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    VW Scirocco 85-87 EngineServicing

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    Theo Huqueleux

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    © All Rights Reserved
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    Introduetioy ENGINE Contents 1. General Description ankshaft and Bearings necting Fiods and Pistons ylinder Head niermediate Shaft ubrication System Engine yhnder Head Intermediate Shaft Engive ldentfication Codes and Spoeiications 19 Engine Codes 2, Maintenance 3, Troubleshooting 5.1 Basie Troublashaeting Principles Smoking Excassive Oil Consumption gine Not Rusning, ‘eumption and Low Power a2 Section 3 Diagnostic Tasting Compression Test Wot Compression Test Leak-dawn Tost 4, Cylinder Head aa 42 4a 48 46 47 48 49 CCylindar Head Gover and Gasket Camshaft Drive Bet Camshatt Oil Seal Valve Adjustment (1988-1987 except Scirocco 16V) Flemoving and Installing Camshatt Hydraulie Cam Followers. Checking Hydraulic Cam Followers. Vaive Stern Oil Seals. Removing and Installing Gylinder Head, Disassernbly, Assembly, and Reconditioning vlinder Head Assembly (B-valve engines) >ylinder Head Assembly (16-valve engines) Camshaft and Cam Followers. Valves and Valve Springs. Valve Guides Valve Seats 5, Removing And Installing Engine And Transaxle Removing Separating Engine and Trancaxle intalling, Aligning Engine and Transaxle Assembly “ 6 w 18 18 20 3-2 ENGINE 6. Cylinder Block And Pistons. 6r Gylinder Block Oil Seals Roplacing Front Crankshatt Oil Seal Replacing Intermediate Shaft O# Seal Disassembly, Assembly, and Reconditioning Fistons and Connecting Rods Piston Rings. Crankshaft and Intermediate Shatt Flywheel or Drive Plate 7. Lubrication System: 74 Dynamie OH Pressure Waming System. ‘Checking Low Oil Pressure Warning System Checking Dynamic Oil Pressure Warning stem (high tpn} sling Ol Pressure Switches. >i Pump (Ol Spray Nozzles 011 Cooler 8, Technical Data \ u i, v. v Tightening Torques Crankshat, Intermediate Shaft ‘and Crankshatt Bearing Spacifiations Piston, Piston Ring and Cylinder Bore Specifications ‘Camshatt, Valve and Cylinder Head Spocitications Lubrication Systern Specifications. 28 28 28 20 29 29 a a 33 38 a4 34 REE 36 26 7 37 a7 38 98 38 eove rere Pp. TABLES Engine Codes and Specifications Engine Troubleshooting Compression Pressure Specifications Valve Adjusting Dises (1985-1987, engine code JH only) Valve Clearance Specifications (1985-1987, engine code JH only) Valve Spectications Minimam Dimensions tor Calculating Valve Seat Fletacing Dimensions ‘Valve Seat Dimensions (8-valve engines) \Valve seat dimensions (16-valve engines) Cylinder and Piston Diameter Spectfcations. Connecting Rod Specifications Piston Ring End Gap Crankshatt Journal Diameter Piston Ring Side Clearance... 2... Crankshaft and Cylinder Block Tightening Torques. Crankshaft and Intermediate Shaft Clearance ENGINE 3-3 Engine Introduction The Cabriolet and Scirocco engines are all four-cylinder, tront-mountad and water-cooled. ‘The cast ron cylinder block supports the crankshattin five main beanngs, The overheadcam- shaft running in the cylinder head is driven from the crankshaft by a reinforced toothed bet Displacements 1781 co (109 cu, in.), commonly referred to as 1.8 liters. Horsepower is 24 (SAE nat). The Seirocea 16V engine is also 1.8 IRers, but its cross-flow cylinder head design and dual overhoadcamehalts with four valves pereykindar (Wa intake andtwo exhauet} raises rated horsepower to 123 (SAE nat) The engine is transverse-mounted and inclined toward the rear of the car~a design that permits alower hoodiine and improves weight cist bution, The engine andiransaxle are sup. ported as a single unt by a combination of bonded rubber mounts that isolate the drivetrain and help reduce the transmission of noise and vibration tothe rest ofthe car The engine's transverse placement takes up less overall space than other designs and rakes possible a roomier passenger compartment. also concentrates drivetrain weight over the front driving whee's where i helps improve trection under slippery conditions, Despite a slight forwardweight bias when thecar is empty, total vehicle weightis distributed about equal- ly an the front and rear whee\s when the car is loaded. Near-equal weight distribution increas es stabilty and assures precise handing. Tha information in this section ofthe ranual is intended both as a guide to Cabriolet and jcroceo owners andas.a reference or professional mechanics, Some of the procedures and ‘epairs described require special equipment and some prior knowledge of general engine re- pair and assembly practices. If you tack the skil, tools, or a suitablo workplace for servicing ‘orrepairing the engine, we suggest you leave these repairsta.an authorized Volkswagen deal- er oF other qualified automotive repairshop, We especially urge youto consul your authorized Volkswagen dealer before beginning any repairs on aca that may be covered wholly ori part by any of tha extensive warranties issued by Volkswagen United States, Inc 3-4 ENGINE 1, GENERAL DESCRIPTION The inline fourcylinder overhead cam engine is water cooled and transmits power through a piston-driven rank: shaft. Tho oyinder block is made of cast iron with integral ylinders completely exposed on all sides to the coolant that circulates through the water jacket. A separate cast aluminum alloy cylinder head contains the beltcriven camshaft and the lente valve tain. A cutaway view ofthe engine appears in Fig Fig. 14 4.1 Engine Components Crankshaft and Bearings Tre fly counterweighted crankshaft rotates in ve replace able spli-shell main baarings. A 6-piece center main bearing upper shel, lower shel, and four thrust bearings) controls -nkshalt ena thrust. Flexible lip seals, prossedt into light alloy Seal carriers, are used at both ends ofthe crankshalt to prevent i oakage, Connecting Rods and Pistons shel be 1 1048s are sloe! forgings, Replaceable spit rags are used at the crankshaft end and lead-bnanze ‘boated steel bushings a the pision pin end. The pistons are of the three-ring type with two upper compression rings. ard a ‘ower one-piece ol scraver ring, FulHloating piston pins are folained a each end by cirelps Cylinder Head “The cylinder head is an aluminum alloy casting. The over: head camshaft bearing surtaces andthe bores fr the cam foi lowers (valve liters) are machined directly into the cylinder head casting, The valve guides are press-fit and replaceable, Valve Train The single averhoad camshaltis dren from the crankshalt by atoothed, steel-reintorced belt. The cam|abes and bucks style camn followers directly actuate the intake and the exhaust valves, Valvecloarance is adjusted by iting the cam fallowers, with shims of different sizes. Starting with the 1988 model year, 8-valve engines have hydraulic cam followers, These Use engine oll pressure to maintain cotract valve clearances Intake and exhaust valves are equipped with dual valve springs and both upper and lower spring seats, Intermediate Shaft The intermediate shaft, turning in the cylinder black, is Yocated above and paralle to the eranksha. tis driven at halt ‘crankshaft speed by the camshaft drive bet, nd in turn aves, the ol pump and the ignition distibutor shaft Lubrication System A gear-type oll pump driven by the intermediate shatt draws ‘8 through a strainer inthe bottom of the ol pan and forces it through a spin-on replaceable filer and into the engine's oi passages. A pressure relief valve Irnits the pressure in the, system, and after bypass valve assures lubrication oven the fiter is plugged. An oll cooler is attached to the fiter housing, Engine coolant circulales through the ol cooler to help rod: ‘rate il emperature. In addition to a warning system for low oil, pressure, a more sensitive dynamic oil pressure warning sys tem operates at elevated engine rpm, 1.2 16-valve Engine The 16-vale engine is a highly developed version of the basic 1.8 iter engino, sharing most of is major design feetures ‘There are several differences. in the cylinder head as well as, cther elated systems, which distinguish the 16-valve version Cylinder Block The cylinder block used for the 16-valve engine has several ‘modifications io help make it more sultabie tothe higher power ‘pu. pray in the lubrication system. The passageways Cconneeting the crankcase and the upper cylinder heaa are larger, to alow better ventiation and oll return, and an addi: ticnal cil passage in the block suppies of toa sores of spray nozzles, one below each oyinder. Ato pressure above 3.8 bar {50 ps). the nozzles open and smal streams of al are sprayed at the underside of each piston to provide adeltional cookin The cytincer block casting is also modified to accept a larger crankcase breather Pistons ‘The 1évalvo engine, because ofits diferent cylinder head design and vaive arrangement, uses a diferent piston than the cher 1.8 Iter engines to achieve me necessary combination of ‘compression ratio and valve clearance, Cylinder Head The cylinder head is. of course, tha 16-valve engine's major departure fromm Volkswagon $ oth 1.8 ier engines. ts cross: flow design festures four valves per cylinder, versus the usual ‘wo, oporatod by two overhead camsnatts. The result is more efficient ai flow into anc out of the combustion chernbers, and fn engine with greater efficiency and power over a wace rpm range! ‘The oylinder head is an aluminum atoy casting with sintered steel vaive seals. The press-fit valve guides are replaceable, lis the bearing Surfaces for the dual camshafts and the bores for the cam followers are machined directly into the cylinder head casting. Fig. 1-2 shows the 16 valve cytnder head and is four-valve combuston chambers Zs | cead Ae Valve Train ‘The camshafts are diven by the crankshaft via a single toothed, steel-reintoroed belt. The bel rves a single sprocket atiached to the exhaust carnshal. The exhaust camshaft in tur ‘drives the intake camshaft through a roller chain and sprockets al the other end of the cylinder head. The orve belt and sprockes, although similar to those of the other 4.8 iter en gines, are modified fo handio tho extra loads of the 16 vave valve train Fig 1-3 shows the orientation of the camshafts and ‘dive mechanisms in the assembled cylinder head, The cam lobes oparate the intake and exhaust valves directly through hydraulic cam followers which use engine oi, supplied under pressure by the lubrication system, to maintain correct valve Clearances. A sprayet assembly, sinar to that used fo coo! the pistons, is used in the cylinder head to prevent of from ENGINE 3-5 raining out of the supply gallery for the cam tollowers. Soci Lunlled exhaust valves aid heat transfer and reduce valve seat temperature. Dual valve springs and both upper and lower ‘spring seals are used on the intake and exhaust valves. Fig. 1-9, ive cylinder heat Intermediate Shaft ‘The ignition distributor on the 16-valva engine is drivan si recy by the exhaust camshaft. The intermediate shat, which drives only the oil pump, is driven at 60% of crankshatt speed by the camehatt etive bal, 1.3 Engine Identification Codes and Specifications Ditlerent versions ofthe basic four-cylinder angine are used inthe oars cavared by this manual, Velkswagan uses a unique engine code to identity each vorsion and to distinguish be- ‘ween ther diferent pansand specications. The engine cade is the single most important piace of information fer you to knowabout your engine. Throughoutthis manual, where lent procedures oF specications may apply the engina codes: are used to dently the correct information for each engine. Finding Engine Codes The engine code can be viewed in the engine compart rant. The code, JH for example, appears at the baginning of the engine number. The number ie stamped on a flat area of the top of the engine block, just below the lower edge of the sylinder head, between cylinders No, 3 and No. 4, The engine number stamnpis shown n Fig. 1-4, Table lists Cabriolet and Scirocco engine cades, application information, and major engine specications, 3-6 ENGINE 2. MAINTENANCE Volkswagen specifies the maintenance steps below, to be ied outat specific time and mileage intervals, Anumber in, bold ype indieates that the procedure is in this cection, under that numbered heading, Soe LUBRICATION AND MAINTE NANCE for athorlsted tems, and or the prescribed intervals. 1. Checking engine oil level 2. Changing engine il and oil iter 3. Replacing spark plugs 4. Chacking engine compression pressure, 3.2 5, Adjusting valve clearance (with mechanical cam followers, 1985-1987 8-valve engine only). 4.4 6. Replacing cylinder head cover gasket (only with valve adjustinent listed above). 4.1 3. TROUBLESHOOTING The princips of internal combustion can be very complex, butthe basic engine functions are pretty simple. The potential for problems is fimited Wear is the main cause of any problem in an engine that 15 normal use and receives proper maintenance. Wear at the abilty ofthe pistons, piston rings and valves to seal ‘combustion chambers-—to create and maintain compres: Wear increases clearances between movingparts. Final ‘wear affects the components that keep the crankshaft and s,vaive train and ignition properly timed. ist his troublashooting section deals with the basic engine tigate an engine oll pressure warning, orto hoot the lubrication systam, see 7. Lubrication Sys- temin this section, To troubleshoot other, more general pr. ° ferns with engine cooting or the way the engine starts or runs, | stoke ‘nm (in) ‘see COOLING SYSTEM. FUEL SYSTEM and IGNITION, | Number of | einer f [Bore sam 3.1 Basic Troubleshooting Principles To isolate and identiy engine problems, always begin with ccaratul observation ofthe symptoms. Some importantthingsto look ior are: How quickly did the problem develop? Problems that oceu ‘suddenly are probably caused by a failure thal can be correct edby some sort of repair. Aproblemthat has developed grad. ually, especialy aftar years and many tens of thousands of miles, is mote ikely brought onby wear. ft may meanthat more comprehensive overhaul works required, pian change with engine speed? if 20, the st likely an engine problem, Noises which re only ina certain pm range suggest a vibration ses of athersymptoms that vary with the speed af thecarare more ikely causedby problems somewhere else in the dewetrain or running gear. Is the symptom load dependent? Forces at work inside a ‘unning engine vary as the demand for power varies. Symp- toms which are more severe during hard accaleration indicate ‘certain kinds of problems, Symptoms which are more apparent ‘ano Joad or high vacuuny (example: coasting at high 1pm) point to other problesns. Note that higher engine loads also affect ne tue! and jgntion systems, which may be responsible for high-toadt performance problers, 's the symptom temperature dependent? Does t only occur when the engine is cold? Does it change as the engine warms up? How? Metal parts expand and contract with changes in femporature. Clearances change, Oi viscosity ane! cooking system pressure change. in troubleshooting symptoms which ‘change as the engine gets warm, look far an engine cha teristic that changes with temperature. The paragraphs which follow describe particular types of problems and some of the basic troubleshooting principles associated with them, Table b lists symptoms of problems ‘commonly associated with engine trouble, thelr probable causes, and suggested corrective actions. The numbers in bold type in the Corective action column refer to numbered headings in this section where the suggested repairs are de: senbed, Noise Inordertorun reably and smoothly under harsh conditions, the intemal engine parts are manufactured to procise dimen Sons, assembled wath precision clearances petween moving pars, and lubricated by a pressurized oiling system, Most unidentified ongine noises resuk from clearances \whion have become too lange due to worn or faled parts, lack ‘of adequate lubrication. or bath. The importance of lubrication cannot be over.emphasized. For best resus, troubleshooting ‘engine noises should only be done when the of and fiker have bbeon recently changed and the ol level is correct. High-pitched metalic tapping noises are caused by rela tively small lightweight parts and are most likely an indication of excessive clearances in tho valve train, Valve tain noise accompanied by burning ol (lue-gray smoke in the exhaust) particulary at startup or when decolerating from high rpm, ts an indication of worn valve guides which can only be remedied by overhaul or replacement of the eyinder head. In a high- mileage engine, a light metalic rate or chatter under acceler ation, accompanied by increased oil consumption and smok: ing, may indicate severely worn or broken piston rings. Since this clagnosis means overhaul cr replacement of the engine, the problem should be further investigated with a compression cr cylinder leakage test. See 32 Diagnostic Testing, Deep. metalic knocking sounds are caused by excessive Clearances betwoon heavier components. Closer analysis of the noise wit often help identity the problem, Piston slap, ENGINE 3-7 caused by excessive piston skit to cylinder wall clearance, is, worse when the engine is cold and may be accompanied by increased oil consumption and reduced compression due to accelerated piston ring wear. A double Kaock, most pro ‘nounced atidle or iow load, is due to excessive clearance at the piston pin and upper connecting rod bushing, Crankshatt bearing problems produce a deep, hollow knack ‘hal is worst when the engine is warm, A noise that is very [pronounced under load, pethaps louder during the transition, ‘tom aoceleration to coasting, is most likely caused by a dam- aged connecting rod bearing, Crankshaft main bearings pro- duce a lower, dull knock, An intermittent knock, indicating excessive crankshatt end play, may be most apparent when depressing o* releasing the clutch, These problems seldom ‘occur as isolated failures. They are almost always an indication fof the overall engine conditon which can only be properly ‘cowected by complete engine overhaul or replacement Fumbiing or groaning from the engine compartment may ot indicate engine problems at al, bul rather & worn bearing for bushing in an engine-drven accessory. They include the coolant pump. alternator. and may include a power steering, [pump and air conditioning compressor. The air conditioning, ‘compressor is equipped with an electricaly-switched clutch type pulley, so.a bad compressor will only be noisy when the ai conditioning is on. To check other accessories, run the engine briefly wth the drive bet disconnected and see ifthe naise has stopped. Once the drive belt's moved, tuming the pulley anc, shall by hand inay also reveal a bad bearing or bushing, A property functioning accessory should tum smooth. Fluid Leaks Fluid leaking from and around the engine is most likely tether ol, coolant, or brake fluid. Look for wet spots on the engine to help pinpoint the source. tt may be helpfulto start by leaning the suspected area, “The most ikely Sources of engine o leaks are the oil iter ‘gasket. the crankcase oil seals, the cylinder head cover gas kets, or the oll pan gaskets. See 6. Cylinder Block and Pis- tons for more information on the gaskets and seals. “The power steering system is another possible source of oil leaks near the engine. For repairs to the power steering Sys tom, see SUSPENSION AND STEERING. Coolants a mixture of water and antifreeze, yellow green in color or perhans brown if the cooling system is corroded. A. pressure test of the cooking system isthe best way to discover, {ang pinpoint leaks, See COOLING SYSTEM, Brake fuid is clear, perhaps shightly purple, and a litle slippery. Look for wat spots around the master cylinder oF brake ines, Especially check the fleble hoses near tho wheels. ‘See BRAKES for repair information, 3-8 ENGINE ‘Smoking “Smoke which is visible under the hood willbe eithor blue: ‘gray smoke from burning oil, or white steam from the cooling system. Both symptoms indicate a leak. Soe Fluid Leaks above, ‘Smoke in the exhaust indicates something getting into the combustion chamber and being burned which does not be- jong there, The colar of the smoke identifies the contaminant Blue-gray smoke is ror ol, Ol smoke, probably accompa: ied by inereased oil consumption and oll residue on spark plugs, ndicates that engine olis getting past piston rings, ave guices, the cyinder head gasket, or some coinbination of the three, Us jprossion fest for diagnosis. See 3.2 Diagnos- tic Testing. Compression pressures in an older engine which fae aver, but below specifications, point to piston ring and fylncer wall wear and the need for engine overhaul or replace: ment. Ifthe smoking is mest obvious under high engine vac tuum, such as while coasting at high rpm, and compression pressures aro within specsfations, leaking valve guide ol seals ‘orvalve guides aro a probable cause. See 4, Cylinder Head for «epair informatio, (OW) smoke oF steam appeanng suddenty in the exaust, ‘along with low compression pressure in one cylinder or two adjoning cylinders, is very probably due to a failed oyfinder head gasket. Look also for coolant loss, olin the radiator, or ‘water in the oll whlch turns the cit an opaque, creamy brawn) See 4.8 Removing and Installing Cylinder Head for ropair procedures Black smoke is caused by the engine getting too much fue. FUEL SYSTEM for more troublesnocting information, Excessive Oil Consumption Some oil consumption is normal and incieates healthy flow ‘and cistributon ofthe vital lubricant in the engine, This is why cil lavel must be checked, and occasionally corrected, be- ‘ween oil changes. Aside from leaks, increased oil consumo: tion wall usually be accompanied by some smoking, however, slight, and the causes of excessive ol consumption are the same as those for oil smake in the exhaust. As with smoking ssymploms, gradual increases are caused by worn piston ings, andior valve quides. Sudden high olf consumption suggests, broken rings or a failed cylinder head gasket. Sea Smoking above for more troubleshaoting information Poor Fuel Consumption and Low Power Poor fuel consumption and low power can, of course, sug gest problems with the fuel or ignition systems, particularly on 2 lowileage engine, On an engine wath high mileage, su fering the effects of wear, low compression may be the cause. Normal wear of the vats, piston rings, and cylinder wal decreases their ability to seal. The intake and compression of the aivfuol mature bacomes legs efficient, and the engine has, to work harder, using more fuel, to produce the same amount (of power. Engine condition can be evaluated with a compres: Sion test, See 3.2 Diagnostic Testing, Engine Not Running [An engine problem which affects timing may prevent the engine from starting or cunning. The camshaft dive belt and ‘sprockets are responsible for ming the actions of the valves, land the igniton system relative to the pistons and crankshaft ‘A.wom belt and sprockets may jump teeth throwing off al the tengine’s timing functions, and stit appear to be perfectly nor mal. To check camshaft and ignition timing, see 4.2 Camshaft Drive Belt and IGNITION, Other troubleshooting information {or an engine which fas to start can be found in ELECTRICAL, ‘SYSTEM, FUEL SYSTEM, and IGNITION, Table b. Engine Troubleshooting Probable cause ‘Symptom + Pinging ot ating | a. grain un 31 100 tar advanced wad, | Fue! does nat meet manotactre's oetane raquremerts accnerating, ees Sapecay rom ow | SO a Sree tigeanue | d. Spark pags damages or rong heat pre ignition |: Rirhus micro too fear 2. Sereaching or ‘a Loose, won, oF cemaged | © saucaing noise L Inajeates Sipping bs. Excessive bet loads duo to lace ‘ongine ivan comport 2.Se0 4. Replace spark plugs. Sao IGNITION Corrective action ‘8. Cone ignition ining, See WENITION '. Sutch to nigher octane tue. S28 FUEL SYSTEM for ful octane rearomert ‘COOLING SYSTEM 0, Soo FUEL SYSTEM Inspect, replace, or tighten Bol), Se LUBRICATION AND MAINTENANCE ‘Locale ans eoplac fatoc component. 3.2 ‘continued on next page 3-9 ENGINE Table b. Engine Troubleshooting (continued) Probable cause 8, Cosirt pare bb. Atenator © Power stesing pump | 4. Camshat crive net tensioner beating [Rr conetoning compressor 3. Growing or raebing, varies with | ‘engine tpoy a bearing or bushing irean engine-srvan } | a Low o pressure and dotectve tapong nose wares | * warn Wy creut Srey with €OIPE | vate ash aut of achustent spew ou preszure | © (1965 7987, engee code) amestes ©. Deloctve cam talower(s) 4. Light metatie 5. Light reali krack varies racy with engine speed. OF pressure waning Faght ting or Ray "ritag my be ‘most noticeable ater | fare stops or during | here cemerng) "| ¢ Insutient of pressure Incas lack of Sufeent of supply Low of eve | Resticted tay) ol ter Faking wave sono so | er ae ee Shue gray hast smoke oly sare plugs incites ol buming in ombusion chamber | eho yay stoke ancior white Steam esha |. Failed cyinaer head gasket (probably ‘oennpianied by low camoression Feacings} See 32 | Warged or cracker eykader neat (probably accomparied by low Compression readings). See 32 |: Grackea eyinder block 8. Back exaust | a Rich alge mieure smoke I 9. Engine uns badly, | a, Span phug wes istated incomecty| ops and backines | incorrect vale ding 10. Engine wil aot start Fallet ignition system orn Ser" | Bron cme ve bok arate engine Mee |e incaret camsnat rng dot jumped bolt or neomect asst «Worn or broken pistons or piston sngs Corrective action 2. See COOLING SYSTEM bo. Soo ELECTRICAL SYSTEM | 6 See SUSPENSION AND STEERING 4. Roslace bob ensioner. 2 | «©. Replace cormpressor | | | | ‘8. Check oi pressure ander waming systom. 7. 1 Adjust valve ash, 4.4 ‘6. Chock com tolowers and replace as equa. 46 ‘a Check ang covect of ove. Soe LUBRICATION AND MAINTENANCE |b. Gung engi nd er See LUBRICATION AND sennifenace 6. Check of pressure. 7. a. Rplace valve stam ol seals. 4.7 |b. Overhaul or replace eyinder head. 6. Overhaul or replace engine a. Replace cise Head gasket 4.8 bs Recurtace o replace cylinder hed gasket. 48 ‘9, Sop FUEL SYSTEM 2. nla wires comeaty. Soe IGNITION 'B Chock camsnat drive alt ant camehat timing. 4:2 Soe IGNITION |. Chock cam sprocket olaion as engine tums over. instal ‘camshaf ave nel ae necessay 42 1. Check camshaft timing, Replace belt and sprockets ae nacessary alist bo tension 4.2 | | | t |. 3.2 Diagnostic Testing ‘The tests thal foflow can be used to help isolate engine problems, to better understand a problem belo staring ox: pensive repairs, or just to periodically check engine conctton, Compression Test A test of compression pressures in the individual cylinders ‘wil tel alot about the consiton ofthe engine without the need for taking for taking it apart, The testi relatively simple and Fequires a compression toster, a spark plug wrench, a sora: rive, and a jumper ware to d'sable the igniton system, 3-10 ENGINE The battery and starter must be capable of turning the engine at normal cranking speed to achieve meaningful re sulls. The area around the spark plugs should be clean, to {avoid getting debris inside the engine when they are removed. Because engine temperature may affoct compression, the most accurate results are obtained when the engine is at normal operating temperature ‘To test compression: 4, With the ignition off, disconnect the coil wie from the Cconter ofthe distributor cap (leinal 4) and connectit to {ground on the engine block using a jumper wire, This ts to disable the secondary citcut ofthe ignition system, 2. Disconnect one end of the duct between the air How vensor and the throttle bocy to disable the fue injection system, 8. Remove the spark plug wires Irom the spark plugs. Use care 10 pull on oth the wire and the boot atthe same time to avoid damage to the connectors. Label the wires ‘sothat they can be reattached te the correct spark plugs. 4. Remove the spark plugs and set them aside, in order Corresponding to the cylinders from which they sere removed. 5. Thread the compression tester into the first cylinder’'s ‘spark plug hole, just tight enough to seal around the park plug hole. Use care not to damage the seal on the gauge line, 6. With the transmission in neuiral and the throttle held wide ‘open, crank the engine with the starter. The gauge ‘eading should increase with each engine revolution. ‘Continue cranking unt the gauge reading stops increas: Ing (about 4 to 5 revolutions). Record the highest value inaicated by the gauge Release the pressure, either with the gauge valve or by slowly removing the gauge, allowing the pressure to bleed off while threading it out of the sper plug hole, 8 Repeat the test for each of the ether cylinders. Record the data and compare with table c ‘Table c. Compression Pressure Specifications Engine code oH “] 2H, PL ‘Compression pressure ~ psi (ty awengines aria 20) | 00-130) 198 7B) a0 ‘Weare ‘maximum aiference batwoen eyindors HG 9. Reinstalthe spark plugs ane the spark plug wires in their ‘original focatons. Reinstal the air duct. Reconnect the call wie. Low compression is evidence of poosy seated combustion chambers. The characteristics ofthe test results help isolate the. ‘cause oF causes. Generally, compression pressures which are relatively even but below acceptable specifications indicate worn piston rings andior eylinder walls. Low but erate values, tend to indicate valve leakage, Dramatic differences, such as ‘acceptable values in some cylinders and very low values in one. fr two cylinders are the sign of a localized failure, probably of fa head gasket, There are twa more tests which can further ‘sofate the problem Wet Compression Test ‘To analyze poor compression and further identify the source of the leakage, repeat the compression test, this time with about tablespoon of ol squirted into each cylinder. The ol wil temporanly help seal between the piston rings and the cylinder wall practically eéminating teakage past the rings for a short ‘ime. If this test yields higher compression readings than the ‘ry” compression test, the difference can be attributed to Jeakage botwoon the piston rings and cylinder wals, due either {© woar or fo broken piston rings. Litte or ne change in com: pression readings indicates other leakage, probably trom the valves ora failed cylinder head gasket Leak-down Test The most conclusive diagnosis of low compression symp- toms requires a leak down test. Using a special tester and a supply of compressed air, each cylinder is pressurized. The rate at which the air leaks out of the cylinder, as well as the ‘sound of the air escaping, can more accurately pinpoint the magnitude and source of the leakage. Any engine compres: sion diagnosis which wil require major disassembly should test be confined by the more accurate laak-cown test, Because the test requires special equipment and experience, it may be desirable to have i performed by a Volkswagen dealer or other ‘quail repair shoo. 4. CYLINDER HEAD The cylinder head can be removed from the engine for repairs without frst removing the engine from the car, and many cylinder head repairs can be accamplished without re moving the cylinder head from the engine, The cylinder head cover gasket, the camshat(s). the camshaft drive belt, the camshaft ol seal, the valve guide oil seals, and the cam follow: fers ave al accessible wih the cyinder head installed Reconditioning the cylinder head is nol overly complicated, ‘but requires time and an exteneive tool selection. tf good: ‘machine shop services are not avalable in your area, or time is, 2 factor, installation of a remanufactured cylinder head is an alternative. Remanufactured cylinder heads are avaiable trom fan authorized Volkswagen dealer. 4.1 Cylinder Head Cover and Gasket Gaskets that have ben compressed will naver seal as well if used a socond time. They should be replaced any time the ‘caver is removed, Any sign of ail leakage around or below the over ie also cause to replace the gaskets, The 8-valve en: gines use a two-piece gasket set. Notice that the halt-round, Plug at the back ofthe headis also an important seal, The two- pisca gasket set for 16-valve engines has built-in plugs, To remove and install cylinder head cover and gaskets 1ove the eight 10 mm nuts and the eeintoreing sts. 2. Remove the secket-head flanged nut remthe camshaft sive belt upper cover. 8, Lift off camshat e cylinder head cover and its gasket. Raise the t drive belt upper cover slightly for clearance. i the gasket is stuck to the cylinder head, use a gasket removing tool to separate the gasket from the head, ‘Remove the sealing plug from the rear of the cylinder head and remove the semi-circular gasket piece from inside the front of the cover. caunion — Femnove lf f the old gasket Work ears it tho gasket is stuck Damage to ater surace ‘nif ease leaks Only use a gasket remover teal dasignad for the purpose. 4, Installtionis the reverse of removal, Make sure the tabs ‘onthe semi-circular piece carrectly mate the sats on the gasket to ensure a good seal. Torque the eight nuts and the socket head flanged nut to 10 Nm (87 in, fo). ‘To remove and install cylinder head cover and gasket (16-valve engines) 4. Remove the spark plug wire connectors, Remove the intake airboot fromthe throtla housing and remave the small rubber hose between the intake air boot and the idle air vale. Disconnect the electrical connector far the charcoal ‘canister control valve, and the large vacuurn hase from the back of the upper intake manda. 8, Ramova the support bot from the back ofthe upper in taka manifold, then remova the five nuts and washers that join the upper intake manifold te the fower intako rmanifole 4, Retate the upper manifold up end away trom the en: gine, Remove and label electrical connections or vacu Lum hoses as required. Then secure the manifold out of the way ENGINE 3-11 5, Remove the two inner bolts and the six outer bolts trom the cover, and lit the cover from the cylinder head. necessary, use a soft hammer to loosen the cover. Re: ‘move the center gasket from the cylinder head or the cauTion — Remove all of the old gasket Work carctuly tho gasket fe stuck. Damage to oither surface if cause leaks. Only use a gasket romover feo! designed for the purposo. 6. Installation isthe reverse of removal. Torque the eight cover bolts to 10 Nm (87 in. to). Torque the five mani fold nuts and the manifold support bot to 20 Nm (15 f |b). Torque the support bolt last. 42 Camshaft Drive Belt ‘The camshaft drive belt and its related parts are shown ia Fig. 4-1. The bettisinstalled forthe lie ofthe engine, However, te guard against unexpected failure the publisher recom mend periodic inspection ofthe belt, as well as the additional precaution of belt replacement at 60,000 to 75,000 miles (86,0000 120,000 km) or every 4to 5 yaars, Removal of hebetis the best way to performathorough in- spection. For PL (16-vale) engines, a special wrench is re- quired to adjust the camshaft dive belt tensioner. On all, engines, the dive belt can be replaced without removing the drive belt sprockets Whenever tho dive baits installod, the camshaft and intet~ rmeciate shattiming must be adjusted To remove and inspect camshatt drive belt: §, Remeve the nut and the socket-head shouldered nut securing the upper camshaft drive belt cover, and re- move the cover. 2, Loasen the coolant pump pulley bolts, and remove the \Vpelis as described in LUBRICATION AND MAINTE. NANCE. Remove the coolant pump pulley. 3, Using @ socket wrench on the crankshatt vibration damper bol, rotate tha engine by hand to set the No. 1 piston at Top Dead Center (TDC), and remove the vi bration damper from the crankshaft cauTion — Fotating the crankshaft or the camshat wit the hve Bott romeved may cause inerforonee tnbich ean damage pistons and valvos. 4. Remove the nuts and bolt that hold the lower camshatt civa belt cover to the coclant pump and to the front of the engine, and remove the lower cover. ENGINE Fig. 4-1. Canishat crise bot ard cove 5 camshaft crive belt tensioner locknut to 18 it tension. Then remove the drive belt by work: ng of the sprockets, 6. Inspect the tensioner bearing and the bat. Spin the bear ing t tory eck that runs srnoathly. Inspect tho ckive belt jamage such as exposedthreads and missing teoth. Damaged camponents should be replaced, Nore — Fale of tha seatod tenstonar boating sibilly, On a high-mileage engine, « placing he tenaicner when replacing the bel. To install and adjust camshatt drive belt 1. Use 2 socket on the cantar bolt to rotate the camshaft sprocket by hand until the timing marks are aligned The camshaft timing marks for PL (16-valve) engines fre shown in Fig. 4-2, The camshatt timing marks for the Bvalve angines are shown in Fig. af ; | | | | \ SE rte | | | centana et \\ | ete ener—! | \ seroatetoen——} | Pete Fig. 42 Gamshatt with cyinder head fn PL (16a engine om et an of i. Fig. 4-3, rv bos pina mark area for eametat ad nteracate aig an waive engines. 2, Loosely installthe camshatt drive bel over the crankshaft andintermediate shett sprockets. Then temporary install the exarkshaft vibration damper onto the crankshaft 4. Rotate the crankshaft and the intermediate shaft by hand unti the timing marks line up. The crankshaft and the intermeciate shatt timing marks for 8-valve engines fare shown above in Fig. 4-3. The crankshaft timing ‘marks for PL (1B-valve) engines are shown in Fig, 4-4 note — On A.valve engines oni, the intermediate shaft ‘ining we icused becatee it rvs the igniten

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