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Passat W8 Engine Management, Motronic ME 7.1.1 Volkswagen of America, Inc. 3800 Hamlin Road Auburn Hills, MI 48326 Printed in U.S.A. April 2002 Self-Study Program Course Number 843103

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Page 1: Motronic ME 7.1.1 Engine Management,

Passat W8 Engine Management,Motronic ME 7.1.1

Volkswagen of America, Inc.3800 Hamlin RoadAuburn Hills, MI 48326Printed in U.S.A.April 2002

Self-Study ProgramCourse Number 843103

Page 2: Motronic ME 7.1.1 Engine Management,

Volkswagen of America, Inc.Service TrainingPrinted in U.S.A.Printed 4/2002Course Number 843103

©2002 Volkswagen of America, Inc.

All rights reserved. All information containedin this manual is based on the latestinformation available at the time of printing andis subject to the copyright and other intellectualproperty rights of Volkswagen of America, Inc.,its affiliated companies and its licensors. Allrights are reserved to make changes at anytime without notice. No part of this documentmay be reproduced, stored in a retrievalsystem, or transmitted in any form or by anymeans, electronic, mechanical, photocopying,recording or otherwise, nor may thesematerials be modified or reposted to other siteswithout the prior expressed written permissionof the publisher.

All requests for permission to copy andredistribute information should be referred toVolkswagen of America, Inc.

Always check Technical Bulletins and theVolkswagen Worldwide Repair InformationSystem for information that may supersede anyinformation included in this booklet.

Trademarks: All brand names and productnames used in this manual are trade names,service marks, trademarks, or registeredtrademarks; and are the property of theirrespective owners.

Page 3: Motronic ME 7.1.1 Engine Management,

i

Table of Contents

Introduction ................................................................................................... 1

The Passat W8 Motronic ME 7.1.1 Engine Management System,Engine Management Functions, Drivetrain CAN Data Bus

System Overview .......................................................................................... 4

Motronic ME 7.1.1 System Overview

Subsystems ................................................................................................... 6

Fuel Injection System, Ignition System, Knock Control,Variable Valve Timing, Oxygen Sensor Control,Fuel Tank Ventilation System, Cruise Control System (CCS),Electronic Power Control, Secondary Air System,Engine Mount Damping Control, Electronically ControlledEngine Cooling, Regulated Vacuum Pump System

Sensors ........................................................................................................ 25

Mass Air Flow (MAF) Sensor G70 Combined with Intake AirTemperature (IAT) Sensor G42, Engine Speed (RPM) Sensor G28,Engine Coolant Temperature (ECT) Sensor G62 and Engine CoolantTemperature (ECT) Sensor (On Radiator) G83, Oxygen Sensors,Brake Booster Pressure Sensor G294, Camshaft Position Sensors,Knock Sensors, Accelerator Pedal Module, Brake Light Switch FCombined with Brake Pedal Switch F47, Clutch VacuumVent Valve Switch F36

Combined Sensors and Actuators............................................................. 34

Throttle Valve Control Module J338

Actuators ..................................................................................................... 35

Leak Detection Pump V144, Fuel Pump G6, Fuel Pump Relay J17,Fuel Injectors, Ignition Coils, Camshaft Adjustment Valves,Evaporative Emission (EVAP) Canister Purge Regulator Valve N80,Secondary Air Injection Solenoid Valve N112, Combination Valve,Secondary Air Injection Pump Motor V101, Secondary Air InjectionPump Relay J299, Coolant Pump V36, Brake System VacuumPump V192, Map Controlled Engine Cooling Thermostat F265,Hydraulically Damped Engine Mounts

Functional Diagram..................................................................................... 48

ME 7.1.1 Functional Diagram

Knowledge Assessment ............................................................................. 53

The Self-Study Program provides you with informationregarding designs and functions.

The Self-Study Program is not a Repair Manual!

For maintenance and repair work, always refer to thecurrent technical literature.

Important/Note!

New!

Page 4: Motronic ME 7.1.1 Engine Management,

Introduction

1

The Passat W8 Motronic ME 7.1.1Engine Management System

The Motronic ME 7.1.1 enginemanagement system used on thePassat W8 engine enables high poweroutput with minimal fuel consumptionthrough adaptation to all operating modes.The heart of the Motronic system is theMotronic Engine Control Module J220.It processes incoming signals andtransmits adjustment commands forcontrolling the subsystems. The Motronic

Engine Control Module J220 alsoprovides information for the diagnosisof subsystems and components.

For more information on themechanical aspects of theW8 engine, please refer toThe W Engine Concept,Self-Study Program CourseNumber 821203.

S249_001

Page 5: Motronic ME 7.1.1 Engine Management,

Introduction

2

Engine Management Functions

The regulation of the W8 engine in thePassat is performed by the Motronic ME7.1.1 engine management system. In manyrespects this engine management systemfor the W8 engine is the same as that usedfor the 24 valve VR6 engine. These are thetasks of the engine management system:

• Optimization of the fuel-air mixturefor all operating modes.

• Reduction of fuel consumption.• Regulation of combustion.• Monitoring and regulation of

exhaust emissions.

The Motronic Engine Control Module J220is located in the electronics box in theengine compartment.

The Motronic Engine Control Module J220performs the following functions:

• Regulation of injection.• Regulation of ignition (ignition system

with single-spark ignition coils).• Regulation of idling speed.• Oxygen sensor control.• Fuel tank ventilation system.• Electronic power control.• Cruise control system.• Secondary air system.• Knock control.• Continuously variable intake valve timing,

two-position exhaust valve timing.• Control of engine mount damping.• Regulation of coolant temperature.• Regulation of Brake System Vacuum

Pump V192.• Self-diagnosis.

SSP249/002

SSP249/003

Page 6: Motronic ME 7.1.1 Engine Management,

Introduction

3

Drivetrain CAN Data Bus

The Motronic Engine Control Module J220communicates with the control modules forother vehicle systems. Data is exchangedthrough the drivetrain CAN data bus, whichconnects the individual control modulesinto a single system.

Through the drivetrain CAN data bus, dataare exchanged between the MotronicEngine Control Module J220 and:

• ABS Control Module withEDL/ASR/ESP J104

• Transmission Control Module J217• Airbag Control Module J234• Steering Angle Sensor G85

(integrated with F138)• Climatronic Control Module J255• Control Module with Indicator Unit in

Instrument Panel Insert J285• Control Module for Anti-Theft

Immobilizer J362

SSP249/004

Drivetrain CAN Data Bus

Control Modulefor Anti-TheftImmobilizerJ362

ABS ControlModule withEDL/ASR/ESPJ104

Steering AngleSensor G85(integratedwith F138)

Control Modulewith IndicatorUnit inInstrument PanelInsert J285

CAN HighMotronic EngineControl ModuleJ220

TransmissionControl ModuleJ217

Airbag ControlModule J234

ClimatronicControl ModuleJ255

CAN Low

Page 7: Motronic ME 7.1.1 Engine Management,

CAN Data Bus

System Overview

4

Motronic ME 7.1.1 System Overview

Sensors

Mass Air Flow (MAF) Sensor G70 (Combined with G42)Intake Air Temperature (IAT) Sensor G42 (Combined with G70)Engine Speed (RPM) Sensor G28

Engine Coolant Temperature (ECT) Sensor G62

Engine Coolant Temperature (ECT) Sensor(On Radiator) G83

Heated Oxygen Sensor (HO2S) G39

Heated Oxygen Sensor (HO2S) 2 G108

Oxygen Sensor (O2S) Behind Three Way CatalyticConverter (TWC) G130

Oxygen Sensor (O2S) 2 Behind Three Way CatalyticConverter (TWC) G131

Camshaft Position (CMP) Sensor G40Camshaft Position (CMP) Sensor 2 G163Camshaft Position (CMP) Sensor 3 G300Camshaft Position (CMP) Sensor 4 G301

Knock Sensor 1 G61Knock Sensor 2 G66Knock Sensor 3 G198Knock Sensor 4 G199

Throttle Valve Control Module J338Angle Sensor -1- for Throttle Drive G187Angle Sensor -2- for Throttle Drive G188

Accelerator Pedal Module with:Throttle Position (TP) Sensor G79Sender -2- for Accelerator Pedal Position G185

Cruise Control Switch E45 (On Column Switch)Button for Cruise Control (Set) E227 (On Steering Wheel)

Brake Light Switch FVacuum Vent Valve, Brake F47

Clutch Vacuum Vent Valve Switch F36

Brake Booster Pressure Sensor G294(Only with Automatic Transmissions)

Control Modulewith Indicator Unitin Instrument PanelInsert J285

CoolantFan ControlModule J293

Motronic EngineControl Module J220

Data LinkConnector(DLC) WireConnectorTV14

Page 8: Motronic ME 7.1.1 Engine Management,

System Overview

5

Actuators

Fuel Pump Relay J17Fuel Pump G6

Throttle Valve Control Module J338 (Combined with G186)Throttle Drive (Power Accelerator Actuation) G186(Combined with J338)

Cylinder 1 Fuel Injector N30, Cylinder 2 Fuel Injector N31

Cylinder 3 Fuel Injector N32, Cylinder 4 Fuel Injector N33

Cylinder 5 Fuel Injector N83, Cylinder 6 Fuel Injector N84Cylinder 7 Fuel Injector N85, Cylinder 8 Fuel Injector N86

Ignition Coil 1 with Power Output Stage N70Ignition Coil 2 with Power Output Stage N127Ignition Coil 3 with Power Output Stage N291Ignition Coil 4 with Power Output Stage N292

Ignition Coil 5 with Power Output Stage N323Ignition Coil 6 with Power Output Stage N324Ignition Coil 7 with Power Output Stage N325Ignition Coil 8 with Power Output Stage N326

Valve 1 for Camshaft Adjustment N205Valve 2 for Camshaft Adjustment N208Camshaft Adjustment Valve 1 (Exhaust) N318Camshaft Adjustment Valve 2 (Exhaust) N319

Evaporative Emission (EVAP) Canister Purge RegulatorValve N80

Secondary Air Injection Solenoid Valve N112

Secondary Air Injection Pump Motor V101Secondary Air Injection Pump Relay J299

Motronic Engine Control Module Power Supply Relay J271

Auxiliary Engine Coolant (EC) Pump Relay J496Coolant Pump V36

Map Controlled Engine Cooling Thermostat F265

Left Electro-Hydraulic Engine Mount Solenoid Valve N144

Coolant Fan V7Coolant Fan -2- V177

Brake Booster Relay J569Brake System Vacuum Pump V192(Only with Automatic Transmissions)

Leak Detection Pump V144SSP249/005

Page 9: Motronic ME 7.1.1 Engine Management,

Subsystems

6

Fuel Injection System

Input Signals for Calculating Fuel

Injection Periods:

• Engine load signal from Mass Air Flow(MAF) Sensor G70

• Intake air temperature from Intake AirTemperature (IAT) Sensor G42

• Signal from Throttle Valve ControlModule J338

• Signal from Engine Speed (RPM)Sensor G28

• Coolant temperature from EngineCoolant Temperature (ECT) Sensor G62

• Signals from heated Oxygen SensorsG39, G108, G130, G131

• Signals from accelerator pedal moduleThrottle Position (TP) Sensor G79 andSender -2- for Accelerator PedalPosition G185

• Signal from Camshaft Position SensorsG40, G163, G300, G301

The Fuel Pump G6, which is located in thefuel tank, pumps fuel through the fuel filterto the fuel injectors. The fuel injectors areconnected to each other by the fuel rail.Fuel injection occurs sequentially. Using theinput signals, the Motronic Engine ControlModule J220 calculates the necessary fuelquantity and the required injection period.

The quantity of fuel injected is determinedsolely by the length of the period duringwhich the injector is open. The fuelpressure regulator regulates the injectionpressure in the fuel rail and the return flowof excess fuel to the fuel tank.

Page 10: Motronic ME 7.1.1 Engine Management,

M

Subsystems

7

1 Fuel Tank2 Fuel Pump G63 Fuel Filter4 Fuel Rail5 Fuel Pressure Regulator6 Fuel Injectors N30, N31, N32, N33, N83, N84,

N85, N867 Motronic Engine Control Module J2208 Accelerator Pedal Module with Throttle Position

(TP) Sensor G79 and Sender -2- for AcceleratorPedal Position G185

1

23

5

6

7

6

6

6

66

66

8 9 10 11 12 13 14

9 Mass Air Flow (MAF) Sensor G70 Combinedwith Intake Air Temperature (IAT) Sensor G42

10 Engine Speed (RPM) Sensor G2811 Engine Coolant Temperature (ECT) Sensor G6212 Oxygen Sensors G39, G108,

G130, G13113 Throttle Valve Control Module J33814 Camshaft Position Sensors

G40, G163, G300, G301

4

SSP249/006

Page 11: Motronic ME 7.1.1 Engine Management,

Ignition System

Input Signals for Calculating the

Ignition Timing:

• Signal from Engine Speed (RPM)Sensor G28

• Engine load signal from Mass Air Flow(MAF) Sensor G70

• Signal from Throttle Valve ControlModule J338

• Coolant temperature from EngineCoolant Temperature (ECT) Sensor G62

1 Ignition Coils withPower Output StageN70, N127, N291,N292, N323, N324,N325, N326

2 Motronic EngineControl Module J220

3 Mass Air Flow (MAF)Sensor G70

4 Engine Speed (RPM)Sensor G28

5 Engine CoolantTemperature (ECT)Sensor G62

6 Throttle Valve ControlModule J338

7 Knock Sensors G61,G66, G198, G199

8 Accelerator PedalModule with ThrottlePosition (TP) SensorG79 and Sender -2- forAccelerator PedalPosition G185

9 Camshaft PositionSensors G40, G163,G300, G301

10 Spark Plugs Q SSP249/007

Subsystems

8

• Signals from Knock Sensors G61, G66,G198, G199

• Signals from Camshaft Position SensorsG40, G163, G300, G301

• Signals from accelerator pedal moduleThrottle Position (TP) Sensor G79and Sender -2- for Accelerator PedalPosition G185

The ignition timing is calculated on thebasis of the input signals according to acontrol map stored in the Motronic EngineControl Module J220.

3 4 5 6 7 8

2

1

1

9

10

10

9

9

Page 12: Motronic ME 7.1.1 Engine Management,

Subsystems

9

Knock Control

Unfavorable operating conditions can leadto detonation and pre-ignition. To preventthis, the ignition timing must be adjusted.

Input Signals:

• Signals from Knock Sensors G61, G66,G198, G199

• Signals from Camshaft Position SensorsG40, G163, G300, G301

• Engine coolant temperature from EngineCoolant Temperature (ECT) Sensor G62through the Motronic Engine ControlModule J220

Each bank of the W8 engine is equippedwith two knock sensors mounted on thecrankcase. To prevent the connectors in thewiring harness from being interchanged onthe sensors, the connections are colorcoded. The knock signals can be related toindividual cylinders with the aid of thecamshaft position sensor signals.

When knocking is detected in a cylinder,the Motronic Engine Control Module J220changes the ignition timing of the knockingcylinder by retarding the firing point untilthe knocking ceases.

When the affected cylinder no longer hasthe tendency to knock, the MotronicEngine Control Module J220 returns theignition timing to its former setting byadvancing the firing point.

1 Ignition Coils withPower Output StageN70, N127, N291,N292, N323, N324,N325, N326

2 Motronic EngineControl Module J220

3 Knock Sensors G61,G66, G198, G199

4 Camshaft PositionSensors G40, G163,G300, G301

5 Spark Plugs Q

SSP249/008

2 4

3

1

1

5

5

4

43

3

3

Page 13: Motronic ME 7.1.1 Engine Management,

Subsystems

10

Variable Valve Timing

The task of variable valve timing is to setthe best valve timing for engine operationat idle, for maximum power, and formaximum torque. Variable valve timingoptimizes the ratio between fresh air andexhaust gas. This is referred to as internalexhaust gas recirculation. The overlapangle, during which the intake valve isalready opening while the exhaust valve isnot yet closed, determines the quantity ofrecirculated exhaust gas in the cylinder.

Input Signals:

• Signals from Camshaft Position SensorsG40, G163, G300, G301

• Signal from Engine Speed (RPM)Sensor G28

• Engine load signal from Mass Air Flow(MAF) Sensor G70

• Engine coolant temperature from EngineCoolant Temperature (ECT) Sensor G62

• Engine oil temperature from Engine OilTemperature Sensor G8

To adjust the camshafts, the MotronicEngine Control Module J220 requiresinformation on engine speed, engine load,engine coolant temperature, positionsof the crankshaft and camshafts, andengine oil temperature from the instrumentcluster via the CAN data bus. The MotronicEngine Control Module J220 actuates theValve 1 for Camshaft Adjustment N205,Valve 2 for Camshaft Adjustment N208,Camshaft Adjustment Valve 1 (Exhaust)N318, and Camshaft Adjustment Valve 2(Exhaust) N319 according to operatingmode (idle, maximum power,maximum torque).

The camshafts are adjusted according to amap stored in the Motronic Engine ControlModule J220. The intake camshafts can becontinuously advanced or retarded relativeto their neutral positions at any angle withina range of 52 degrees. The camshaftadjusters on the exhaust camshafts arerestricted in movement across a range of22 degrees to either the fully advanced orthe fully retarded position.

For further information onvariable valve timing, pleaserefer to the Self-Study ProgramThe W Engine Concept, CourseNumber 821203.

Page 14: Motronic ME 7.1.1 Engine Management,

Subsystems

11

1 Valve 1 for Camshaft Adjustment N205,Valve 2 for Camshaft Adjustment N208,Camshaft Adjustment Valve 1 (Exhaust) N318,Camshaft Adjustment Valve 2 (Exhaust) N319

2 Motronic Engine Control Module J220

3 Mass Air Flow (MAF) Sensor G70

SSP249/009

7 3 4 5 6

2

6

6

1

1

4 Engine Speed (RPM) Sensor G28

5 Engine Coolant Temperature (ECT) Sensor G62

6 Camshaft Position Sensors G40, G163,G300, G301

7 Engine Oil Temperature Sensor G8

Page 15: Motronic ME 7.1.1 Engine Management,

12

Subsystems

Oxygen Sensor Control

The Passat W8 engine managementsystem employs heated oxygen sensorcontrol. Its purpose is to maintain a lambdavalue of 1 during combustion so that theexhaust gases can be cleaned ascompletely as possible in the catalyst.

Lambda refers to the ratiobetween the actual measuredair-fuel ratio and the theoreticallyideal air-fuel mixture of 14.7 to 1(the stoichiometric ratio atwhich complete combustiontakes place).

Input Signals:

• Signal from Engine Speed (RPM)Sensor G28

• Engine load signal from Mass Air Flow(MAF) Sensor G70

• Signals from oxygen sensors:Heated Oxygen Sensor (HO2S) G39Heated Oxygen Sensor (HO2S) 2 G108Oxygen Sensor (O2S) Behind Three WayCatalytic Converter (TWC) G130Oxygen Sensor (O2S) 2 Behind ThreeWay Catalytic Converter (TWC) G131

• Engine coolant temperature from EngineCoolant Temperature (ECT) Sensor G62

Heated oxygen sensor control usesseparate regulation loops to determine thecorrect fuel-air mixture for each cylinderbank. Each regulation loop includes apre-catalyst oxygen sensor, a catalyst, andpost-catalyst oxygen sensor.

The pre-catalyst oxygen sensors and thepost-catalyst oxygen sensors informthe Motronic Engine Control Module J220of the residual oxygen content in theexhaust gas.

Using this signal, the Motronic EngineControl Module J220 calculates themomentary composition of the fuel-airmixture. When deviation from the specifiedvalue occurs, the fuel injection periodis corrected.

In addition, the Motronic Engine ControlModule J220 adapts to the operatingconditions and stores the learned values(adaptive lambda regulation).

For further information,please refer to EngineManagement Systems,Self-Study ProgramCourse Number 841003.

Page 16: Motronic ME 7.1.1 Engine Management,

13

Subsystems

1 Fuel Injectors N30, N31, N32, N33, N83, N84,N85, N86

2 Motronic Engine Control Module J220

3 Mass Air Flow (MAF) Sensor G70

4 Engine Speed (RPM) Sensor G28

5 Pre-Catalyst Oxygen Sensors:Heated Oxygen Sensor (HO2S) G39Heated Oxygen Sensor (HO2S) 2 G108

SSP249/010

3 4 7

6 5

1

1

6 5

2

6 After-Catalyst Oxygen Sensors:Oxygen Sensor (O2S) Behind Three WayCatalytic Converter (TWC) G130Oxygen Sensor (O2S) 2 Behind Three WayCatalytic Converter (TWC) G131

7 Engine Coolant Temperature (ECT) Sensor G62

Page 17: Motronic ME 7.1.1 Engine Management,

14

Subsystems

Fuel Tank Ventilation System

Input Signals for Fuel Tank

Ventilation Regulation:

• Signal from Engine Speed (RPM)Sensor G28

• Engine load signal from Mass Air Flow(MAF) Sensor G70

• Engine coolant temperature from EngineCoolant Temperature (ECT) Sensor G62

• Signals from Oxygen Sensors:Heated Oxygen Sensor (HO2S) G39Heated Oxygen Sensor (HO2S) 2 G108Oxygen Sensor (O2S) Behind Three WayCatalytic Converter (TWC) G130Oxygen Sensor (O2S) 2 Behind ThreeWay Catalytic Converter (TWC) G131

• Signal from Throttle Valve ControlModule J338

The fuel tank ventilation system preventsfuel vapor that develops in the tank fromescaping to the atmosphere. The fuel vaporis stored in the EVAP canister (activatedcharcoal filter).

When evaluation of the input signalsdetermines that conditions are right for it todo so, the Motronic Engine Control ModuleJ220 actuates the Evaporative Emission(EVAP) Canister Purge Regulator Valve N80to release the stored fuel vapor.

The fuel vapor released from the EVAPcanister is routed through the intakemanifold to the cylinders for combustion.

This briefly changes the fuel-to-air ratio.The change in the mixture is registered bythe oxygen sensors. This causes oxygensensor control to be activated by theMotronic Engine Control Module J220and the mixture settles back to thestoichiometric ratio at which completecombustion takes place.

A Leak Detection Pump V144 is integratedinto the fuel tank ventilation system andcan have two functions. It can:

• Pressurize the fuel tank ventilationsystem and detect a drop in pressurethat would indicate a leak.

• Function as the EVAP canister vent onvehicles that do not have a separtateEVAP canister vent.

For further information,please refer to EVAP Systems,Operation and Diagnosis,Self-Study Program CourseNumber 841903.

Page 18: Motronic ME 7.1.1 Engine Management,

15

Subsystems

SS)249/011

1 Fuel Tank

2 Evaporative Emission (EVAP) Canister

3 Evaporative Emission (EVAP) Canister PurgeRegulator Valve N80

4 Motronic Engine Control Module J220

5 Mass Air Flow (MAF) Sensor G70

6 Engine Speed (RPM) Sensor G28

7 Engine Coolant Temperature (ECT) Sensor G62

5 6 7 8 9

3

4

2

1

8 Oxygen Sensors:Heated Oxygen Sensor (HO2S) G39Heated Oxygen Sensor (HO2S) 2 G108Oxygen Sensor (O2S) Behind Three WayCatalytic Converter (TWC) G130Oxygen Sensor (O2S) 2 Behind Three WayCatalytic Converter (TWC) G131

9 Throttle Valve Control Module J338

10 Leak Detection Pump V144

10

Page 19: Motronic ME 7.1.1 Engine Management,

16

Cruise Control System (CCS)

With the aid of the cruise control system(CCS), a vehicle speed above 18.6 mph (30km/h) can be specified. This speed will thenbe maintained without driver intervention.

Input Signals:

• Signal from Engine Speed (RPM)Sensor G28

• Engine load signal from Mass Air Flow(MAF) Sensor G70

• Vehicle speed signal from ControlModule with Indicator Unit in InstrumentPanel Insert J285

• Signal “brake operated” from Brake LightSwitch F

• Signal “clutch operated” from ClutchVacuum Vent Valve Switch F36

• “On” and “off” signals from CruiseControl Switch E45

Subsystems

SSP249/012

Feedback:Throttle Valve

Position

Operation ofPositioning Motor

1 Throttle Valve ControlModule J338

2 Motronic EngineControl Module J220

3 Mass Air Flow (MAF)Sensor G70

4 Engine Speed (RPM)Sensor G28

5 Brake Light Switch F

6 Clutch Vacuum VentValve Switch F36

7 Cruise Control SwitchE45

8 Vehicle Speed Signalfrom Control Modulewith Indicator Unit inInstrument PanelInsert J285

The signal from the Cruise Control SwitchE45 goes to the Motronic Engine ControlModule J220 which in turn actuates theThrottle Valve Control Module J338.

The Throttle Valve Control Module J338opens the throttle valve according to theset speed.

If the vehicle is equipped with a multi-function steering wheel, an additional CCSswitch is located on the steering wheel.

The signal “brake operated” or “clutchoperated” causes the cruise control systemto be turned off.

3 5 6 8

2

7

1

4

Page 20: Motronic ME 7.1.1 Engine Management,

17

Subsystems

Additional Signals From:

• Cruise control system• Air conditioning system• Oxygen sensor control• Automatic transmission• Antilock brake system (ABS)• Power-assisted steering• Generator C

1 Throttle Valve ControlModule J338

2 Motronic EngineControl Module J220

3 Accelerator PedalModule with ThrottlePosition (TP) SensorG79 and Sender -2- forAccelerator PedalPosition G185

4 Electronic PowerControl (EPC) WarningLamp K132

5 Ignition Coils withPower Output Stage(N70, N127, N291,N292, N323, N324,N325, N326) and FuelInjectors (N30, N31,N32, N33, N83, N84,N85, N86)

SSP249/013

2

3

4

5

1

Electronic Power Control

Main Input Signals:

• Signals from Accelerator Pedal Modulewith Throttle Position (TP) Sensor G79and Sender -2- for Accelerator PedalPosition G185

The driver’s input is transmitted to theMotronic Engine Control Module J220 asinput signals from the accelerator pedalmodule with Throttle Position (TP) SensorG79 and Sender -2- for Accelerator PedalPosition G185. The Motronic EngineControl Module J220, uses these signalsand the additional input signals to calculatethe best fuel mixture, ignition timing,and camshaft timing, all to achieve therequired torque.

The results of these calculations initiatesignals from the Motronic Engine ControlModule J220 to make adjustments to thethrottle valve position (which is adjusted byan electric motor), and in the ignitiontiming, camshaft timing, and the fuelinjection systems.

In the event of a fault in the electronicpower control system, the ElectronicPower Control (EPC) Warning Lamp K132lights up to inform the driver.

For further information, pleaserefer to Motronic ME 7 EngineManagement System, Self-StudyProgram Course Number 842003.

Page 21: Motronic ME 7.1.1 Engine Management,

18

Secondary Air System

Input Signals:

• Signals from Oxygen Sensors:Heated Oxygen Sensor (HO2S) G39Heated Oxygen Sensor (HO2S) 2 G108Oxygen Sensor (O2S) Behind Three WayCatalytic Converter (TWC) G130Oxygen Sensor (O2S) 2 Behind ThreeWay Catalytic Converter (TWC) G131

• Coolant temperature from EngineCoolant Temperature (ECT) Sensor G62

• Engine load signal from Mass Air Flow(MAF) Sensor G70

• Signal from Engine Speed (RPM)Sensor G28

The secondary air system reduces exhaustemissions following a cold start.

During the warm-up period, the level ofunburned hydrocarbons is elevated. Thecatalytic converters cannot process thisamount because they have not yet attainedtheir operating temperature. However, astoichiometric mixture at which completecombustion takes place must be attained.

Blowing air in behind the exhaust valvesenriches the exhaust gas with oxygen, andpost-oxidation (afterburning) occurs. Theresulting heat warms the catalyticconverters to their operating temperaturemore quickly.

When the input signals indicate to theMotronic Engine Control Module J220 theneed for secondary air injection, it actuatesthe Secondary Air Injection Solenoid ValveN112 and the Secondary Air Injection PumpRelay J299.

The Secondary Air Injection Pump RelayJ299 energizes the Secondary Air InjectionPump Motor V101.

Vacuum from the Secondary Air InjectionSolenoid Valve N112 opens the combinationvalves, and the Secondary Air Injection PumpMotor V101 forces air into the exhaust gasstream behind the exhaust valves.

Beginning at partial load, the secondary airsystem is turned off.

Subsystems

Page 22: Motronic ME 7.1.1 Engine Management,

19

Subsystems

1 Secondary Air Injection Pump Relay J299

2 Secondary Air Injection Pump Motor V101

3 Secondary Air Injection Solenoid Valve N112

4 Combination Valve

5 Catalytic Converter

6 Motronic Engine Control Module J220

7 Mass Air Flow (MAF) Sensor G70

8 Engine Coolant Temperature (ECT) Sensor G62

SS249/014

7 8 11

6

3

1

10 5 9

4 4

1059

9 Pre-Catalyst Oxygen Sensor:Heated Oxygen Sensor (HO2S) G39Heated Oxygen Sensor (HO2S) 2 G108

10 After-Catalyst Oxygen Sensor:Oxygen Sensor (O2S) Behind Three WayCatalytic Converter (TWC) G130Oxygen Sensor (O2S) 2 Behind Three WayCatalytic Converter (TWC) G131

11 Engine Speed (RPM) Sensor G28

2

Page 23: Motronic ME 7.1.1 Engine Management,

20

Engine MountDamping Control

Input Signals:

• Signal from Engine Speed (RPM)Sensor G28

• Vehicle Speed Signal from ControlModule with Indicator Unit inInstrument Panel Insert J285

The hydraulically damped engine mountswith electro-pneumatic actuation reducethe transmission of engine vibration to thebody over the entire engine speed range.

Subsystems

1 Electro-HydraulicEngine MountSolenoid Valve N144

2 Engine Mount

3 Motronic EngineControl Module J220

4 Engine Speed (RPM)Sensor G28

5 Vehicle Speed Signalfrom Control Modulewith Indicator Unitin Instrument PanelInsert J285

SSP249/015

To IntakeManifold

Depending on the engine speed and thevehicle speed, the Motronic Engine ControlModule J220 actuates the Electro-HydraulicEngine Mount Solenoid Valve N144 and itswitches the mounts between thedynamically soft engine mount dampingstate in idling mode and the relativelyhard engine mount damping state indriving mode.

3

4 5

1

2 2

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Subsystems

Electronically ControlledEngine Cooling

The aim of developing an electronicallycontrolled cooling system was to be ableto set the operating temperature of theengine to a specified value based on theload state.

An optimal operating temperature is setaccording to “maps” stored in the MotronicEngine Control Module J220 by heating thethermostat electrically and adjusting theradiator fan settings.

Cooling can thus be adapted to the engine’soverall performance and load state.

As used here, map refersto an electronic databasethat sets up the relationshipbetween incoming sensorinformation and outgoingcontrol signals. Maps are alsoreferred to as “look-up tables.”

Advantages

The advantages of adapting the coolanttemperature to the current operating stateof the engine are:

• Lower fuel consumption in the part-throttle range.

• Reduced raw CO and HC emissions.

Changes to the conventional coolingcircuit include:

• Integration in the cooling circuit throughminimal design modifications.

• The coolant distributor housing andthermostat are combined to form a singlemodule.

• There is no longer any need for a coolantthermostat on the cylinder head.

• Motronic Engine Control Module J220contains the maps of the electronicallycontrolled cooling system.

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Subsystems

The Coolant Temperature Level

Engine performance is dependent onproper engine cooling.

In the electronically controlled coolingsystem, the coolant temperatures rangefrom 203°F to 230°F (95°C to 110°C)in the part-throttle range and from185°F to 203°F (85°C to 95°C) in thefull-throttle range.

Engine load and cooling shouldalways be considered together.

En

gin

e L

oad

Engine Speed

Part-Throttle Range203°F to 230°F (95°C to 110°C)

Full-Throttle Range185°F to 203°F (85°C to 95°C)

SSP222-013

Coolant Temperature Level as a Function

of Engine Load with Mapped Cooling

• Higher temperatures in the part-throttlerange improve efficiency, which in turnreduces fuel consumption and pollutantsin the exhaust gases.

• Lower temperatures in the full-throttlerange increase power output. Theinducted air is heated to a lesser degree,boosting performance.

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Subsystems

Input Signals:

• Signal from Engine Speed (RPM)Sensor G28

• Engine load signal from Mass Air Flow(MAF) Sensor G70

• Coolant temperature at engine outletfrom Engine Coolant Temperature (ECT)Sensor G62

• Coolant temperature at radiator outletfrom Engine Coolant Temperature (ECT)Sensor (On Radiator) G83

• Vehicle Speed Signal from ABS ControlModule J104

1 Map Controlled Engine CoolingThermostat F265

2 Coolant Fan -2- V1773 Coolant Fan V74 Coolant Fan Control Module J2935 Coolant Pump V366 Motronic Engine Control Module J220

SSP249/016

CANData Bus

If the input signals indicate the need for alarger cooling capacity, the Map ControlledEngine Cooling Thermostat F265 isactuated to open the larger coolant circuit.To further increase the cooling capacity,both radiator fans are controlled by theMotronic Engine Control Module J220. Asignal from the Motronic Engine ControlModule J220 to the Coolant Fan ControlModule J293 enables it to turn on CoolantFan V7 as needed.

7 8 9 10

1 2

3

4 56

11

7 Mass Air Flow (MAF) Sensor G708 Engine Speed (RPM) Sensor G289 Engine Coolant Temperature (ECT)

Sensor G6210 Engine Coolant Temperature (ECT) Sensor

(On Radiator) G8311 Speed Signal from ABS Control Module J104

Page 27: Motronic ME 7.1.1 Engine Management,

24

Regulated Vacuum Pump System(Vehicles with Automatic

Transmissions Only)

Input Signal:

• Signal from Brake Booster PressureSensor G294

Vehicles with automatic transmissions areequipped with an electric Brake SystemVacuum Pump V192. This pump supportsthe brake booster by ensuring that there issufficient vacuum at the connection pointfor the brake booster.

Subsystems

1 Brake Booster Relay J5692 Brake System Vacuum

Pump V1923 Motronic Engine Control

Module J220

SSP249/017

The Brake Booster Pressure Sensor G294measures the current pressure within thebrake booster and sends this value to theMotronic Engine Control Module J220. TheMotronic Engine Control Module J220compares the actual value with the storedspecification and actuates the BrakeSystem Vacuum Pump V192 via BrakeBooster Relay J569.

4 Brake Booster PressureSensor G294

5 Non-Return Valve6 To Intake Manifold7 Brake Booster

3

1

25

6

5

7

4

Page 28: Motronic ME 7.1.1 Engine Management,

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Sensors

SSP249/018

Mass Air Flow (MAF) Sensor G70Combined with Intake AirTemperature (IAT) Sensor G42

The Mass Air Flow (MAF) Sensor G70 withbackflow recognition and the Intake AirTemperature (IAT) Sensor G42 areintegrated in one component which islocated in the intake duct at the air filterhousing. The Mass Air Flow (MAF) SensorG70 determines the mass of the inductedair. The Intake Air Temperature (IAT) SensorG42 measures its temperature.

Use of the Signal

The Mass Air Flow (MAF) Sensor G70signal is used for calculating all functionsthat depend on engine speed and loadinformation, such as the fuel injectionperiod, ignition timing, variable valve timingand fuel tank ventilation.

Effects of Failure

If the signal fails, the Motronic EngineControl Module J220 calculates asubstitute value.

For further information, pleaserefer to 1998 New Beetle,Self-Study Program CourseNumber 891802.

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Sensors

SSP249/019

Engine Speed (RPM) Sensor G28

The Engine Speed (RPM) Sensor G28 islocated in the transmission housing.

A reluctor wheel is attached to the dualmass flywheel or torque converter driveplate. The reluctor wheel includes a largetooth gap which acts as a reference pointand sends reference signals to theMotronic Engine Control Module J220.On the basis of these signals, theMotronic Engine Control Module J220determines the engine speed and thecrankshaft position.

Use of the Signal

This Engine Speed (RPM) Sensor G28signal is used to calculate the fuel injectiontime, the fuel injection quantity, and theignition timing. It is also used for variablevalve timing and fuel tank ventilation.

Effects of Failure

If the Engine Speed (RPM) Sensor G28signal fails, the engine will not run.

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Sensors

Engine Coolant Temperature (ECT) Sensor G62

at Coolant Outlet at Rear of Engine

SSP249/020

SSP249/021

Engine Coolant Temperature (ECT) Sensor (On

Radiator) G83 at Radiator Outlet

SSP249/022

Engine Coolant Temperature (ECT)Sensor G62 and Engine CoolantTemperature (ECT) Sensor

(On Radiator) G83

The actual values of the engine coolanttemperature are measured at twodifferent points.

• Engine Coolant Temperature (ECT)Sensor G62 is located at the coolantoutlet at the rear of the engine.

• Engine Coolant Temperature (ECT)Sensor (On Radiator) G83, as itsofficial name indicates, is located atthe radiator outlet.

Use of Signal

The signals of both Engine CoolantTemperature (ECT) Sensor G62and Engine Coolant Temperature (ECT)Sensor (On Radiator) G83 serve thecoolant temperature regulation in thecoolant circuit.

The signal from Engine CoolantTemperature (ECT) Sensor G62 is also usedas an input signal to the Motronic EngineControl Module J220 for calculatinginjection periods and ignition timing, for idlespeed regulation, for fuel tank ventilation,and for the secondary air system.

Effects of Signal Failure

If the signal fails, the Motronic EngineControl Module J220 uses a substitutetemperature stored in it. The Coolant FanV7 and Coolant Fan -2- V177 go intoemergency operation (both fans run).

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Sensors

Oxygen Sensors

Pre-Catalyst Broad-Band Oxygen Sensors:

• Heated Oxygen Sensor (HO2S) G39

• Heated Oxygen Sensor (HO2S) 2 G108

Each pre-catalytic converter broad-bandoxygen sensor is located on the catalyticconverter housing upstream from themonolith. With these broad-band oxygensensors, the oxygen content in the exhaustgas can be determined over a widemeasuring range.

Post-Catalyst Planar Oxygen Sensors

• Oxygen Sensor (O2S) Behind Three WayCatalytic Converter (TWC) G130

• Oxygen Sensor (O2S) 2 Behind ThreeWay Catalytic Converter (TWC) G131

Pre-Catalyst Broad-Band

Oxygen Sensor

SSP249/023

SSP249/025

Post-Catalyst

Planar Oxygen Sensor

Each post-catalytic converter planar oxygensensor is located on the catalytic converterhousing downstream from the monolith.

Use of Signals

The pre-catalyst sensors (Heated OxygenSensor (HO2S) G39 and Heated OxygenSensor (HO2S) 2 G108) supply the signalsfor fuel-air mixture preparation.

The post-catalyst sensors (OxygenSensor (O2S) Behind Three Way CatalyticConverter (TWC) G130 and OxygenSensor (O2S) 2 Behind Three WayCatalytic Converter (TWC) G131) provideinformation about the function of thecatalytic converters and the oxygensensor control.

SSP249/024

Oxygen Sensor (O2S) 2Behind Three WayCatalytic Converter (TWC) G131

CatalyticConverter

ExhaustManifold,Bank IIHeated

Oxygen Sensor(HO2S) 2 G108

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Sensors

Effects of Signal Failure

If a pre-catalyst sensor fails, oxygen sensorcontrol can no longer occur. Adaptation isblocked. The engine will continue to runusing default values available in theMotronic Engine Control Module J220control map.

If a post-catalyst sensor fails, oxygensensor control can continue, but thefunction of the catalytic converter can nolonger be monitored.

For further information, pleaserefer to Engine ManagementSystems, Self-Study ProgramCourse Number 841003.

Brake Booster PressureSensor G294(Vehicles with Automatic

Transmissions Only)

The Brake Booster Pressure Sensor G294is located in the engine compartmentbelow the vacuum line to the brakebooster. It measures the current pressurein the brake booster system and transmitsthis value as a voltage signal to theMotronic Engine Control Module J220.

Effects of Signal Failure

If the signal fails, the Motronic EngineControl Module J220 calculates thevacuum likely to be present in the brakebooster on the basis of the input values forengine load, engine speed, throttle valveposition, and Brake Light Switch F, andactuates the Brake System Vacuum PumpV192 via Brake Booster Relay J569 whenthe need is anticipated.

SSP249/027

SSP249/026

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Sensors

Camshaft Position Sensors

All of the camshaft position sensors areHall sensors. They are mounted in theengine timing case cover. They have thetask of informing the Motronic EngineControl Module J220 of the positions ofthe intake and exhaust camshafts bysensing the positions of quick-start senderwheels located at the ends of theirrespective camshafts.

Use of Signal

Camshaft Position (CMP) Sensor G40 andCamshaft Position (CMP) Sensor 2 G163indicate the positions of the intakecamshafts to the Motronic Engine ControlModule J220. Camshaft Position (CMP)Sensor 3 G300 and Camshaft Position(CMP) Sensor 4 G301 indicate the positionsof the exhaust camshafts.

The signals of all four CMP sensors serveas input signals for variable valve timing aswell as for the calculation of sequentialinjection and ignition timing.

The signal from Camshaft Position (CMP)Sensor G40 is also used for determiningthe top dead center point of the number 1cylinder piston.

Effects of Signal Failure

If a CMP sensor fails, the camshafts cannotbe adjusted. The engine will continue to runand will start again after it has been turnedoff, using default settings stored in controlmaps in the Motronic Engine ControlModule J220.

Camshaft Position(CMP) Sensor 2G163 (Intake II)

Camshaft Position(CMP) Sensor 4G301 (Exhaust II)

SSP249/028

Typical CMP SensorQuick-StartSender Wheel

SSP249/029

Camshaft Position(CMP) Sensor 3G300 (Exhaust I)

Camshaft Position(CMP) SensorG40 (Intake I)

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Sensors

Knock Sensors

The electronic regulation of ignition timingis based on cylinder-specific knock control.The W8 engine has two knock sensors oneach bank, located on the crankcase.

Use of Signal

The knock sensors indicate to theMotronic Engine Control Module J220when knocking combustion occurs. Itinitiates an ignition timing adjustment untilthe knocking ceases.

Effects of Signal Failure

If a knock sensor fails, the ignition timing ofthe affected cylinders is retarded. If allknock sensors fail, the engine managementsystem switches to emergency knockcontrol, during which the ignition timing isgenerally retarded so that the maximumengine output is not available.

Knock Sensor 4 G199

SSP249/032

Knock Sensor 1 G61

SSP249/031

SSP249/030

Knock Sensor 3 G198

SSP249/033

Knock Sensor 2 G66

Page 35: Motronic ME 7.1.1 Engine Management,

Every change in the accelerator pedalposition changes the resistance of thesliding-contact potentiometers andconsequently the voltage transmitted to theMotronic Engine Control Module J220.

Use of Signal

The signals from the Throttle Position (TP)Sensor G79 and Sender -2- for AcceleratorPedal Position G185 serve to communicatethe driver’s input to the Motronic EngineControl Module J220 and also as kickdowninformation for the automatic transmission.

No separate switch is usedfor kickdown information.A mechanical pressure point isintegrated in the acceleratorpedal module that communicatesthe “kickdown feeling” tothe driver.

Effects of Signal Failure

If one sensor fails, the pedal value is limitedto a defined value. At full load, the output isincreased slowly. If the differences insignals between Throttle Position (TP)Sensor G79 and Sender -2- for AcceleratorPedal Position G185 are implausible, thelower value is used. The Electronic PowerControl (EPC) Warning Lamp K132 willindicate a fault.

If both sensors fail, the engine will run onlyat idle and will not respond to changes inaccelerator pedal position. The ElectronicPower Control (EPC) Warning Lamp K132will indicate a fault.

For further information, pleaserefer to Motronic ME 7 EngineManagement System, Self-StudyProgram Course Number 842002.

32

Sensors

Accelerator Pedal Module

The accelerator pedal module is located onthe pedal bracket and consists of:

• Accelerator pedal

• Throttle Position (TP) Sensor G79

• Sender -2- for Accelerator PedalPosition G185

Both sensors are sliding-contactpotentiometers located on a common shaft.

SSP249/035

SensorsSSP249/034

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Sensors

Brake Light Switch FCombined withBrake Pedal Switch F47

The Brake Light Switch F and the BrakePedal Switch F47 are combined in a singlecomponent located on the pedal bracket.

Use of Signal

When the brake pedal is pressed, both ofthese switches send a “brake operated”signal to the Motronic Engine ControlModule J220, which immediately turns thecruise control system off if it is in use.

Clutch Vacuum VentValve Switch F36

The Clutch Vacuum Vent Valve Switch F36is located on the pedal bracket.

Use of Signal

When the clutch pedal is operated, theClutch Vacuum Vent Valve Switch F36sends a signal to that effect to the MotronicEngine Control Module J220, whichimmediately turns the cruise controlsystem off if it is in use.

The Motronic Engine Control Module J220also reduces the quantity of fuel injectedbriefly when the clutch pedal is pressed toprevent the engine speed from increasingwhile the gear is being changed. Thisreduces the jolt when load returns as theclutch is engaged.

SSP249/037

SSP249/036

Page 37: Motronic ME 7.1.1 Engine Management,

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Combined Sensors and Actuators

Throttle ValveControl Module J338

The Throttle Valve Control Module J338 islocated on the intake manifold. It has thetask of providing the engine with therequired quantity of air under all conditions.

The air intake throat on the W8 engineapplication has a larger diameter than thesimilar control module used on the VR6engine. This is necessary because the W8engine has a greater need for air due to itsgreater displacement. The connection forthrottle valve heating has been eliminated.

To open or close the throttle valve as well asto adjust to a particular throttle valve setting,the Motronic Engine Control Module J220actuates the Throttle Drive G186.

Both the Angle Sensor -1- for Throttle DriveG187 and the Angle Sensor -2- for ThrottleDrive G188 transmit the current position ofthe throttle valve to the Motronic EngineControl Module J220.

Effects of Signal Failure

If the Throttle Drive G186 fails, thethrottle valve is automatically drawn to theemergency running position, permittinglimited operation with an increasedidling speed.

If one angle sensor fails, the maximumoutput will not be available. However, theengine can be started and the vehicle driven.

If both angle sensors fail, the Throttle DriveG186 is turned off. The engine will only runat an increased idling speed.

For further information, pleaserefer to Motronic ME 7 EngineManagement System,Self-Study Program CourseNumber 842002.

Throttle BodyAir Intake Throat

Throttle Drive G186

Throttle Valve

Angle Sensor -1- forThrottle Drive G187Angle Sensor -2- forThrottle Drive G188

SSP249/038

Page 38: Motronic ME 7.1.1 Engine Management,

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Actuators

Leak Detection Pump V144

The Leak Detection Pump V144 has beenadded to all Volkswagen vehicles to checkthe integrity of the EVAP system.

Leak Detection Pump V144 is integratedinto the EVAP system and can have twofunctions:

• Pressurize the EVAP system anddetect a drop in pressure that wouldindicate a leak.

• Function as the EVAP canister vent onvehicles that do not have a separateEVAP canister vent.

The Leak Detection Pump V144 is madeof the following components:• Vacuum switch• Reed switch• Diaphragm• Inlet valve• Outlet valve• Upper pump chamber• Lower pump chamber• EVAP shut-off valve• Diaphragm spring

The Leak Detection Pump V144 is avacuum-driven diaphragm pump, controlledby the Motronic Engine Control ModuleJ220. In order for it to operate, the enginemust be running and vacuum must beapplied to the vacuum switch.

Diaphragm

One-WayInlet Valve

EVAP CanisterShut-Off Valve

One-WayOutlet Valve

Lower Chamber

Upper Chamber

Vacuum Switch

Reed Switch

802001

Page 39: Motronic ME 7.1.1 Engine Management,

36

Actuators

Fuel Pump G6

M

SSP249/039

SSP249/040

Fuel Pump G6

The Fuel Pump G6 is installed directly in thefuel tank. With the aid of the fuel pressureregulator, it creates a pressure of 58 psi(400 kPa) in the fuel system.

To supply the engine, fuel is delivered fromthe Fuel Pump G6 through the fuel filter tothe fuel rail.

Effects of Failure

If the Fuel Pump G6 fails, no fuel isdelivered. The engine stops.

Additional Fuel Delivery Components

The Transfer Fuel Pump G23 is located inthe auxiliary fuel tank and there is a suctionjet pump in the left chamber of the mainfuel tank. The Transfer Fuel Pump G23 isactuated by the Fuel Pump Control ModuleJ538. It delivers fuel from the auxiliary fueltank to the main fuel tank. The suction jetpump ensures that fuel from the leftchamber of the main fuel tank reachesthe Fuel Pump G6. Neither Transfer FuelPump G23 nor the suction jet pump areactuated by the Motronic Engine ControlModule J220.

For further information onthe fuel delivery system,please refer to The Passat W8,Self-Study Program CourseNumber 822203.

Fuel Pump Relay J17

The Fuel Pump Relay J17 actuates the FuelPump G6 when it receives an impulse fromthe Motronic Engine Control Module J220.

Effects of Failure

If the Fuel Pump Relay J17 fails, the enginecannot be started.

SSP249/041

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Actuators

Fuel Injectors

The fuel injectors are actuated by theMotronic Engine Control Module J220according to the cylinder firing order.

They are secured with retaining clipsdirectly to a common fuel rail and injectatomized fuel into the intake manifoldimmediately before the intake valve.

Effects of Failure

If individual fuel injectors fail, fuel is notinjected at that cylinder. This means thatthe engine runs at reduced output.

SSP249/042

SSP249/043

Ignition Coils

The individual single-spark ignitioncoils installed at each cylinder deliverimpulses for one spark per spark plugper ignition cycle.

Their design incorporates an outputstage and an ignition coil combined ineach so that the engine managementsystem can individually control theignition for each cylinder.

Effects of Failure

If an ignition coil fails, fuel injection isturned off for that cylinder. This preventsdamage to the catalytic converter.

SSP249/045

SSP249/044

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Actuators

Cylinder Bank I Shown

Camshaft Adjustment Valves

These electronically actuated solenoidvalves are installed on the oil supplymodules of the camshaft adjusters.They direct oil pressure to the camshaftadjusters bolted to the end faces of thecamshafts, determining the directionand distance of adjustment of their innerrotors according to the Motronic EngineControl Module J220 control maps.

Valve 1 for Camshaft Adjustment N205 andValve 2 for Camshaft Adjustment N208 areresponsible for the continuous adjustmentof the intake camshafts. The intakecamshafts are continuously adjustable andcan be advanced or retarded relative totheir neutral positions at any angle within arange of 52 degrees.

Camshaft Adjustment Valve 1 (Exhaust)N318 and Camshaft Adjustment Valve 2(Exhaust) N319 adjust the positions of theexhaust camshafts. The exhaust camshaftadjusters can only be adjusted to the fully

“advanced” or fully “retarded” positionacross a range of 22 degrees.

Effects of Signal Failure

If an electrical wire to a camshaft adjusteris defective or if a camshaft adjuster fails,no camshaft adjustment can take place.In the event of an electrical fault, thecamshafts remain in their referencepositions (emergency running positions).

The reference point forall four camshafts is theretarded position.

For further information,please refer to The 2001EuroVan, Self-Study ProgramCourse Number 892103.

SSP249/046

ExhaustCamshaftAdjuster

Oil Supply Module

CamshaftAdjustmentValve 1(Exhaust)N318

Valve 1 forCamshaftAdjustmentN205

IntakeCamshaftAdjuster

Page 42: Motronic ME 7.1.1 Engine Management,

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Actuators

Evaporative Emission (EVAP)Canister Purge Regulator Valve N80

Opening the Evaporative Emission (EVAP)Canister Purge Regulator Valve N80 ventsthe fuel vapor collected in the EVAPcanister activated-charcoal filter to theintake manifold for combustion.

Effects of Signal Failure

If current is interrupted, the EvaporativeEmission (EVAP) Canister Purge RegulatorValve N80 remains closed and EVAPcanister purge cannot occur. Fuel tankventilation will be inhibited as the EVAPcanister activated-charcoal filter becomessaturated with fuel.

SSP249/049

SSP249/048From EVAP Canister

To Intake Manifold

Secondary Air InjectionSolenoid Valve N112

This solenoid valve is actuated by theMotronic Engine Control Module J220 andcontrols the two secondary air systemcombination valves through vacuum lines.

Effects of Failure

If the Motronic Engine Control ModuleJ220 signal to the Secondary Air InjectionSolenoid Valve N112 fails, the combinationvalves will not open and the Secondary AirInjection Pump Motor V101 cannot injectair into the exhaust gas stream.

SSP249/051

SSP249/050

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Actuators

Combination Valve

Vacuum from the Secondary Air InjectionSolenoid Valve N112 operates thecombination valve, opening the path for airfrom the Secondary Air Injection PumpMotor V101 to the secondary air duct in thecylinder head. At the same time, thecombination valve prevents hot exhaustgases from reaching the Secondary AirInjection Pump Motor V101.

SSP249/055

SSP249/053

Secondary Air InjectionPump Motor V101

The Secondary Air Injection Pump MotorV101 moves the fresh air in the secondaryair system.

Effects of Failure

If the power supply is interrupted, theSecondary Air Injection Pump Motor V101does not operate and no fresh air ispumped into the exhaust gas stream.

SSP249/052

SSP249/054

Page 44: Motronic ME 7.1.1 Engine Management,

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Actuators

Secondary Air Injection

Pump Relay J299

The Secondary Air Injection Pump RelayJ299 is controlled by the Motronic EngineControl Module J220 to turn the SecondaryAir Injection Pump Motor V101 on and off.

Effects of Failure

If the control circuit fails or the SecondaryAir Injection Pump Relay J299 fails tofunction, the Secondary Air Injection PumpMotor V101 will not run.

SSP249/056

SSP249/041

Coolant Pump V36

The Coolant Pump V36 is located on theleft side of the engine compartment on thesuspension strut mount. It circulates enginecoolant so that the engine block andcylinder heads cool uniformly.

Depending on the coolant temperatureat the radiator and engine outlets, theCoolant Pump V36 will be operated by theMotronic Engine Control Module J220 onthe basis of a control map after the engineis turned off. SSP249/057

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Actuators

SSP249/060

Brake SystemVacuum Pump V192(Vehicles with Automatic

Transmissions Only)

The regulated electric Brake SystemVacuum Pump V192 is located on the leftside of the engine compartment under acover. When activated, it supplements theengine vacuum to support the needs of thebrake booster.

Effects of Failure

Under certain circumstances, such asduring frequent braking, sufficient vacuumcannot be built up and the power assist tothe brakes is reduced.

Map Controlled Engine

Cooling Thermostat F265

The Map Controlled Engine CoolingThermostat F265 and thermostat housingis installed in the upper part of thecrankcase from above. It controls coolantflow between the small and the largecooling circuits.

The individual engine operating phasesrequire different engine temperatures.The Map Controlled Engine CoolingThermostat F265 is controlled by theMotronic Engine Control Module J220to attain the desired temperature inaccordance with a control map that takesthe engine operating state into account.

Effects of Failure

If there is no operating voltage present, thelarge cooling circuit is opened by the waxthermocouple expansion element at atemperature of 230°F (110° C) or above andthe radiator fans are actuated.

SSP249/058

HeatingResister

SSP249/059Lifting Pin

Wax Thermocouple

SSP249/061

Page 46: Motronic ME 7.1.1 Engine Management,

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Actuators

Hydraulically DampedEngine Mounts

Two hydraulically damped engine mountsensure improved driving comfort. Theyreduce the transfer of engine vibration tothe body across the entire rpm range.

SSP249/095

SSP249/062

Right SideEngine Mount

VacuumConnection

Mount Cover

Top Shield

Left EngineBracket

Left SideEngine Mount

Left EngineSupport

Right EngineSupport

Front Crossmember

Right EngineBracket

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Actuators

SSP249/101

SSP249/096

Voltage Applied to Electro-Hydraulic Engine

Mount Solenoid Valve N144

To Atmosphere

Vacuum Connection

Positioning Spring

Chamber 2

Nozzle Body

Chamber 1

Glycol-BasedHydraulic Fluid

Connecting ChannelEngine Vibration

To Engine Mount

To Intake Manifold

Valve Plate

Engine mount operation – idling mode

Hydraulically Damped

Engine Mount Operation

The engine vibration on a bad road surfaceis damped by the flow of a glycol-basedhydraulic fluid between chambers 1 and 2in the engine mounts. This dampingreduces the resonant engine vibrations

caused by the uneven road surface. Theamount of maximum damping isdetermined by the length and diameter ofthe spiral-shaped channel through whichthe hydraulic fluid flows.

Page 48: Motronic ME 7.1.1 Engine Management,

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Actuators

The engine mount is pneumaticallyactuated by the Electro-Hydraulic EngineMount Solenoid Valve N144. The Electro-Hydraulic Engine Mount Solenoid ValveN144 directs vacuum or atmosphericpressure to the positioning spring of theengine mount. When current is applied, thevalve plate lifts, opening the connectionbetween the intake manifold and the

Nozzle Body

SSP249/102

Exchange ofHydraulic Fluid throughConnecting Channel

engine mount. The vacuum present at thevacuum connection of the engine mountpulls the positioning spring downward,which opens the connecting channelbetween chambers 1 and 2.

Opening the connecting channel changesthe damping. The mount is dynamicallysoft, which reduces the transfer of enginevibration to the body at idling speed.

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Actuators

Engine mount operation – driving mode

At a speed of about 3.1 mph (5 km/h), theMotronic Engine Control Module J220 turnsoff voltage to the Electro-Hydraulic EngineMount Solenoid Valve N144. Withoutvoltage applied, the valve plate of theElectro-Hydraulic Engine Mount SolenoidValve N144 closes the connection to intakemanifold vacuum and opens the connectionto atmospheric pressure which reaches theengine mount positioning spring and allowsit to move upward.

SSP249/100

Connecting Channel

With the engine mount positioning spring inthis position, the large connecting channelbetween chambers 1 and 2 is closed. Thisrestricts the exchange of hydraulic fluidbetween the two chambers to the spiral-shaped channel in the nozzle body and theengine mount damping state becomesrelatively hard.

No Voltage Applied to Electro-Hydraulic Engine

Mount Solenoid Valve N144 (Resting State)

SSP249/097Positioning Spring

Spiral-ShapedChannel

Vacuum Connection

Chamber 2

Nozzle Body

Chamber 1

Glycol-BasedHydraulic Fluid

Engine Vibration

To Atmosphere

Valve Plate

To Intake Manifold

To Engine Mount

Page 50: Motronic ME 7.1.1 Engine Management,

47

Actuators

The damping characteristics of thehydraulically damped engine mounts areadapted to the level of damping andresonance requirements for the W8 enginein the Passat by the length and diameter ofthe spiral-shaped channels. Damping forceswithin the engine mounts are in directproportion to the intensity and frequency ofthe vibrations introduced by interaction ofthe vehicle with the road surface.

Nozzle Body

SSP249/086

Exchange ofHydraulic Fluid through theSpiral-Shaped Channel

Effects of Failure

A fault in either the electrical circuit or thevacuum circuit will result in the enginemounts remaining in the driving mode.Damping at vehicle speeds below 3.1 mph(5 km/h) will remain relatively hard and thetransfer of engine vibration to the body atidling speed will increase.

Page 51: Motronic ME 7.1.1 Engine Management,

48

Functional Diagram

SSP249/070

ME 7.1.1 Functional Diagram

J220 Motronic Engine Control ModuleJ271 Motronic Engine Control Module Power

Supply Relay

N30 Cylinder 1 Fuel InjectorN31 Cylinder 2 Fuel InjectorN32 Cylinder 3 Fuel InjectorN33 Cylinder 4 Fuel InjectorN70 Ignition Coil 1 with Power Output StageN83 Cylinder 5 Fuel InjectorN84 Cylinder 6 Fuel InjectorN85 Cylinder 7 Fuel InjectorN86 Cylinder 8 Fuel InjectorN127 Ignition Coil 2 with Power Output Stage

N291 Ignition Coil 3 with Power Output StageN292 Ignition Coil 4 with Power Output StageN323 Ignition Coil 5 with Power Output StageN324 Ignition Coil 6 with Power Output StageN325 Ignition Coil 7 with Power Output StageN326 Ignition Coil 8 with Power Output Stage

P Spark Plug Connector

Q Spark Plug

S Fuse

V144 Leak Detection Pump

30

15

J271

S S SS

N30 N31 N32 N33 N83 N84 N85 N86

a

V144

J220

N70 N127 N291 N292 N323 N324 N325 N326

S

Page 52: Motronic ME 7.1.1 Engine Management,

49

Functional Diagram

F Brake Light SwitchF36 Clutch Vacuum Vent Valve SwitchF47 Vacuum Vent Valve, Brake

G61 Knock Sensor 1G66 Knock Sensor 2G70 Mass Air Flow (MAF) Sensor (combined

with G42)G83 Engine Coolant Temperature (ECT) Sensor

(On Radiator)G198 Knock Sensor 3G199 Knock Sensor 4G294 Brake Booster Pressure Sensor

(Only with Automatic Transmissions)

J220 Motronic Engine Control Module

SSP249/071

N80 Evaporative Emission (EVAP) Canister PurgeRegulator Valve

N112 Secondary Air Injection Solenoid Valve

S Fuse

Color Coding

Input Signal Ground

Output Signal CAN Data Bus

Positive

30

15

a

Bra

ke

Lig

hts

S S S

F36 F47 F N80 N112 G70 G294

J220

G83

G61 G66 G198 G199

b

a

Page 53: Motronic ME 7.1.1 Engine Management,

50

Functional Diagram

SSP249/072

G39 Heated Oxygen Sensor (HO2S)G79 Throttle Position (TP) SensorG108 Heated Oxygen Sensor (HO2S) 2G130 Oxygen Sensor (O2S) Behind Three

Way Catalytic Converter (TWC)G131 Oxygen Sensor (O2S) 2 Behind Three

Way Catalytic Converter (TWC)G185 Sender -2- for Accelerator Pedal PositionG186 Throttle Drive (Power Accelerator

Actuation)G187 Angle Sensor -1- for Throttle DriveG188 Angle Sensor -2- for Throttle Drive

J220 Motronic Engine Control ModuleJ293 Coolant Fan Control ModuleJ338 Throttle Valve Control Module

S Fuse

Color Coding

Input Signal Ground

Output Signal CAN Data Bus

Positive

Auxiliary Signals

A CAN Data Bus Low I Coolant Fan ControlB CAN Data Bus High J Diagnosis WireH Coolant Fan Control

30

15

ba

b

a

S

G79 G185 G39 G130 G108 G131

J220

G187 G188 G186

J338

J293

For detailed Cruise ControlWiring, please see the 2002Passat Wiring Diagram No. 47.

Page 54: Motronic ME 7.1.1 Engine Management,

F265 Map Controlled Engine Cooling Thermostat

G6 Fuel PumpG28 Engine Speed (RPM) SensorG40 Camshaft Position (CMP) SensorG62 Engine Coolant Temperature (ECT) SensorG163 Camshaft Position (CMP) Sensor 2G300 Camshaft Position (CMP) Sensor 3G301 Camshaft Position (CMP) Sensor 4

J17 Fuel Pump RelayJ220 Motronic Engine Control ModuleJ299 Secondary Air Injection Pump RelayJ496 Auxiliary Engine Coolant (EC) Pump RelayJ569 Brake Booster Relay

51

Functional Diagram

SSP249/073

N144 Left Electro-Hydraulic Engine MountSolenoid Valve

N205 Valve 1 for Camshaft AdjustmentN208 Valve 2 for Camshaft AdjustmentN318 Camshaft Adjustment Valve 1 (Exhaust)N319 Camshaft Adjustment Valve 2 (Exhaust)

S Fuse

V36 Coolant PumpV101 Secondary Air Injection Pump MotorV192 Brake System Vacuum Pump

(Only with Automatic Transmissions)

30

15

ba

J17

S

F265N208N319N318N205N144

V192 V101 V36

J220

G28 G40 G163 G300 G301 G62

G6

J569 J299 J496

S S S

Page 55: Motronic ME 7.1.1 Engine Management,

Notes

52

Page 56: Motronic ME 7.1.1 Engine Management,

53

Knowledge Assessment

An on-line Knowledge Assessment (exam) is available for this Self-Study Program.

This Knowledge Assessment may or may not be required for Certification. You can find thisKnowledge Assessment under the Certification tab at:

www.vwwebsource.com

For assistance please call:

Certification Program Headquarters

1-877-CU4-CERT (1-877-284-2378)

(8:00 a.m. to 8:00 p.m. EST)

Or email: [email protected]