=Series
E=Electronically controlled
B. Brief description
The 2 E-E carburetor is a downdraft two-stage

carburetor of known design, but which has been
significantly simplified in its basic configuration. The
traditional control devices for start, warming-up and
acceleration enrichment, as well as the idle shutoff
valves have been eliminated.
The functions of the eliminated control devices are
performed by two actuators, the choke actuator
(Y22/1) and the throttle valve actuator (Y22/2), which
are controlled by an electronic microprocessor
control unit (mapped control).
Copyright DaimlerChrysler AG 24.12.2008 CD-Ausgabe G/02/01 Will not be recorded by Modification services Page 1
2 E-E carburetor
R24 Throttle valve potentiometer 3 2nd stage aneroid cell
Y18 Float chamber vent valve 6 Choke
Y22/1 Choke actuator 8 Carburetor cover
Y22/2 Throttle valve actuator 9 Carburetor body
28 Needle control, idle air nozzle
In the basic harmonization of the nozzle system, the

carburetor is adapted to the needs of the engine
running at normal operating temperature at the lean
end. The remaining composition of the mixture is
achieved by enrichment.
Good emergency running properties are assured in

the event of the electronic mixture control failing.
The choke actuator is an electric motor with a very

high adjusting speed. It closes or opens the choke
and thus adapts the mixture to the actual operating
conditions.
When the engine is idling or in the near-idling range,
the mixture is influenced by an idling air correction
needle, which is also operated by the choke actuator.
In addition, the choke actuator also operates the fuel
cutoff if the maximum permissible engine speed is
exceeded.
The throttle valve actuator is an electropneumatic

actuator which controls engine speed when idling,
during cold start and warming-up. The throttle valve
actuator also controls decel fuel cutoff and engine
stop.
In the catalytic converter mode with oxygen

sensor, a closed control loop (oxygen sensor,
control unit, choke and needle control of idling air
nozzle) ensures that the composition of the mixture
is maintained precisely at around lambda=1.
To avoid the carburetor being flooded by a downflow

of gasoline, the fuel pump is designed to be through
-flow protected and a check valve is installed in the
fuel return hose at the carburetor.
Function diagram 2 E-E carburetor with lambda control
B11/2 Coolant temperature sensor (EZL/CIS-E/2 E-E) 17 Catalytic converter
G3/2 Heated oxygen sensor a Intake manifold heater relay control (K3)
N45 2 E-E carburetor control unit b Idle signal for EZL control unit (N1/2)
R8 Intake manifold heater c Lambda test signal (diagnosis X11)
R24 Throttle valve potentiometer f Engine speed signal (TD)
Y22/1 Choke actuator g A/C compressor cut-in signal
Y22/2 Throttle valve actuator h Drive position cut-in signal (automatic transmission)
6 Choke i Resistance trimming plug signal (KAT or RЬF)
8 Carburetor k Coolant temperature signal for control unit (N1/2)
11 Air filter
14 Intake manifold
Catalytic converter or retrofit cars are equipped
with a fuel evaporation control system. The fuel
vapours from the fuel tank and from the float
chamber are stored in a charcoal canister and
supplied in a metered flow to the engine (refer to
Function of float chamber vent, section H).
Function diagram fuel evaporation control system
1 Carburetor
36a 50 °C thermovalve, red
52 Charcoal canister (fuel tank)
52/1 Charcoal canister (float chamber), phased
implementation
53 Regeneration valve
A Extraction port
B To fuel tank
C Vacuum port
D Phased implementation
C. Components, arrangement of components
B11/2 Coolant temperature sensor (EZL/CIS-E/2 E-E) R8 Intake manifold heater
G3/2 Heated oxygen sensor R8/1 2 E-E carburetor heater
K1/1 Overvoltage protection relay 87E, 7-pin R19 2 E-E resistance trimming plug
K3 Intake manifold heater relay R24 Throttle valve potentiometer
N6 A/C compressor cutoff control unit Y18 Float chamber vent valve
N15 Kickdown cutoff relay Y22/1 Choke actuator
N45 2 E-E carburetor control unit Y22/2 Throttle valve actuator
2 E-E carburetor components
B11/2 Coolant temperature sensor (EZL/CIS-E/2 E-E) R24 Throttle valve potentiometer
G3/2 Heated oxygen sensor Y18 Float chamber vent valve
K1/1 Overvoltage protection relay 87E, 7-pin Y22/1 Choke actuator
N45 2 E-E carburetor control unit Y22/2 Throttle valve actuator
R19 2 E-E resistance trimming plug 3 2nd stage aneroid cell
Carburetor cover
It can be removed and contains the following parts:
a 1st and 2nd stage pre-atomizer.
a 1st and 2nd stage main nozzle systems
(43, 44).
a Idling system with needle-controlled idle air
nozzle.
a Float system (hollow chamber float).
a Float chamber vent valve.
a Choke (VD).
a Fuel supply and return connections. The supply
connection has an integrated strainer.
a 2nd stage full load enrichment pipe, calibrated.
a 2nd stage transition system.
a Fuel cutoff.
Float body
It contains the two throttle valves of the 1st and 2nd
stages, as well as the vacuum connections for the
fuel evaporation control system and the automatic
transmission.
Arrangement of vacuum connections

4 Port for automatic transmission
24 Control port for regeneration valve of fuel evaporation control
system (white ring)
26 Extraction port for fuel evaporation control system
(brown ring)
Throttle valve actuator

It performs the following tasks:
a Controlling engine speed when engine is started
and warming-up.
a Controlling idling speed.
a Deceleration fuel cutoff.
a Engine stop.
Y22/2 Throttle valve actuator

92 Evacuation port
93 Air admission port
The throttle valve actuator is an electropneu- By admitting or releasing air to or from the
matic actuator with two electromagnetic valves, diaphragm chamber, the desired engine speed is
reached. The two electromagnetic valves are
a diaphragm, a logarithmic potentiometer and a controlled by the electronic control unit.
plunger.
A filter is integrated in the air admission port
The potentiometer protects the position of the (atmospheric side) and a check valve in the
plunger at that moment and inputs this signal to evacuation port (vacuum side).
the electronic control unit.
Choke actuator
It performs the following tasks:
a Operates the choke and the idle air correction
needle.
a Limits maximum engine speed by cutting off the
fuel supply.
The choke actuator (Y22/1) is a torque motor

with a high adjusting speed (approx.
30 milliseconds for a 90° change in angle).
It operates the choke by means of a rod. The

mixture ratio is controlled by means of the choke in
all operating ranges, with the exception of idling and
the near-idling range.
The choke actuator is controlled with a base

frequency of 100 Hz. The choke is moved into the
appropriate position by varying the current (on/off
ratio).
Needle control of idle air nozzle

This peforms the following task:
a Adapting mixture in idling and near-idling range
by altering the idle correction air quantity.
6 Choke
29 Lever for operating needle control
30 Idle air nozzle
31 Idle air correction needle
32 Compression spring
33 Mixing tube
34 Idle fuel nozzle
35 Lever for operating fuel cutoff
61 Rod for operating fuel cutoff
The needle control is connected to the choke. In In these ranges, the mixture is controlled by a
view of the low air throughput in the idling and correction needle which is more or less immersed
near-idling range, it is not possible to control the in the idle air nozzle and which influences the idle
mixture via the main nozzle system. air quantity.
Throttle valve potentiometer
It performs the task of detecting the following
information and inputting it to the electronic control
unit:
a Position of 1st stage throttle valve from the
throttle valve angle (load detection).
a Speed of throttle valve angle change during
acceleration (slight or sharp acceleration
enrichment).
a Direction of rotation of throttle valve detecting
acceleration or deceleration or decel fuel cutoff.
a Idle signal detection for ignition system and
electronic idle speed control.
The throttle valve potentiometer (R24) is a rotary

potentiometer with an integrated torsion return
spring which is connected to the 1st stage throttle
valve shaft by a loose-fitting sleeve coupling.
Electronic control unit

The control unit (45) is a digital configuration
employing a microprocessor. There are two mixture
maps stored in the control unit, for operation without
or with lambda control. The control unit is housed in
the front right of the component compartment close
to the battery.
N45 2 E-E carburetor control unit

K1/1 Overvoltage protection relay 87E, 7-pin
N6 A/C compressor cutoff control unit
N15 Kickdown cutoff relay
The control unit performs the following
functions:
a Controlling start and warming-up mixture a Gear detection of automatic transmission via
a Controlling idle speed starter lockout switch.
a Acceleration enrichment a A/C compressor cut-in signal via A/C
a Map control compressor control unit.
a Lambda signal via oxygen sensor.
a Decel fuel cutoff
a Resistance trimming plug detection (KAT or
a Engine stop
ECE map plug).
a Lambda control
a Heating intake manifold and bypass
Control unit output signals
a Limiting maximum engine speed
a Choke actuator.
a Control of ignition in the event of faults at
a Throttle valve actuator.
throttle valve actuator
a Idle signal for control unit of ignition system.
a Lambda test signal for diagnostic socket.
Control unit input signals
a Intake manifold and bypass heater.
a Coolant temperature.
a Fault signal for ignition control unit in the event
a Engine speed (TD signal).
of faults in throttle valve actuator.
a Position and sequence of movement of throttle
valve via throttle valve potentiometer.
a Plunger position of throttle valve actuator via
potentiometer of throttle valve actuator.
Overvoltage protection relay (K1/1)

This protects the electronic control unit from
overvoltages. The overvoltage protection is housed
in the front right of the component compartment
close to the battery; a 10 A fuse is located on the
top.
Coolant temperature sensor

The temperature sensors (arrow) detect the coolant
temperature. One sensor transmits its data to the
electronic control unit of the 2 E-E carburetor, the
other to the control unit of the ignition system.
Resistance trimming plug for 2 E-E carburetor
electronic control unit
For activating the two mixture maps (KAT or ECE
map) stored in the control unit, two different
resistance trimming plugs are required.
For catalytic converter cars, resistance trimming

plug with the inscription "KAT" or for retrofit cars,
resistance trimming plug with the inscription "ECE".
The resistance trimming plug has a security seal.
Resistance trimming plug for retrofit

cars (RЬF) with inscription "ECE"
Resistance trimming plug for catalytic

converter cars (KAT) with inscription
"KAT"
Basic setting of resistance trimming plugs

The basic setting of the resistance trimming plug The remaining intermediate positions of the
for the electronic control unit of catalytic converter resistance trimming plug up to "7" permit the
or retrofit cars is position "1". mixture maps to be individually adapted should
customer complaints be received (refer to Test and
adjustment work 07.2-114).
Oxygen sensor Description of function

Refer to Group 14 for description of design Function sequences which are identical or differ
only insignificantly in comparison to previous
and function of the oxygen sensor.
carburetors, are not described. The operations
involved in electronic carburetor control are dealt
with in detail so that they are understood.
D. Function diagram 2 E-E carburetor system with lambda control
B11/2 Coolant temperature sensor (EZL/CIS-E/2 E-E) a Intake manifold heater relay control (K3)
G3/2 Heated O2 sensor b Idle signal for ignition control unit (N1/2)
N45 2 E-E carburetor control unit c Lambda test signal (diagnosis, X11)
R8 Intake manifold heater f Engine speed signal (TD)
R24 Throttle valve potentiometer g A/C compressor cut-in signal
Y22/1 Choke actuator h Drive position cut-in signal (automatic transmission)
Y22/2 Throttle valve actuator i Resistance trimming plug signal (KAT or RЬF)
6 Choke
8 Carburetor
11 Air filter
14 Intake manifold
17 Catalytic converter
E. Block diagram 2 E-E carburetor system
Ignition starter switch Battery (+) terminal (30) Throttle valve actuator
(S2/1), terminal (15) from terminal block (X35) (Y22/2) controls:
a Engine speed control
(start, warming-up,
idling)
a Decel fuel cutoff
a Engine stop
Overvoltage protection
relay (K1/1), terminal (30a),
terminal 87L (15) Voltage supply
Battery ground (W10)

Engine ground (W11) Ground supply
Choke actuator (Y22/1)

Coolant temperature controls:
Coolant temperature sensor
signal a Choke for adapting
(B11/2) mixture to particular
operating condition
2 E-E a Fuel cutoff for limiting
carburetor maximum engine speed
Electronic ignition (EZL) TD signal (engine speed) control unit
(N45)
control unit
Throttle valve potentiometer Throttle valve angle

(R24)
Throttle valve actuator Plunger position (engine

(Y22/2) speed control)
Inlet manifold+bypass
heater relay control (K3)
Heated oxygen sensor Oxygen sensor signal

(G3/2)
Lambda test signal for

Resistance trimming plug KAT or RЬF detection diagnosis socket (X11)
(R19) (2 E-E) signal
Drive position signal Idle speed detection for

Starter lockout/reversing
(automatic transmission) electronic ignition control
light switch (S16/1) unit (N1/2)
Signal for fault circuit if fault
exists at throttle valve
actuator
A/C compressor cutoff Air conditioning cut-in
control unit (N6) signal
F. Sectional view of carburetor
R8/1 2 E-E carburetor heater 44 2nd stage main nozzle
6 Choke 45 Closing plate for fuel cutoff
8 Carburetor cover 46 2nd stage throttle valve
9 Carburetor body 47 2nd stage bypass slot
29 Needle control mechanism (idle correction air) 48 2nd stage pre-atomizer
30 Idle air nozzle 49 2nd stage full load enrichment pipe
31 Idle air correction needle 50 2nd stage transition system mixing pipe
32 Compression spring 51 2nd stage air correction nozzle with mixing pipe
33 Mixing tube for idle mixture 52 1st stage air correction nozzle with mixing pipe
34 Idle fuel nozzle 53 1st stage pre-atomizer
38 Carburetor cover gasket 54 Manipulation lock
39 Idle mixture adjusting screw 55 2nd stage transition fuel nozzle
40 1st stage bypass slot 73 2nd stage transition mixing passage
41 Idle mixture outlet 74 2nd stage transition system fuel supply passage
42 1st stage throttle valve 75 2nd stage transition system air passage
43 1st stage main nozzle 76 Retraction passage (2nd stage transition)
77 Retraction passage (full load enrichment pipe)
G. Float device/fuel cutoff
Float device/fuel cutoff
6 Choke 59 Float shaft
22 Fuel supply connection 60 Float stop
23 Fuel return connection 61 Actuating rod
35 Lever 62 Compression spring
42 1st stage throttle valve 63 Passage
45 Closing plate 64 Recirculating air adjusting screw (factory-set)
56 Float 65 Manipulation lock
57 Float needle seat
58 Float needle
Float device
The float device operates according to the already The float level is fixed by the press-fitted depth of
known principle. The float needle (58) is the float needle seat, and therefore cannot be
"automatically opened" by the float, thus avoiding varied.
the float needle jamming. The float travel down the
way is limited by the stop (60).
Fuel cutoff
(Limiting engine maximum speed) The closing plate (45) is now pulled against the
The electronic control unit is supplied with the nozzle assy by means of lever (35), actuating rod
engine speed signal through contact 25. If an (61), thus blocking the fuel supply to all the fuel
engine speed of 6150c50 rpm is exceeded, the -conveying systems. Once the engine speed has
dropped below approx. 6100 rpm, the fuel supply is
current flow direction for the choke actuator is
restored.
reversed (poles reversed) in the control unit, the
choke (6) opens and moves into the vertical
position.
H. Float chamber vent
Float chamber vent

Y18 Float chamber vent valve 68 Valve plate
37 External vent port 69 Compression spring
67 Internal vent passage (to clean air side of air filter)
When the ignition is switched off, the float chamber When the ignition is switched on, the float chamber
vent valve (Y18) is de-energized and switches to vent valve (Y18) is energized, the solenoid picks
"external venting". The fuel vapours are drawn up, the valve switches to "internal venting". A link
through the external vent port (37) to atmosphere is created between float chamber and clean air
or passed into a charcoal canister where they are side of air filter.
stored. When the engine is running, the stored fuel
vapours are drawn off and combusted.
I. Start
Cold start
6 Choke 43 1st stage main nozzle
32 Compression spring 52 1st stage air correction nozzle
40 1st stage bypass slot 53 1st stage pre-atomizer
41 Idle mixture outlet 70 Idle mixture passage
42 1st stage throttle valve 71 Idle fuel passage
A voltage (via terminal 30a battery+) exists The plunger of the throttle valve actuator is fully
constantly at contact 1 of the control unit, even extended and has moved the throttle valve (42) into
when the ignition is switched off. The choke (6) is the start position.
opened fully by the force of the compression
spring (32).
When the ignition is switched on, the control unit is
supplied additionally with voltage via contact 13 (=
terminal 15 ignition), it is activated and allows a 100
Hz clocked current to flow to the choke actuator.
The choke moves slightly into the closed position.
Start procedure at coolant temperature Start procedure at coolant temperature

>+20 °C <+18 °C
When the engine is started, the control unit is If the coolant temperature is below+18 °C, the
supplied with the engine speed signal (TD signals) choke actuator is supplied immediately with a
through contact 25 and allows a current, relatively high current when the ignition is switched
determined by engine temperature and the mixture on, the choke (6) is fully closed to ensure that the
map stored in the control unit, to flow to the choke engine starts immediately even at low temperatures.
actuator. The coolant temperature signal is input to
the control unit through contact 21.
After the engine has started (engine self-running),
the current existing at the choke actuator is
The current existing at the choke actuator now reduced and the choke moves back to the
closes the choke to a certain position (start matching warming-up map position.
position). After the engine has started, the control
unit detects engine self-running through contact
25 (TD signal), reduces the current, and the choke
moves back to the matching warming-up map
position.
Repeat start Automatic opening of choke
If a repeat start is performed, the choke closes in If the starting mixture is over-enriched when
line with the particular coolant temperature, and the starting the engine from cold, the choke can be
plunger of the throttle valve actuator moves back opened fully electrically by applying full throttle to
into start position. produce a leaner starting mixture.
J. Warming-up
Warming-up
6 Choke 43 1st stage main nozzle
30 Idle air nozzle 52 1st stage air correction nozzle
31 Idle air correction needle 53 1st stage pre-atomizer
40 1st stage bypass slot 70 Idle mixture passage
41 Idle mixture outlet 71 Idle air passage
42 1st stage throttle valve
To ensure that the mixture is not too rich when the The throttle valve actuator is now activated by the
engine is started at a coolant temperature <+18 °C, control unit and pulls the plunger back far enough
the control unit reduces the current supply to the for the engine to run at an idle speed corresponding
choke actuator after the starting speed is to the coolant temperature.
exceeded (=self-running), the choke (6) opens
slightly, the mixture is leaned to the warming-up
mixture.
At the same time, as engine speed increases and

exceeds the specified idling speed (at
-20 °C approx. 1000 rpm), the idle speed control is
activated (refer to Section "L" for function of idle
speed control).
The warming-up mixture in the idling and near- Up to normal engine operating temperature, the
idling range is influenced by the needle control of warming-up mixture is controlled in line with the
the idle correction air dependent on the choke warming-up mixture map stored in the control unit
position. as a function of the coolant temperature. At normal
engine operating temperature, the choke is not
vertical but is moved against the closing position.
K. Idling, idle correction air needle control
Idling
6 Choke 40 1st stage bypass slot
30 Idle air nozzle 41 Idle mixture outlet
31 Idle air correction needle 42 1st stage throttle valve
32 Compression spring 43 1st stage main nozzle
33 Mixing pipe (idle system) 70 Idle mixture passage
34 Idle fuel nozzle 71 Idle fuel passage
39 Idle mixture adjusting screw 72 Idle reserve
With the exception of certain differences which are

described below, the operating principle of the idle
system is identical to that of previous carburetors.
Idle correction air needle control
6 Choke
29 Lever
30 Idle air nozzle
31 Idle air correction needle
32 Compression spring
33 Mixing pipe
34 Idle fuel nozzle
35 Lever for operating fuel cutoff
61 Rod for operating fuel cutoff
Idle correction air needle control

The idle mixture is influenced by varying the cross-
section of the idle air nozzle (30) by means of the
correction needle (31).
The choke (6) is turned into a certain position in line

with the idle map stored in the control unit. This
results in the correction needle (31), which is
attached to the choke, likewise being moved into a
predetermined position.
L. Electronic idle speed control
The idle speed control continuously compares The gear engaged in the automatic transmission is
actual idle speed with set idle speed according to a detected via contact 16 of the control unit and
map stored in the control unit. Variations in engine terminal 50 of the starter lockout switch. A/C
speed of >40 rpm are corrected with the throttle compressor on is detected via contact 19 of the
valve actuator (Y22/2). The idle speed detection is control unit.
formed from the potentiometer signal of the throttle
valve actuator and the signal of the throttle valve
potentiometer. After the engine starts, engine speed is slightly
higher for a short time.
Idle speed is constantly maintained at a certain
level over the entire temperature range dependent
on the coolant temperature, selector lever of
automatic transmission in drive position or A/C
compressor switched on.
Electronic idle speed control
G3/2 Heated oxygen sensor b Idle signal for ignition control unit (N1/2)
R24 Throttle valve potentiometer d Coolant temperature signal
Y22/1 Choke actuator e Oxygen sensor signal
Y22/2 Throttle valve actuator f Engine speed signal (TD)
6 Choke g A/C compressor cut-in signal
11 Air filter h Drive position cut-in signal (automatic transmission)
12 Carburetor i Resistance trimming plug signal (KAT or RЬF)
If the set idling speed is exceeded, current pulses If engine speed drops below set idle speed, current
are supplied to the "evacuation valve" (96) pulses are supplied to the "air admission valve"
through connector 3 of the throttle valve actuator (97) through connector 8 of the throttle valve
from contact 9 of the control unit (N45). The valve actuator from contact 3 of the control unit (N45). Air
opens, the engine vacuum acts in the diaphragm is admitted to the diaphragm chamber, the plunger
chamber, the plunger (101) is pulled back far (101) extends far enough for the set idle speed to
enough for the set idle speed to be reached. be reached.
M. 1st stage main nozzle system and acceleration
Transition to 1st stage main nozzle system and acceleration
R8/1 2 E-E carburetor heater 41 Idle mixture outlet
6 Choke 42 1st stage throttle valve
30 Idle air nozzle 43 1st stage main nozzle
31 Idle air correction needle 52 1st stage air correction nozzle with mixing pipe
34 Idle air fuel nozzle 53 1st stage pre-atomizer
40 1st stage bypass slot
The acceleration mixture map is stored in the When the car accelerates, the control unit supplies
control unit. Enrichment of the mixture when more or less current to the choke actuator
accelerating is performed by closing the choke (6) depending on the intensity of acceleration (speed of
to a defined position as a function of coolant change in angle at throttle valve potentiometer).
temperature, engine speed, throttle valve angle
and throttle valve opening speed.
Sharp acceleration = large current, choke
closes more
The last two influencing parameters are detected
by the throttle valve potentiometer and input to the
control unit via contacts 7, 11, 18. Slight acceleration = small current, choke
Acceleration enrichment is not activated when the closes less
car accelerates slowly. The transition enrichment
until the main nozzle comes into play is performed The vacuum in mixing chamber increases and fuel
solely via the slot bypass system (40).
is now supplied via the idle, bypass and main
nozzle system. Once acceleration is completed,
the choke moves back with a time delay to a
position corresponding to the mixture map for
constant operation.
N. Bypass heater
The bypass system is heated by a PTC heating

element to prevent the bypass system icing up at
outside temperatures around the freezing point in
combination with high air humidity.
A voltage is supplied to the heating element when

the engine is started. The heater is switched off
once the coolant temperature is approx.+60 °C,
controlled by the control unit. Electrically, the heating
element is connected in parallel to the intake
manifold heater.
O. Part load and transition to 2nd stage main nozzle system
Part load and transition to 2nd stage main nozzle system
6 Choke 55 2nd stage transition fuel nozzle
46 2nd stage throttle valve 73 2nd stage transition mixture passage
47 2nd stage bypass slot 74 2nd stage transition system fuel supply passage
50 2nd stage transition system mixing pipe with air 76 Retraction passage
admission
Part load
At constant operation in part load range, the These data form the basis for determining a current
mixture is controlled by a mixture map stored in the from the mixture map, which is supplied to the
control unit. choke actuator. The choke adopts the
The control unit constantly scans the information corresponding position.
regarding coolant temperature, engine speed,
throttle valve angle or throttle valve stationary.
Transition to 2nd stage main nozzle system

The throttle valve (46) of the 2nd stage is operated The design of the lever system ensures that the
with vacuum through the aneroid cell (3) of the 2nd 2nd stage opens progressively only after the throttle
stage in line with the opening angle of the throttle valve of the 1st stage has opened two-thirds.
valve of the 1st stage, as well as the air throughput. When the 1st stage throttle valve is closed, the
2nd stage is automatically closed mechanically by
the lever (81) (forced return).
Throttle valve mechanism
1st and 2nd stage
3 2nd stage aneroid cell
9 Carburetor body
lever
46 2nd stage throttle valve
78 Stop screw (1st stage
throttle valve basic
setting)
79 Stop for decel fuel
shutoff
80 Torsion spring
81, Plastic element (for
82 lock and 2nd stage
positive return element)
83 Lever for operating
cruise control
84 Idle stop screw
87 2nd stage actuating lever
(with driving fork)
88 Torsion spring
89 Actuating rod
To ensure lag-free transition from the 1st stage to The correction air flows in through the port in the
the moment where the main nozzle system of the mixing pipe (50).
2nd stage comes into play, a bypass slot (47) is
provided below the 2nd stage throttle valve (46).
The mixing pipe has a retraction passage (76) to
When the 2nd stage throttle valve opens, the fuel
ensure that no fuel can flow on out of the bypass
mixture flows through the transition fuel nozzle slot if the engine is switched off when hot.
(55), mixing pipe (50) and passage (73) (refer to
Section "O").
P. Full load
Full load
6 Choke 48 2nd stage pre-atomizer
40 1st stage bypass slot 49 2nd stage full load enrichment pipe
42 1st stage throttle valve 53 1st stage pre-atomizer
46 2nd stage throttle valve 77 Retraction passage
47 2nd stage bypass slot
At full load, the choke is moved into an almost

vertical position by the choke actuator. Both main
nozzle systems are operational from a moderate
engine speed. As the air flow increases, fuel is drawn
in additionally through the full load enrichment pipe
(49) (maximum output).
A retraction passage (77) is provided to avoid fuel

dripping out of the full load enrichment pipe if the
engine is switched off when hot.
Q. Deceleration and engine stop
Deceleration and engine stop
6 Choke 41 Idle mixture outlet
40 1st stage bypass slot 42 1st stage throttle valve
Decel fuel cutoff

If the accelerator is fully released, the control unit
detects deceleration above a deceleration speed
threshold and the throttle valve of the 1st stage (42)
is closed by the throttle valve actuator after a time
delay far enough for the idle mixture outlet (41) and
the bypass slot (40) to be in the atmospheric range.
The fuel delivery from the idle and bypass system is
interrupted.
Decel fuel cutoff is operational provided the As soon as the accelerator has been fully released,
following conditions are met: the throttle valve lever (27) is resting against the
a Engine speed higher than deceleration speed plunger (101) of the throttle valve actuator (Y22/2).
The control unit (N45) now detects idling with
threshold, e. g.: engine at normal operating deceleration from the two potentiometer signals
temperature: (throttle valve actuator and throttle valve
> 1400 rpm for manual transmission potentiometer). Decel fuel cutoff is now activated.
> 1100 rpm for automatic transmission
a Decel fuel cutoff (accelerator not depressed).
The throttle valve potentiometer (R24) is operated

through contact 2 by a voltage of approx. 5 Volts
from contact 18 of the control unit. As a result of a
change in the resistance at the rotary
potentiometer, the control unit detects the position
(angle setting) of the throttle valve and, by the
change in the direction of rotation at the
potentiometer, that the accelerator is being
released.
Deceleration and engine stop

R24 Throttle valve potentiometer d Coolant temperature signal
Y22/1 Choke actuator e Oxygen sensor signal
Y22/2 Throttle valve actuator f Engine speed signal (TD)
6 Choke g A/C compressor cut-in signal
a Intake manifold heater relay control (K3) h Drive position cut-in signal (automatic transmission)
b Idle signal for ignition control unit (N1/2) i Resistance trimming plug signal (KAT or RЬF)
The evacuation valve (96) is supplied with voltage The plunger (101) takes only a few seconds to
at contact 3 from contact 9 of the control unit. The retract (time function) to reliably prevent any
diaphragm chamber is now pressurized with running-on. After the retraction period has elapsed,
vacuum with a slight time delay, the plunger (101) the air admission valve (97) is actuated for a few
is pulled back, likewise with a time delay (damped seconds through connector 8 of the throttle valve
closing) far enough for the idle mixture outlet (41) actuator by contact 3 of the control unit and air
and the bypass slot (40) to be in the atmospheric admitted to the diaphragm chamber. The plunger
range. The fuel delivery is thus interrupted. now moves fully forward again into the start position.
When engine speed drops below the resume Engine stop function on cars with control unit
speed of 1400 rpm or 1100 rpm respectively, 006 545 51 32 (enlarged fault detection program).
decel fuel cutoff is cancelled and the idle speed If the plunger (101) of the throttle valve actuator
control activated; fuel is again supplied to the (Y22/2) does not retract when the engine is
engine. switched off (engine stop), this is detected by the
control unit (N45) through the throttle valve actuator
Engine stop (running-on safeguard) potentiometer signal.
To prevent the engine running-on, the choke
When the ignition is switched off, contact 13 of the
actuator (Y22/1) is energized with reversed
control unit (terminal 15 of ignition) is deenergized, polarity for approx. 3 seconds, as for limiting
the control unit detects "engine stop" and maximum engine speed, and the fuel supply to all
activates through contact 9 after a time function the the fuel nozzles shut off by the closing plate (45)
evacuation valve (96) through connector 3 of the (refer to limiting engine maximum speed for
throttle valve actuator. The valve opens for approx. remaining function).
3 seconds and the diaphragm chamber is
pressurized with vacuum. The remaining function
sequence is identical to that for decel fuel cutoff
(evacuation valve).
R. Limiting engine maximum speed
Limiting engine maximum speed (fuel cutoff)
6 Choke 61 Actuating rod
35 Actuating lever 62 Compression spring
45 Closing plate
When the permissible engine speed of 6150c 50

rpm is exceeded, the choke actuator is energized
with reversed polarity from contacts 10 and 12 of
the control unit. The choke (6) is turned into the
vertical position, the actuating lever (35), the
actuating rod (61) and the closing plate (45) for the
nozzle assembly. The closing plate thus shuts off the
fuel supply of all the fuel-conveying systems; the
engine speed again drops.
Once the engine speed has dropped below 6100

rpm, the fuel supply is restored.
S. Lambda control (KAT cars)
G3/2 Heated oxygen sensor b Idle signal for ignition control unit (N1/2)
N45 2 E-E carburetor c Lambda test signal (diagnosis, X11)
R8 Intake manifold heater f Engine speed signal (TD)
R24 Throttle valve potentiometer g A/C compressor cut-in signal
Y22/1 Choke actuator h Drive position cut-in signal (automatic transmission)
Y22/2 Throttle valve actuator i Resistance trimming plug (KAT or RЬF)
6 Choke k Coolant temperature signal for ignition control
8 Carburetor unit (N1/2)
11 Air filter
14 Intake manifold
17 Catalytic converter
The lambda mixture map stored in the electronic The signals of the oxygen sensor are input
control unit (N45) is activated by the resistance through contact 8 to the control unit. With a rich
trimming plug with the inscription "KAT". The map
mixture (ä=<1) the control unit is supplied with
is designed to maintain lambda=1.
a voltage >450 millivolts, with a lean mixture
The lambda control is not activated in the a voltage <450 millivolts.
following operating states:
a Starting at coolant temperatures <+17 °C. The The oxygen sensor signal is converted in the
control is not activated until approx. +70 °C. control unit, the choke actuator is supplied with a
a Starting at coolant temperature between +17 greater or smaller current. The choke opens or
closes only until the mixture ratio is always
°C to +30 °C. The control is inhibited for oscillating around lambda 1.
approx. one minute.
Only this oscillating of the mixture composition
a When accelerating, provided the acceleration
around lambda 1 enables the three pollutants CO,
enrichment is activated. HC and NOx to be optimally reduced in the three-
a When decelerating. way catalytic converter.
a At full load.
In the operating condition listed above, the
electronics (control unit) switches to "open-loop
controlled mode", the closed-loop control is
deactivated. Only the data permanently stored in
the control unit are then used for the open-loop
control, these being dependent on the various
parameters (coolant temperature, engine speed,
throttle valve position, speed of change in angle at
throttle valve).
T. Control unit with fault detection
Since September 1987 (Bosch production date 748,

ill.) these cars have been fitted with a control unit
with fault detection. Faulty input signals are detected
by the control unit and passed to the lambda test
output of the diagnostic socket. From there, the fault
signal can be picked up with the lambda control
tester.
The conditions which apply for measuring the on/off

ratio are: engine idling, engine oil temperature
approx. 80 °C and catalytic converter at normal
operating temperature.
As from September 1988 a control unit with

enlarged fault detection is fitted.
Detection characteristics for control unit with
fault detection
a) 1st version Fault readout with on/off ratio, possible causes
With the engine running and the coolant of faults remedy according to test table (see
temperature sensor connector detached, the
connected lambda control tester indicates 30 %. 07.2-114, Section "F").
b) 2nd version
With the ignition switched on, the connected
lambda control tester indicates 70 %.
The control unit with fault detection monitors the

following signals and parts:
a Throttle valve potentiometer.
a Throttle valve actuator potentiometer and
malfunctions (leaks, valves sticking).
a Coolant temperature signal.
a Oxygen sensor signal.
a Engine speed signal (TD).
a Solenoid coils of throttle valve actuator.
a Control line for inlet manifold heater relay.
a Control line for ignition control unit if fault
occurs in throttle valve actuator.
a Resistance trimming plug for 2 E-E carburetor
control unit.
U. Fault control of ignition if fault exists at throttle valve actuator
If a fault occurs at the throttle valve actuator of the The fault circuit is deactivated:
carburetor, the control unit of the 2 E-E carburetor When driving as soon as a throttle valve lever is no
passes a fault signal to the ignition control unit. longer touching the plunger of the throttle valve
Standard implementation: 09/88 actuator, i. e. has moved away from it (part load,
accelerating, full load). In addition, if the throttle
valve actuator plunger jams in the near-idling
The firing point is retarded to maximum 12° after range, in order to achieve stable engine running.
TDC in line with the coolant temperature and
engine speed. The firing point is only retarded if
the throttle valve lever is resting against the plunger Function description
of the throttle valve actuator. a) Normal mode: If the engine is operating
normally, the control unit of the 2 E-E carburetor
The fault control is activated if: switches connector 4 of the ignition control unit to
ground through contact 15, the voltage drops to
a Fault exists at throttle valve actuator
<0.5 Volts.
potentiometer or in electric wiring (interrupt/short-
circuit). Fault exists at evacuation or air admission
valve (valves sticking, leak). b) Fault mode: If a fault exists, the ground in the
control unit of the carburetor is interrupted, the
a If short-circuit exists at throttle valve actuator voltage rises to 11 - 14 Volts, and the firing point
is retarded to maximum 12° after TDC in line with
valves or in electric wiring.
the coolant temperature.

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07.

2-090 Description of Design and Function

Carburetor designation 2 E-E

The 2 E-E carburetor is a downdraft two-stage

In the basic harmonization of the nozzle system, the

Good emergency running properties are assured in

The choke actuator is an electric motor with a very

The throttle valve actuator is an electropneumatic

In the catalytic converter mode with oxygen

To avoid the carburetor being flooded by a downflow

Function diagram fuel evaporation control system

C. Components, arrangement of components

Arrangement of vacuum connections

Throttle valve actuator

Y22/2 Throttle valve actuator

The choke actuator (Y22/1) is a torque motor

It operates the choke by means of a rod. The

The choke actuator is controlled with a base

Needle control of idle air nozzle

The throttle valve potentiometer (R24) is a rotary

Electronic control unit

N45 2 E-E carburetor control unit

Overvoltage protection relay (K1/1)

Coolant temperature sensor

For catalytic converter cars, resistance trimming

Resistance trimming plug for retrofit

Resistance trimming plug for catalytic

Basic setting of resistance trimming plugs

Oxygen sensor Description of function

D. Function diagram 2 E-E carburetor system with lambda control

E. Block diagram 2 E-E carburetor system

Battery ground (W10)

Choke actuator (Y22/1)

Throttle valve potentiometer Throttle valve angle

Throttle valve actuator Plunger position (engine

Heated oxygen sensor Oxygen sensor signal

Lambda test signal for

Drive position signal Idle speed detection for

F. Sectional view of carburetor

G. Float device/fuel cutoff

Float chamber vent

Start procedure at coolant temperature Start procedure at coolant temperature

At the same time, as engine speed increases and

K. Idling, idle correction air needle control

With the exception of certain differences which are

Idle correction air needle control

The choke (6) is turned into a certain position in line

L. Electronic idle speed control

M. 1st stage main nozzle system and acceleration

The bypass system is heated by a PTC heating

A voltage is supplied to the heating element when

O. Part load and transition to 2nd stage main nozzle system

Transition to 2nd stage main nozzle system

At full load, the choke is moved into an almost

A retraction passage (77) is provided to avoid fuel

Q. Deceleration and engine stop

Decel fuel cutoff

The throttle valve potentiometer (R24) is operated

Deceleration and engine stop