SSP189 the 2.3l Petrol Engine in the LT '97

8/13/2019 SSP189 the 2.3l Petrol Engine in the LT '97

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Service

The 2.3 l petrol enginein the LT 97

Design and Function

Self Study Programme

Customer Service

189


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2

...is not impossible.

Volkswagen Commercial Vehicles is featuringa 2.3 l petrol engine in its LT '97 range as ahigh performance option.

Find out more about it in this self studyprogramme!

A commercial vehicle with a petrol engine?


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3

Page

Overview........................................................................................ 4

Engine - mechanical...................................................................... 6

Oil circuit........................................................................................ 8

Cooling system.............................................................................. 10

Fuel supply..................................................................................... 11Self check....................................................................................... 13

Injection and ignition system....................................................... 14

System overview........................................................................... 16

Ignition system.............................................................................. 18

Injection system............................................................................ 28

Idling control.................................................................................. 32

Exhaust cleaning........................................................................... 35

Functional diagram....................................................................... 38

Self diagnosis................................................................................. 41

Self check....................................................................................... 45

The Self Study Programme is not a repairmanual!

For information on testing, adjustments and

repairs refer to the appropriate customerservice literature.

Note!New


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4

Overview

The new 2.3 l petrol engine

has been specially developed for commercialvehicles. It delivers high level torque over awide range of revs.

189-61

189-01

The engine has a cross flow cylinder head withfour valve technology. This makes for goodfuel mixing and therefore low emissioncombustion.


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5

10

20

30

40

50

60

70

80

90

100

110

0

0 1000 2000 3000 4000 5000 6000 7000

210Nm

105KW

100

120

140

160

180

200

220

The torque and performance diagram

shows a maximum torque value of 210 Nm.The torque value is over 180 Nm in an engine

speed range of 1500 to 5500 1/min. The enginedelivers its maximum output of 105 KW at5500 1/min.

This permits constant and strong tractivepower even with heavy loads. Throughout theentire engine speed range it is possible todrive economically yet with powerfulacceleration and few gear changes.

Data

Engine abbreviation AGL

Cylinders R4

Capacity 2295 cm3

Bore 90.9 mm

Stroke 88.4 mm

Compression 8.8 : 1

Power 105 kW/ 143 HPat 5500 1/min

Maximum torque 210 Nm at 4000 1/minEngine management Siemens Motronic

189-76


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Engine - mechanical

Engine

The cylinder crank case is made of cast iron.

The top section gets very hot from thecombustion. Coolant flows through thecooling slit, dissipating the heat.

4-valve technology

Each cylinder has

- two inlet valves and

- two outlet valves.

The 4 valves are operated by two overheadcam shafts via hydraulic bucket tappets.

The benefits of the 4-valve technology are

- high traction power and good powerdelivery even at low and medium revs,

- high level cylinder filling

- low fuel consumption- fewer harmful substances in exhaust.

189-51

Outlet side Inlet side

Cooling slit

189-71


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7

Control

189-55

timing chain

oil pump

crank shaft

chain tensioner

189-56

inlet cam shaft

outlet cam shaft

The cam shafts are driven by the crank shaftand a chain.

A second chain drives the oil pump.

Chain tensionerA chain tensioner tensions the timing chain. Itfunctions by oil pressure. A locking segmentensures that the timing remains tensionedeven of there is no oil pressure.

It is only possible to reset thelocking segment when the chaintensioner has been taken out.


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8

Schematic diagram of oil circuit

189-59

Chain tensioner

Oil filter

Pressure limitingvalve

Oil pump

Oil pressure switch

Return valve

Return stop

The oil pump

is a sickle pump. It pumps the oil

- out of the oil sump

- through the oil filter

- to the cam shafts

- to the cylinder head and

- to the chain tensioner.

There is an excess pressure valve.

For the piston cooling there are holes in theconnecting rod eye through which the oil ispumped to the base of the piston via the crankshaft bearing.

A return valve and the return stop prevent theoil from running back out of the engine.

If the oil filter is blocked the pressure limitvalve opens the by-pass line.

The oil pressure switch is white. Itsfunction range is between 0.2 and0.5 bar.

Oil circuit


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Crank case venting

189-74

throttle valves

breather line

There is a breather line between the crank case

and the intake manifold. The gases flow- from the crank case

- through the breather line and the throttlevalves

- into the intake manifold.

When idling and under part load fresh air

flows through the crank case venting systeminto the crank case.

The fresh air mixes with the gases in the crankcase. This prevents sludging of the engine oil.


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10

Cooling system

Schematic diagram of cooling circuit

189-58

cooler

expansion tank

temperaturecontroller

coolant pumpheating systemheat exchanger

Minor circuit

The coolant pump circulates the cold coolant

around the engine block and, if required,around the heating system/heat exchanger.

Major circuit

The temperature controller regulates the

engine temperature. Once the engine hasreached its operating temperature athermostat valve opens and the coolant pumppumps the hot coolant out of the engine intothe cooler. There it is cooled and flows back tothe coolant pump.

The expansion tank compensates theexpansion of the coolant at high temperatures.


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The fuel pump pumps up the fuel, pushing it through the fuelfilter and the diaphragm pressure controller tothe injection valves.

The diaphragm pressure controller controls the fuel pressure in the header,dependent on the intake manifold pressure. Itchannels excess fuel back into the fuel tank.

Fuel supply

Schematic diagram of fuel system

189-57

diaphragm pressurecontroller

header

fuel filter

fuel pump

fuel tank


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Active carbon filter system

189-73

active carboncontainer

breather line

valve for tank venting

throttle valvecontrol unit

return valve

The active carbon filter system consists of

- an active carbon container

- air supply and exhaust lines between tankand active carbon container

- return valve which opens the line in theopposite direction, depending on pressure

- a breather line from the active carboncontainer to the exterior

- a line for fuel vapours between the activecarbon container and the throttle valvecontrol unit

- and a valve which is controlled by theengine control unit when fuel vapours are

to be fed to the mixture .

The active carbon system prevents fuelvapours escaping into the environment. Thisis achieved by:

creation of slight excess pressure in thefuel tank when engine switched off

pressure equalisation with engine running

return of fuel vapours into combustion pro-cess

Fuel supply


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1.What is the oil for which is pumped throughthe holes in the connecting rod eye to the baseof the piston?

2.Complete the following text!

The ____________________________ sucks up

the fuel, pumps it via the____________________________ through the

____________________________ to the injection

valves.

The ____________________________ controls

the fuel pressure in the header depending on

the ____________________________ and chan-

nels excess fuel back to the

____________________________ .

Self check


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Siemens Motronic

Ignition system

Responsible for:

calculating the advanceangle

adjusting the advanceangle

monitoring the ignitioncoils

multiple ignition

Injection system

Responsible for:

calculating the injectiontime

determining the injectionsequence

calculating the mixtureenrichment

Idling control

Responsible for:

ensuring smooth enginerunning under all loads

maintaining idling speedsunder all loads

additionally: to heat thecatalytic converter afterignition

Injection and ignition system


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M

F F

M

189-07

Engine speed sender G28

Pressure tube to sender forintake manifold pressuresender G71

Plug to engine

Plug to vehicle

Ignition mapbalancing resistorN221

189-08

Ignition map balancing resistor

If using ROZ 91 instead of ROZ 95 the fixed

resistor in the control unit needs to beremoved.

The ignition map balancing resistor shifts theignition point to "delayed".

Plugs M and F have the sameconstruction. Check the labels onthe plugs and on the control unit.


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In control unit for Motronic J 220:

- Intake manifold pressure senderG71

Sender for coolant temperature G62

Intake air temperature sender G42

Lambda probe G39

- Throttle valve potentiometerG69

- Throttle valve positioner -potentiometer G88

- Idling switch F60

Ignition map balancing resistor N221

Control unit for MotronicJ 220

In the Throttle valve control unitJ 338:

Self diagnosisconnection

System overview


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189-04

Exhaust flap valve N220

Valve for tank venting N80

In throttle valve control unitJ 338:

- Throttle valve positionerV60

Cylinder transformersN222, N223

Fuel pump relay J 17

Injection valves N30, N31, N32, N33


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The static load high tension distributionsystem consists of:

- the control unit for processing the inputsignals

- two ignition coils

- each of which are allocated two sparkplugs.

The functions of the ignition system are:

- to calculate the advance angle

- to adapt the advance angle

- to monitor the ignition coils

- multiple ignition

J220

189-77


Intake manifold pressure sender G71



Injection valves N30, N31,N32, N33

Cylinder transformersN222, N223

Ignition system

189-22


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189,70

1 2 3 4

189-70

Double spark ignition

During each ignition cycle there is a spark onboth of the connected spark plugs. One istriggered in the power stroke and one in theexhaust stroke.

Electrical switching

10 Input signal ignition transformer N22211 Input signal ignition transformer N223P Spark plug plugQ Spark plugs

Q

P

N222N223

151151

10

15

J220

11 (T17a)

31

189-24

During ignition the engine control unitinterrupts the power supply to the appropriateignition coil. The sudden drop in voltage onthe primary coil induces a high voltage in thesecondary circuit. The discharge creates theignition sparks.

The secondary ignition coil, the spark plugsand the engine earth form a closed circuit.

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Advance angle adjustment

OT

:25

189-32

OT

88

189-33

OT

:02

189-34

OT

189-35

OT

:02

5

189-36

Load change

When travelling uphill there is a slight tendencyto jolting. After a load shift with traction thecontrol unit adjusts the advance angle to"Delayed" for two seconds.

Prevention of engine knock

At higher air intake and coolant temperaturesthere is a tendency for engine knock to arise. Forthis reason the control unit sets the advanceangle to "delayed" in this situation.

Overrun cut-off

When moving from overrun to acceleration thereis jolt caused by the change in the torque. Tomake this transition as gentle as possible thecontrol unit sets the advance angle to "delayed"for two seconds.

Digital Idling Stabilisation DIS

The DIS supports the idling control by adjustingthe throttle flap. The idling speed is controlledby the control unit adjusting the advance angleup to 8before or after TDC.

Warming up phaseAfter starting the engine the engine control unitadjusts the advance angle for roughly 25seconds to "delayed". The combustiontemperature increases and the catalyticconverter heats up more quickly.


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189-18

The engine speed sender G28

is an inductive sender. It registers the positionof the crank shaft and the engine speed.

189-67

Segments are attached to the flywheel for thesender to recognise.

When the segments pass over the sender thischanges the magnetic field. The enginecontrol unit calculates the engine speed from

this information.

There is also a permanent magnet on one ofthe segments.

The control unit recognises the signal from thesegments with and without the permanentmagnet. It assigns the segment with themagnet cylinders 2 and 3. In this waycylinders 1 and 4 can be distinguished fromcylinders 2 and 3.

Ignition system


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Application of signal :

Consequences of signal failure:

"Error message" self diagnosis:

Electrical switching:

1, 2 input signal - engine speed sender G28

1 2

G28

(T2)

J220189-19


no signal/implausible signalno magnet

speed implausible

The engine cuts out.

The engine cannot be started.

The engine speed signal is needed to calculate

- advance angle

- injection and

- engine load.


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The coolant temperature sender G62

registers the temperature of the coolant andrelays the signal to the engine control unit.

The sensor is an NTC resistor.

189-13

Consequence of signal failure:



7 input signal - coolant temperature senderG62

9 output signal

J220

7

G62

9(T17a)

Coolant temperature sender G62

short circuitinterruption

implausible signalloose contact

The control unit creates substitute values.These are so close to the actual value that theerror cannot be registered in the measured

data block. The error will, however, bedisplayed in the error memory.

Application of signal: - recognition of engine temperature

- calculation of advance angle

- calculation of injection time

189-15

Ignition system


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The intake air temperature sender G42

registers the temperature of the intake air andrelays the signal to the engine control unit.

The sensor is an NTC resistor.

189-16




16 input signal - intake air temperaturesender G42

9 output signal

J220

16

G42

9(T17a)


short circuitinterruption

loose contact

The control unit creates substitute values.These are so close to the actual value that theerror cannot be registered in the measureddata block. The error will, however, be

displayed in the error memory.

Application of signal: - calculation of advance angle

- calculation of engine load

189-17


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Ignition system

The intake manifold pressure sender G71

is in the Motronic control unit.

A pressure tube connects the manifold withthe intake manifold pressure sender.

The sensor is a piezoelectric resistor. Itchanges its resistance depending on thepressure.


"Error message" self diagnosis:Intake air temperature sender G71

implausible signalno signal

If the manifold pressure sender malfunctions asubstitute value is calculated from the signalsfrom the engine speed and throttle flappotentiometer sender signals.

Application of signal: - calculation of engine load


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Notes


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189-78


Intake manifold pressure sender G71



Injection valves N30, N31,N32, N33

Injection system

The functions of the injection system:

- to calculate the injection time

- to determine the injection sequence

- to calculate the mixture enrichment

Function

The control unit calculates the required fuel

quantity and the appropriate injection timefrom the input signals.

It controls two injection valves simultaneously.


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Injection valves N30 - N33

inject the fuel in a fine mist into the intakechannels. The fuel emerges from two holes

and is injected to the inlet valves.

The injection valves have no resistors in theircircuit. They have 12 V clocked controlvoltage. A continuous 12 V supply woulddestroy them.

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189-68

The injection valves should not beexposed to a continuous 12 Vsupply.


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Mixture enrichment

Start/warm-up

A cold engine needs a rich mixture. This iswhy the control unit increases the injectionquantity for a cold start and during the warm-up phase.

189-40

Injection system

Acceleration

During acceleration the control unit enrichesthe mixture to increase the performance.

This may involve multiple injections.

Full load

In order to increase the power optimally at fullload the control unit increases the proportionof fuel in the mixture. The injection valvesremain open longer.


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Overrun cut-off

During overrun no fuel is injected. In overrun

- the braking action of the engine isincreased

- less fuel is used

- the level of harmful emissions in theexhaust is reduced.

Engine speed limit

The engine speed is limited to 6200 1/min. Ifthe maximum speed is exceeded no more fuel

is injected.

189-43

Injection valve cut-off

6200

189-44


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The idling control is supported bythe advance angle adjustment. Thisreacts more quickly than the throttlevalve adjustment.

189-79


In throttle valve control unit J 338:- Idling switch F60- Throttle valve potentiometer G69- Throttle valve positioner -

potentiometer G88


In throttle valve control unit J 338:- Throttle valve positioner V60

The idling control has two functions:

- to ensure smooth engine running for allengine loads

- to maintain the idling revs for all engineloads

- additional function: to warm up thecatalytic converter at start up

Idling control


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The throttle valve control unit J 338

189-27

Electrical supply

Throttle valvepositioner -potentiometer G88

Throttle valvepotentiometerG69

Idling switch F60

Throttle valve positioner V60

Construction: The throttle valve control unit has the sameconstruction as the throttle valve control unitdescribed in SSP 173.

The only difference is that the idling switch ison the exterior and on the opposite side.

Signal processing: The throttle valve control unit recognises theposition of the throttle valve positioner andchanges it until the desired idling speed hasbeen reached.

In this way the idling speed can be set fordifferent engine loads.


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Consequences of signal failure in throttlevalve control unit:

An emergency speed is mechanically set bymeans of a spring

Additional function: warming up the catalyticconverter

The catalytic converter should be heated up as

quickly as possible to operating temperature.Therefore when the engine is cold the controlunit raises the idling speed for 25 secondsafter start up to 1150 1/min.

1150

:25

189-46



5, 14 control for throttle valve positioner V6017 input signal idling switch F608 input signal throttle valve positioner -

potentiometer G886 output signal of potentiometer15 input signal throttle valve potentiometer9 sender earth

155 14 17 8 6 9

V60

F60

G88M

G69

J220

(T17a)

31

Idling switch F60

implausible - closedloose contact

implausible - open

189-28

Throttle valve potentiometer G69

signal too largesignal too smallloose contact

Throttle valve positioner - potentiometer G88

signal too large

signal too smallloose contact

Idling control


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The 3-way catalytic converter

reduces the level of harmful substances

- carbon monoxide (CO)

- hydrocarbon (HC)

- nitrogen oxide (NOx)

in the exhaust gas.

It is contained in a stainless steel housing.

189-49

Operating temperature:

The catalytic converter cuts in at atemperature of roughly 250C.

The ideal operating temperature is between400and 800C. These temperatures ensure

- high level reduction of harmful emissions

- long life.

At temperature above 1400C the ceramic coremelts. This would destroy the catalyticconverter.

Exhaust gas cleaning


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189-50

exhaust flap

vacuum line

valve for exhaust flap N220

pressure container

catalytic converter

silencer

exhaust stream

Schematic diagram ofexhaust flap control

The exhaust flap

Function:

The exhaust flap, when closed, channels thestream of exhaust gases directly to thecatalytic converter so that it can reach itsoperating temperature. This happens at startup, during idling and part load.

Function:

The engine control unit operates the exhaust

flap via the exhaust flap valve and thepressure container.

If problems arise the exhaust flapshould be given a visual check. Seerepair manual.


The flap is open, the catalytic converter cannotoverheat.

When the flap is closed the stream of hotexhaust gases is channelled directly from theengine to the catalytic converter.

When the flap is open the exhaust gas ischannelled to the catalytic converter via thesilencer. The gases cool down slightly in thesilencer, yet are still within the operatingtemperature of the catalytic converter.

Exhaust gas cleaning


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Lambda control

This supports the function of the catalyticconverter by altering the quantity of fuel

injected depending on the oxygen content ofthe exhaust. This is to ensure that the exhaustcan be cleaned optimally in the catalyticconverter.

Conditions for lambda control:

coolant temperature > 60C

idling of part load

no overrun cut-off

Electric circuit:

6, 7 Lambda probe G39 input signal16 Control of lambda probe heating3 Control of exhaust flap N220

J220

31676

N220

G39

Z19

(T17b)

31

Lambda probe G39

This measures the oxygen content of theexhaust thereby making lambda controlpossible. This value is then passed to thecontrol unit as a voltage signal.

The lambda control is not possible until anoperating temperature of 300C has beenreached.

To aid this, electric heating is integrated in theprobe.

The optimum temperature is around 600C.The reaction times for the lambda probe are

shortest at this temperature.

189-75


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X

1432

4a4b4a4b

Q

P

N222N223

151151

5 14 17 8 6 15

V60

F60

G88M

G69

10

30

15

2

N30 N33

J2

4 16

G42

7

G62

913

N31 N32

11 (T17a)

(T17a)

IN OUT

X

Functional plan


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J17

N80

G6M

30

15

N221

10 15 13 14

A B C

S81

83171676

G28

951

N220

G39

Z19

(T17)

(T17)

31

1 2(T2)

189-60


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F60 idling switch

G6 fuel pump

G39 lambda probe

G42 intake air temperature sender

G62 coolant temperature sender

G69 throttle valve potentiometer

G88 throttle valve positioner potentiometer

G28 engine speed sender

J 17 fuel pump relay

J 220 Motronic control unit

J 338 throttle valve control unit

N30 injection valve cylinder 1




N80 valve for ACF

N220 valve for exhaust flap

N221 resistor for ignition map balancingresistor

N222 ignition transformer for cylinders 1and 4

N223 ignition transformer for cylinders 2and 3

P spark plug plug

Q spark plugs

V60 throttle valve positioner

Z19 heating for lambda probe

A self diagnosis

B engine speed signal

C input signal road speed

input signal

output signal

supply voltage

earth connection


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The self diagnosis system monitors

- the sensor signals

- the control of the actuators

- and the control unit.

If the control unit detects an error it calculatesa substitute valve from other signals andprovides emergency operation functions.Every detected error is stored in the controlunit.

If the control unit detects an errorit calculates a substitute valvefrom other signals and providesemergency operation functions.

Every detected error is stored inthe control unit.

V.A.G 1551

1 2 3

4 5 6

7 8 9

C 0 Q

V.A.G 1551/5

189-63

The following functions are available:

01 - control unit version inquiry

02 - error memory inquiry

04 - basic setting

05 - delete error memory

07 - actuator diagnosis

08 - read measured data block

Self diagnosis


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Function 02 - Error memory inquiry The colour coded sensors and actuators aremonitored by the self diagnosis.

189-64

The self diagnosis system distinguishesbetween the following errors:

- errors which are constantly present

- errors which are present for longer than3 seconds

- loose contact errors which arise more than5 times during a journey.

If an error does not occur for 19 journeys it isthen deleted.

If the engine control unit is removed or thebattery is disconnected the error messages arelost.


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Function 04 - Basic setting The control unit activates the throttle valvecontrol unit. It registers the increase in thecurrent of the servo-motor and the resistancevalue of the throttle valve positionerpotentiometer. It stores these values.

There are two possible ways to activate thebasic setting:

- turn on the ignition and wait for 10 secondsor

- select function 04 on the V.A.G. 1551 and pro-ceed following the instructions.

In both cases the accelerator pedalmust not be depressed.

Function 07 - actuator diagnosis - tank venting valve N80

- exhaust flap N220 and

- the exhaust flap after start up

are activated.

Self diagnosis


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Function 08 - read the data table Function 08 - read the data table.

189-66


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... the start of the injection phase needs tobe adjusted.

... nothing needs to be done.

... the ignition map balancing resistor inthe control unit needs to be removed.

A

B

C

If an ignition coil develops a fault theinjection is cut on the appropriate injec-tion valves.

The control unit measures the current flo-

wing between the ignition coil and thespark plugs in order to monitor the secon-dary circuit.

The current and voltage are monitored inthe circuit between the control unit andthe spark plugs.

A

B

C

1 2 3 4

N222

N223

Self check

1. To run the engine on ROZ 91 ...

2. Draw in the link between the spark plugs

and the ignition coils.

3. Which of the following statements are cor-rect? Tick the right answers.


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4. Decide which statements belong together.Connect them up.

5. Complete the following text.

Segments are mounted on the

____________________________ which are detec-

ted by the ____________________________. A

____________________________ is attached to

each segment. The

____________________________uses this to

distinguish whether the signal belongs to

___________________ and ______ or to

___________________ and ______ .

After starting the ignition

When moving from overrun toacceleration

On starting from cold

When the engine is cold

With full load

In overrun

the injection quantity is increased.

the advance angle is set to " Delayed" forroughly 25 seconds.

the quantity of fuel in the mixture isincreased.

the advance is briefly set to "delayed".

the fuel supply is cut by the injection valvesbeing switched off.

the idling revs are increased for 25 secondsafter start up to 1150 1/min.


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...be found by reading the error memory.

...not be found while it is still installed.

...be found by checking the values in thedata list.

A

B

C

8. Complete the following text. The engine control unit activates the flap via

the ____________________________ and the____________________________ .

When the flap is ____________________________

the hot stream of exhaust gas is channelled

directly from the engine to the catalytic

converter and accelerates the heating up of

the converter to its working temperature of

roughly 400C.

When the flap is ____________________________

the exhaust stream is channelled to the cataly-

tic converter via the silencer. In this case the

gas is so hot that even after being cooled in

the ____________________________ it is still hot

enough for the working temperature of the

catalytic converter to be reached.

Self check

6. An error in the coolant temperature sen-der can...

7. Give two factors which protect or supportthe function of the catalytic converter:


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Notes


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Answers to self check questions on page 13:

1.: for cooling

2.: The fuel pumpsucks up the fuel, pumps it

via the fuel filterthrough the headerto the

injection valves.

The diaphragm pressure controllercontrols

the fuel pressure in the header depending on

the intakemanifold pressureand channels

excess fuel back to the fuel tank.

Answers to self check questions from page 43:

1.: c

2.:

3.: a, c

1 2 3 4

N222

N223


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5.: Segments are mounted on the flywheelwhich are detected by the engine speedsender. A permanent magnetis attached toeach segment. The control unituses this todistinguish whether the signal belongs tocylinders 1 and 4or to cylinders 2 and 3.

6.: a

7.: e.g.- exhaust flap control- heating the catalytic converter after start up

8.:The engine control unit activates the flapvia the exhaust flap valveand the pressurecontainer.

When the flap is closedthe hot stream ofexhaust gas is channelled directly from theengine to the catalytic converter and accelera-tes the heating up of the converter to its wor-

king temperature of roughly 400C.

When the flap is openthe exhaust stream ischannelled to the catalytic converter via thesilencer. In this case the gas is so hot thateven after being cooled in the silencer it is stillhot enough for the working temperature of thecatalytic converter to be reached.

4.:

Please note that other combinations may also be correct.

after starting the ignition

when moving from overrun toacceleration

on starting from cold

when the engine is cold

with full load

in overrun

the injection quantity is increased.

the advance angle is set to "Delayed" forroughly 25 seconds.

the quantity of fuel in the mixture isincreased.

the advance is briefly set to "delayed".




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Documents

SSP189 the 2.3l Petrol Engine in the LT '97