INTAKE

The air entry routes to the cylinder can be

Throttle control
unit infinitely varied according to the position of
Tumble plate the flap valves. To aid with understanding,
two of these entry routes will be explained in
detail.
The first entry route is used for low load
operation, where the air passes into the
combustion chamber above the tumble
plate and the flaps in the inlet manifold are
closed.
This entry route provides an increase
in the recirculated exhaust gases since
Flap Valves their mixture with fresh air is improved.
Also the rapid flame propagation due to
the tumble effect of the gases improves
operating efficiency, combustion and
therefore consumption.
Tumble This entry route is known as the
turbulence
air-controlled combustion.

D102-18

In the second route, used under medium

and heavy load operation, the air mass
passes over and under the tumble plate and
the flap valves are opened in the inlet
manifold.
This mode facilitates cylinder filling and
provides better power and torque output.

D102-19

16
EXHAUST
Closed loop lambda sensor
Pre-catalyser
Main catalyser
Conventional lambda
sensor
The ever-greater demands on the exhaust
systems require an innovative approach,
adapted in turn to the FSI technology.
The exhaust system varies depending on
which exhaust gas emission legislation (EU II or
EU IV) has to be complied with. In the first case,
two lambda sensors and a main catalyser are
fitted, the front sensor is a closed loop type and
the rear one is a conventional sensor.
For the EU IV legislation, two extra pre-
catalysers are fitted together with the main
catalyser, and five lambda sensors are used.
The two sensors before the pre-catalysers are
the closed loop type and the two sensors after
the pre-catalysers and the main catalyser are
conventional types.
17
Conventional lambda
sensor
D102-20
This sensor layout allows control not only of
the exhaust gas emissions but also the
performance of the catalysers.
The exhaust layout is designed to collect the
exhaust gas from the cylinders in two down
pipes.
After passing over the pre-catalysers, the
exhaust runners join into one single pipe in a
layout known as the 4:2:1 configuration.
This layout makes it possible to obtain high
torque value increases at low and medium rpm
ranges, due to the fact that the reflux in the pipe
arrives just before the closure of the exhaust
valves and thus assists in cylinder evacuation.
All these characteristics lead to better engine
response.
COOLING CIRCUIT

Exhaust gas
recirculation Heater
solenoid radiator

Expansion tank

Engine block

Coolant
pump

Coolant
distribution Oil radiator on
valve automatic
gearbox
Engine oil versions
radiator

Throttle
control unit

Fans

Radiator

D102-21

It should be pointed out that the cooling - Lower temperatures when running under
circuit is now fitted with a thermostat full load, providing improved engine power
electronically controlled by the engine control output due to lower heating effect on the air
unit. entering the cylinder.
The control unit also governs the operation of
the fans, allowing precise control of engine Note: The coolant used for this engine is
cooling. G12 Plus.
The new electronically controlled cooling
system provides significant advantages such as:
- Higher temperatures at partial load
providing improved efficiency of operation,
thus reducing fuel consumption and the content
of noxious substance in the exhaust gas.

18
 Thermostat
(with
dilatation
Heater resistor material)

Lifting pin

Valve plate to close

Valve plate to close
small circuit
large circuit

Compression
spring

Thermostat heater
connection

D102-22

THERMOSTAT
The thermostat uses wax as a dilatable
material since the electrical resistor is
integrated in the same unit and governed by the
engine control unit.
OPERATION
The wax thermostat is located in the
distribution valve and immersed in coolant.
The wax element regulates the coolant flow
in the conventional manner without electrical
heating, however it is designed to handle higher
temperatures.
The coolant temperature causes the wax to
become liquid and dilate. This dilatation moves
the lifting pin and causes the thermostat to
open.
This now takes place at a new temperature
setting of 110˚C.
The wax element also has an incorporated
heater resistor, which when heated raises the
temperature of the wax even higher. This
means that the regulation no longer depends
solely on the coolant temperature, but can also
be map-controlled according to characteristic
maps stored in the engine control unit.

19
COOLING CIRCUIT

Heater
radiator

Engine block
Coolant pump

Coolant
distribution
valve with
thermostat
Oil radiator on
automatic
gearbox
versions
Electrical
thermostat

Engine oil
radiator

D102-23

COLD ENGINE
The small circuit includes the engine, the
coolant radiator, the oil radiator and on
automatic gearbox versions, the ATF radiator.
The electronic adjustment governed by the
control unit is not operational at the present
time.
The thermostat in the coolant distribution
valve closes the passage from the radiator and
opens the passage of the small circuit to the
coolant pump.
The radiator does not participate in this
coolant circuit.
The position of the thermostat provides rapid
engine and coolant heating.
The heat exchanger, the throttle butterfly
and the oil radiator all quickly reach working
temperature.

20
 Coolant pump
Coolant
distribution
valve with
thermostat
HOT ENGINE
The large coolant circuit comes into
operation when the thermostat is opened.
This occurs when the temperature of the
coolant reaches 110˚C or when the engine
control unit heats the electrical resistance.
The radiator is now incorporated in the
coolant circuit.
PARTIAL ENGINE LOAD
When the engine is running under partial
load, the recommended operating
temperature oscillates between 95 and
110˚C.
In this situation, the control unit supplies the
heater resistor with a low electrical signal,
permitting an increase in the coolant
temperature to the values indicated.
21
Radiator
D102-24
FULL ENGINE LOAD
When the engine runs under full load, a high
cooling efficiency is required, since the
operating temperature recommended
oscillates between 85 and 95˚C.
The engine control unit provides a strong
signal to the thermostat heater resistor, causing
it to fully open.
The coolant pump forces the coolant from
the cylinder head outlet directly to the radiator
to cool it down to the levels indicated. The
coolant returns at a lower temperature from the
radiator and passes to the engine and the rest
of the components from where it is drawn in
again by the pump.
LUBRICATION CIRCUIT

Control chamber
Oil outlet

Cylinder head outlet non-

return valve
Water entry
Radiator outlet non-
return valve

Water outlet

Oil entry

Oil/coolant radiator
Radiator bypass
valve

Paper filter

Oil pressure limiter

valve

Oil filter bypass

valve

D102-25

OIL FILTER
The new oil filter has been designed as a
plastic assembly containing the following
components:
- Paper oil filter.
- Oil/coolant radiator.
- Oil control chamber to separate the majority
of the crankcase breathing oil.
- Oil pressure limiter valve set at 4.2 bars.
- Radiator bypass valve, (bypasses the
radiator if the pressure difference between entry
and outlet exceeds 1.35 bars).
- Radiator outlet non-return valve (pressure
setting of 0.12 bars).
- Oil filter bypass valve (bypasses the filter if
the pressure difference between entry and
outlet exceeds 2.5 bars).
- Cylinder head oil outlet non-return valve
(pressure setting of 0.12 bars).
Before changing the paper filter, the filter
should be drained with the tool designed for
this purpose.
Note: The filter has to be removed using two
tools, one for draining the oil from the filter and
another for unscrewing the filter casing.

22
 Variable timing
Hydraulic tappets solenoid

Chain
Cylinder tensioner
head bolt

Non-return valve
Oil
injectors Oil radiator bypass
valve

Connecting rod Non-return valve

/ crankshaft
assembly

Balance shaft
assembly Engine oil
radiator

Oil filter bypass valve

Oil pressure limiter

Oil pump Safety valve valve
D102-26

LUBRICATION CIRCUIT
The lubrication circuit is notable for its
compactness due to the incorporation of the
new oil filter module.
The oil pump is fitted in the balancer shafts
support assembly together with the safety valve,
which limits the maximum circuit pressure to
11.5 bars.
The oil is expelled from the pump towards the
filter module from where it exits clean and
cooled towards the engine block.
In the engine block, the oil is distributed to the
crankshaft- connecting rod assembly, to the oil
injector nozzles and to the balancer shafts
assembly.
The module is fitted with an integrated non-
return valve in the circuit leading to the cylinder
head.
After this valve, the oil flows to the cylinder
head and supplies the hydraulic tappets, the
camshaft bearing supports, the chain tensioner
and the variable timing adjustment solenoid.

23
LUBRICATION CIRCUIT

Valve cover Labyrinth

Cylinder head
seal Membrane
gases
type valve

Oil separator
Oil return
to cylinder
head

Gases
Labyrinth
escape from
pistons

Screen on the
intake of engine
block gases
Oil return
to sump

Engine block
gases

D102-27

CRANKCASE VENTILATION
The objective of the crankcase ventilation is
to allow exhausting of the gases generated by
the engine and subsequent separation of the oil
contained in these gases to return it to the
sump.
The engine block gases are recovered by the
oil filter module, which is fitted with an inlet
screen to prevent the entrance of oil in liquid
form.
The initial separation of the oil contained in
the crankcase ventilation gases is achieved by
the labyrinth located in the upper part of the
module and the oil is then returned to the sump.
The remainder of the gases pass on towards
the cylinder head to the second labyrinth.
At the entrance, the gases from the cylinder
head join with those of the block and pass to the
inside of the labyrinth where the oil in
suspension is separated.
The labyrinth contains two oil separators
and an incorporated siphon, which facilitates
the return of the recovered oil to the sump and
prevents the entrance of gases from the cylinder
head.
Finally the clean gases are drawn in by the
engine through the membrane type valve.
Note: For more information, consult the Self
Study Program No. 89 “1.2L 12 V Engine”.

24
FUEL SUPPLY

The fuel system consists of a high and low-
pressure circuit.
The pressure in the low-pressure circuit is
raised to a value of approximately 6 bars by
means of an electric pump, and the fuel is then
passed through a filter before entering the high-
pressure pump.
In the high pressure circuit, the fuel pressure
varies between 40 and 110 bar, and flows from
the high pressure pump to the fuel rail and from
there to the injectors.
The pressure relief valve is designed to
protect the components in the high-pressure
circuit and opens at a pressure above 120 bars.
The return fuel passes to the high-pressure
pump supply duct when the pressure relief
valve opens.

Pressure sender
G247 Pressure relief valve
40 - 110 bars

Supply
High-pressure pump

High-pressure
injection solenoid Low pressure
High pressure
Electric 6 bars
pump G6
Fuel filter

D102-28

HIGH-PRESSURE PUMP Inlet camshaft

The high-pressure pump has one single
piston and is mechanically driven by the dual
lobe cam on the camshaft.
The pressure output is controlled by the
pressure-regulating valve N276. Pressure regulating
valve N276
The pressure pulsations in the system are
eliminated by the pressure damper.
The pump cannot be repaired and it is
supplied as a complete unit from the parts
department.

Pressure
dampener

D102-29

25
FUEL SUPPLY

High-pressure piston
Pressure
regulating valve
N276
Valve needle
Pumping chamber

Exhaust
valve

High-pressure
connection

Coil

Fuel supply
Armature
Inlet valve

Pressure dampener

D102-30

PRESSURE REGULATING
VALVE N276
For safety reasons, the pressure-regulating
valve is an open valve when de-energised.
This means that the total quantity of oil flow
generated by the pump returns to the low-
pressure circuit over the valve seat.
When current is applied to the coil, a
magnetic field is generated which moves the
armature and the valve piston, thus closing the
valve.
When the control unit detects that the
required pressure has been reached in the fuel
rail, it cuts off the current supply to the pressure-
regulating valve.
The high-pressure fuel passing from the
pump opens the needle and the excess fuel
passes from the pump to the low-pressure
circuit.
The pressure dampener reduces the
pressure fluctuations, which occur when the
high-pressure fuel is evacuated from the
pumping chamber to inlet side.

26
 OPERATION
During the upward movement of the piston,
the fuel flows into the pumping chamber over
the inlet valve with a pressure of approximately
6 bars, generated by the electric pump in the Piston
tank.

Chamber

Inlet valve

From the supply

duct

During the downward movement of the

piston, the fuel is compressed and when the Regulating
pressure in the fuel rail is exceeded, the exhaust To the
valve
valve opens and fuel is passed out to the rail. fuel rail

Exhaust
valve

To regulate the amount of fuel delivered, the

pressure-regulating valve is held closed from
the TDC point of the piston up to a specific point
in its travel.
This specific travel point is calculated by the Regulating
engine control unit based on the pressure Chamber valve
required in the system.
When the piston travel point is reached, the
pressure-regulating valve opens and the
pressure is lowered in the pumping chamber as
the fuel is passed to the return passage.

To the supply
duct D102-31

27
FUEL SUPPLY

High-pressure pump
Pressure relief
valve

High fuel pressure sender

Supply

Injection
solenoid
Low fuel pressure
valves
sender

Fuel supply orifices for

Mounting
injectors
components

D102-32

FUEL RAIL
The fuel rail is made from aluminium and is Note: The assembly made up of the fuel rail and
bolted to the cylinder head. the flap valves together with the servomotor is
The rail is fitted with the servomotor for the one single module, and is supplied as a single
operation of the flaps, the flaps and the fuel part by the parts department.
supply passages. Also the pressure relief valve
and the high-pressure sender are bolted directly
to the rail.
The task of the rail is to distribute the high-
pressure fuel to the injectors and provide these
with sufficient fuel to avoid oscillations at the
moment of injection.

28
 Support ring
Fine filter
Solenoid
Armature
Injector needle
INJECTORS
The function of the high-pressure injector is
to atomise the fuel and create a specific fuel/air
mixture in a defined combustion chamber
area.
On account of the difference between rail and
combustion chamber pressure, injector
actuation causes the fuel to be forced directly
into the combustion chamber.
Two booster capacitors integrated into the
engine control unit generate the necessary
actuation voltage of 65 V. This high voltage is
required to ensure a much shorter injection
period than with inlet-manifold (indirect
injection) injection.
The power requirement however was
reduced by the use of the so-called “free travel”
of the armature, achieved by disconnecting the
armature from the injector needle.
29
O-ring seal
Free travel of
the armature
4/100 mm
Teflon seal
D102-33
This means that the initial inertia forces are
lessened due to the play between these
components.
Therefore when current is applied to the
solenoid coil, the armature moves first and the
needle is lifted later.
The tool kit T10133 is required when
removing, refitting or replacing the Teflon seal
on the injectors.
Note: A repair kit is available from the parts
department including the mounting
components, the sealing o-ring and support ring
and Teflon seal needed to fit the injectors.
NOTES

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30
ING102cd