Service 57

57
Übersicht bisheriger Selbststudienprogramme
Nr. Titel Nr. Titel

1 Mono-Motronic 51 Ottomotor 2,0 l/85 kW mit Ausgleichswellen-

Diesel engine
2 Zentralverriegelung getriebe und 2-stufigem Schaltsaugrohr
3 Diebstahlwarnanlage 52 ŠkodaFabia;
4 Arbeiten mit Stromlaufplänen 1,4 l TDI-Motor mit Pumpe-Düse-Einspritzsystem
5 ŠKODA FELICIA 53 ???
6 ŠKODA-Fahrzeugsicherheit 54 ???
7 ABS Grundlagen – nicht veröffentlicht 55 FSI-Ottomotoren; 1,6 l/85 kW und 2,0 l/110 kW
8
9
ABS-FELICIA
Wegfahrsicherung mit Transponder
56
57
Direktschaltgetriebe
Dieselmotor; 2,0l/100 kW TDI Pumpe-Düse,
2,0 l/100 kW TDi Pump-Injector
10
11
Klimaanlage im Kraftfahrzeug
Klimaanlage FELICIA
2,0l/103 kW TDI Pumpe-Düse
2,0 l/103 kW TDi Pump-Injector
12 1,6 l-Motor mit MPI
13 1,9 l-Saugdieselmotor
14 Servo-Lenkung
15 ŠKODA-OCTAVIA
16 1,9 l-TDI Motor
17 OCTAVIA Komfortelektronik-System
18 OCTAVIA Schaltgetriebe 02K/02J
19 Benzinmotoren 1,6l/1,8l
20 Automatisches Getriebe-Grundlagen
21 Automatisches Getriebe 01M
22 1,9 l 50 kW SDI/1,9 l 81 kW TDI
23 Benzinmotor 1,8 l 110 kW Turbo

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Benzinmotor 1,8 l 92 kW
24 OCTAVIA – CAN-Datenbus
25 OCTAVIA – CLIMATRONIC
26 OCTAVIA – Fahrzeugsicherheit
27 OCTAVIA – Motor 1,4 l und Getriebe 002
28 OCTAVIA – ESP
29 OCTAVIA – 4 x 4
30 Benzinmotor 2,0 l 85 kW/88 kW
31 OCTAVIA – Radio-/Navigationssystem
32 ŠKODA FABIA
33 ŠKODA FABIA – Fahrzeugelektrik
34 ŠKODA FABIA – Servolenkung
35 Benzinmotoren 1,4 l - 16 V 55/74 kW
36 ŠKODA FABIA – 1,9 l TDI Pumpe-Düse
37 5-Gang-Schaltgetriebe 02T und 002
38 ŠkodaOctavia – Modell 2001
39 Euro-On-Board-Diagnose
40 Automatisches Getriebe 001
41 6-Gang-Schaltgetriebe 02M
42 ŠkodaFabia – ESP
43 Abgasemission
44 Wartungsintervall-Verlängerung
45 1,2 l 3-Zylinder-Ottomotoren
46 ŠkodaSuperb; Vorstellung des Fahrzeuges Teil I
47 ŠkodaSuperb; Vorstellung des Fahrzeuges Teil II
48 ŠkodaSuperb; V6-Ottomotor 2,8 l/142 kW
49 ŠkodaSuperb; V6-Dieselmotor 2,5 l/114 kW TDI
50 ŠkodaSuperb; Automatisches Getriebe 01V
Self-Study Programe
Nur für den internen Gebrauch in der ŠKODA-Organisation. ❀ Dieses Papier wurde aus
Alle Rechte sowie technische Änderungen vorbehalten. chlorfrei gebleichtem
Zellstoff hergestellt.
S00.2003.57.00 D Technischer Stand 01/04
© ŠKODA AUTO a. s. http://partner.skoda-auto.com
ProCarManuals.com

The times are long past, where diesel engines were slow acting, woke
up the whole neighbourhood during morning start-up, and black
smoke was trailing out of the exhaust when driving at full speed.
The driving performance, dynamics as well as vehicle comfort,
economy and emissions have been significantly improved through
further development of all engine components, combustion
procedure, materials and machining procedure as well as the injection
pressures.

In order to comply with strict exhaust gas emission regulations and to

lower the fuel consumption at a high performance, Škoda Auto a. s.
relies on the TDI Engine generation with 4-valve technology.

2 GB
 Contents

Introduction 4

Engine mechanical components 6

Cylinder head 6
Supporting frame 7
4-valve technology 8
Roller rocker arm 10
Valve seat rings 11
Piston 12
Toothed belt drive 14
Tandem pump 15
Unit injector 17
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Engine management 20
System overview 20
Control unit at CAN data bus 22
Engine speed sender 23
Hall sender G40 24
Clutch position sender G476 26
Accelerator pedal position sender G79 and G185 28
Exhaust gas recirculation system 33
Glow plug system 36

Function diagram 40

Notes 42

Service Service Service Service Service Service Service Service Service

OCTAVIA
OCTAVIA IIII OCTAVIA II OCTAVIA II OCTAVIA II OCTAVIA II OCTAVIA II OCTAVIA II OCTAVIA II

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maintenance, setting and repair instructions

in the Workshop Manual.

GB 3
 Introduction

2.0 ltr./103 kW or 100 kW* TDI Unit Injector Engine with 4-valve technology
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SP57_01

The 2.0 ltr./103 kW or 100 kW* TDI Engine is
the first representative of the new generation
of TDI Engines with 4-valve technology from
VOLKSWAGEN. A 100 kW version of the
engine has already been fitted in the
Volkswagen Touran. It has been developed
from the 1.9 ltr./96 kW TDI Engine.
The enlargement of the displacement in
comparison to the basic engine was achieved
by increasing the size of the cylinder bore.
The new 2.0 ltr/103 kW or 100 kW* TDI Engine
has a newly developed crossflow aluminium
cylinder head with two inlet and two exhaust
valves per cylinder.
Other technical highlights are:
• switchable radiator for exhaust gas
recirculation,
• crankshaft sealing flange with integrated
sensor rotor for engine speed,
• new glow plug system.

* The 2.0 ltr./100 kW TDI Engine is only

intended for the Belgium market.

4 GB
 Technical Data

Engine code letters BKD AZV

Design 4-cylinder inline engine
Displacement 1968 cm3
Bore 81 mm
Stroke 95.5 mm
Compression ratio 18.5 : 1
Valves per cylinder 4
Firing order 1–3–4–2
max. power output 103 kW at 4000 rpm 100 kW at 4000 rpm
max. torque 320 Nm at 1750 to 2500 rpm 320 Nm at 1750 to 2500 rpm
Engine management Bosch EDC 16 with Unit injection system
Fuel Diesel at least 49 CZ
Exhaust after treatment Exhaust gas recirculation, Oxidation catalytic converter
Emission standard EU4
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Power output/torque diagram

2.0 ltr./103 kW TDI – BKD 2.0 ltr./100 kW TDI – AZV

100 360 100 360

80 320 80 320

70 280 70 280

60 240 60 240
M (Nm)
M (Nm)

P (kW)
P (kW)

50 200 50 200

40 160 40 160

30 120 30 120

20 80 20 80

SP57_02 SP57_79
0 1000 2000 3000 4000 5000 6000 0 1000 2000 3000 4000 5000 6000
n (min–1 ) n (min–1 )

M = Torque; n = Engine speed; P = Power output

At a speed between 1750 rpm and 2500 rpm At a speed between 1750 rpm and 2500 rpm
the 2.0 ltr./103 kW TDI Engine has a torque of the 2.0 ltr./100 kW TDI Engine has a torque of
320 Nm. 320 Nm.
It reaches its maximum power output of It reaches its maximum power output of
103 kW at a speed of 4000 rpm. 100 kW at a speed of 4000 rpm.

GB 5
 Engine mechanical components

Cylinder head

vertically positioned,
centrally mounted unit
injector
Valve lever for
unit injector Valve-lever shaft

Inlet camshaft
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SP57_03
Exhaust camshaft

Inlet duct
Full floating axle
Roller rocker arm for
valves

Outlet duct

Valves in vertical
position

The cylinder head of the 2.0 ltr. TDI Engine is a
crossflow aluminium cylinder head with two
inlet and exhaust valves per cylinder.
The valves are positioned vertically.
The two overhead camshafts (D-OHC) are
driven together via a toothed belt.
The exhaust camshaft ensures besides the
exhaust valve control also the drive of the unit
injectors.
The inlet camshaft ensures besides the control
of the inlet valves also the drive of the tandem
pump.

The valve actuation is performed via the roller

rocker arms, which are located on the full
floating axles.

6 GB
 Supporting frame

The supporting frame is a compact pressure

casting out of aluminium. It takes over the
following functions:

• Mounting of the camshafts

• Mounting and guidance of the valve-lever
shaft for the drive of the unit injectors
• Location of the central plug for the current
supply
• Location of the cable duct for the unit
injectors and glow plugs.

SP57_04

Crossbar

Axle mounting of inlet

camshaft
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Cable duct The whole structure of the supporting frame

with its triple force crossbars reinforces not
only the cylinder head but also clearly
SP57_05 improves the acoustics of the engine.

Axle mounting of
exhaust camshaft

Central plug
Bearing support of the
valve-lever shaft

Screwed connection concept

Supporting frame “Screw in Screw”

The supporting frame is directly bolted with

both inner rows of bolts into the bolt heads of
Cylinder head
the cylinder head bolts using the so-called
“Screw in Screw” connection. This space-
saving screw concept of the supporting frame
and cylinder head with cylinder block is an
Cylinder head important prerequisite in achieving a short
bolt cylinder distance.

SP57_06 Cylinder block

GB 7
 Engine mechanical components

4-valve technology

Two inlet and exhaust valves per cylinder are
mounted vertically.
Shape, size and location of the inlet and outlet
ducts ensure an improved volumetric
efficiency and a better gas exchange.
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The vertically positioned, centrally mounted
unit injectors are directly located above the
middle piston combustion cavity.
This structure enables a good mixture
formation. As a result, a low fuel consumption
and reduced exhaust emissions are achieved.

Outlet duct Inlet duct

SP57_07

In order to achieve optimum flow characteristics in the inlet and outlet ducts turn the valve star
45° towards the engine longitudinal axle.

Conventional positioning of the valves Valve star turned around 45°

Inlet duct
Outlet duct

SP57_08 SP57_09

8 GB
 Drive of the inlet and exhaust valves

Exhaust camshaft

Both camshafts for the control of the inlet and

exhaust valves are driven via a toothed belt.
The valve actuation is performed via the roller
rocker arms, which are located on the full
floating axles.

SP57_10

Full floating axle Inlet camshaft

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Because of the installation conditions, the four roller rocker arms differ in shape and size.

Roller rocker arm

Full floating axle

SP57_11

Exhaust valve
Full floating axle

Inlet valve

GB 9
 Engine mechanical components

Roller rocker arm

Roller rocker arm
Oil duct They are moveable parts which are mounted
on the full floating axle. The valve clearance
balancing element is located directly above
the valve stem.

Sliding The oil is supplied from the full floating axle

shoe via an oil duct in the roller rocker arm to the
valve clearance balancing element. A sliding
Valve stem shoe, which is located between the valve
Valve clearance clearance balancing element and the valve
balancing stem is moveable and ensures an equal fuel
element SP57_12 distribution.

Full floating axle

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Camshaft Structure and function of the valve clearance

balancing element
Roller rocker arm

The valve clearance balancing element

consists of two moveable parts related to one
Piston another: the piston and the cylinder.
Oil storage
chamber
Oil duct Both parts are pushed apart by the piston so
High pressure far until there is no more play between the
chamber roller rocker arm and the camshaft. The non-
return valve is used for filling and sealing the
high pressure chamber.

Cylinder
Piston
SP57_13
spring
Non-return valve

Valve stem

10 GB
 Valve stroke

If the cam presses onto the roller rocker arm,

the non-return valve closes and there is a
pressure build-up in the high-pressure
chamber.
The valve clearance balancing element acts
like a rigid element when opening the inlet or
the exhaust valve, as the oil cannot be
compressed in the high pressure chamber.

SP57_14

Balancing of the valve clearance

The cam does no longer press onto the roller

rocker arm and the inlet and the exhaust valve
is closed. The pressure in the high pressure
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chamber drops. The piston spring presses the

Play
cylinder and the piston so far apart until there
is no more play between the roller rocker arm
and the camshaft. The non-return valve
opens, so that the oil can flow into the high
pressure chamber.
SP57_15

Valve seat rings

Additional conductor
Valve seat width
The seal to the combustion chamber is made
possible through the valve seat.
In order to increase surface pressing and at
the same time the tightening force in the
contact area between the valve seat and the
valve seat ring, the valve seat width is reduced
by an additional conductor. This additional
SP57_16 conductor ensures also a good swirl
Valve seat ring Valve seat generation of the suctioned air.

Note:
The valve seat rings must not be reworked, otherwise the swirl of the streaming in
air and thus the mixture formation is altered significantly.
Only refacing is permissible.

GB 11
 Engine mechanical components

Piston
Combustion
Valve pocket chamber cavity The pistons of the 2.0 ltr. TDI Engine have a
centrally positioned combustion chamber
cavity.
A good swirl formation and thus an optimum
Top land mixture formation is achieved by this
combustion chamber cavity.

The dead space and thus also the low

emissions are decreased through reducing the
Cooling duct valve pocket depth and a top land width of
only 9 mm.

SP57_17

Dead space
Dead space
top land
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valve pocket
Dead space

The dead space is the chamber, which the

flame front cannot reach easily during the
combustion cycle. In this area the fuel is only
burned partially.

SP57_18
SP57_34

Cooling duct

Cooling duct

The piston has a waveshaped cooling duct.

When the oil is flowing through, the
temperature in the area of the piston rings and
piston crown drops. The wavy shape results in
a larger surface of the cooling duct and
therefore an improved heat transfer from the
piston to the oil. As a result, the cooling effect
is improved.

SP57_19

12 GB
 Piston pin decentralization
Piston pin
decentralization
Piston pin decentralization means, that the
piston is mounted off-center. This measure is
intended for noise reduction, because the
piston tilting in the top dead center is reduced.

Cylinder axle
Piston pin
axle SP57_20
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During each inclination of the conrod piston side forces occur, which press the piston
alternately against the cylinder wall.

SP57_21 SP57_22 SP57_23

In the area of the top dead center the piston
side force changes its direction. There the
piston is tilted towards the opposite cylinder
wall and through this noise occurs. In order to
reduce it, the piston pin axle is mounted off-
center.
By decentralizing the piston pin axle, the
piston already changes its side before top
dead center as well as before the pressure
increase and it rests on the opposite cylinder
wall.

GB 13
 Engine mechanical components

Toothed belt drive Camshaft

Both camshafts as well as the coolant pump

are driven via the toothed belt by the
crankshaft.

Toothed belt

Coolant pump

Crankshaft

Toothed belt

The 30 mm wide toothed belt is provided with

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a back fabric out of polyamide. The wear of

the toothed belt edges is reduced through the
back fabric.
SP57_24

Base material out of

rubber Back fabric out of
polyamide

Cover fabric out of

SP57_25
polyamide

Cords out of glass fiber

Toothed belt guard

For noise insulation, the toothed belt guard Toothed belt guard
has on the inside a velvety flock material out
of polyamide fibers.

Polyamide fibers

SP57_26

Plastic SP57_27

14 GB
 Tandem pump Vacuum pump

Because of the new cylinder head, the tandem

pump has a new structure.
It includes the vacuum pump and the fuel
pump. The tandem pump is driven by the inlet
camshaft.

SP57_28

Fuel pump

Vacuum pump

The vacuum pump consists of a rotor which is The air is suctioned on the suction side out of
mounted off-center and a slideable vane the vacuum system, which is pumped on the
positioned vertically to the rotor axle. The pressure side via a flutter valve in the cylinder
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vane is out of plastic and it separates the head. The vacuum pump is supplied with oil
vacuum pump in two chambers – suction side via a duct to the cylinder head. The oil is used
and pressure side. The vane constantly for lubricating the rotor and as a precise
changes its position due to the rotary sealing of the vane to the pump housing.
movement of the rotor. As a result, one of the
chambers increases and the other chamber
decreases.

Air inlet from

vacuum system

Vane
Drawn in Suction side
air
Rotor

Vane Rotor

Air outlet to cylinder

head (flutter valve)

Compressed
air

SP57_29 SP57_30

Delivery side
Oil duct

GB 15
 Engine mechanical components

Fuel pump

Return flow to tank

Fuel feed pressure
control valve Feed from tank

Strainer

Pressure control valve

Fuel return flow

Return flow of the unit

injectors

Feed of the unit

injectors

SP57_31
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The operation of the fuel pump is based on
the principle of a crescent pump. The suction
and delivery diagram of the fuel is shown in
the individual illustrations on the movement
of the red marked partial quantity within the
pump.
The fuel pressure is regulated by the pressure
control valve in the fuel feed.
Its maximum fuel pressure is 1.15 MPa at an
engine speed of 4000 rpm.
The pressure control valve in the fuel return
flow maintains the fuel pressure in the return
flow at approx 0.1 MPa. This ensures a
uniform force ratio in the solenoid valves of
the unit injectors.

SP57_32 SP57_33

16 GB
 Pump-nozzle unit

For the 2.0 ltr. TDI Engine with 4-valve

technology, the unit injector was further
developped.

Features of the unit injector:

• slim and compact structural shape,

• fastening to the cylinder head with two
screws,
• increase of the injection pressure in the
partial load range,
• reciprocating piston-brake for reducing the
injection noise,
• newly formed, cone-shaped support of the
unit injector in the cylinder head.
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SP57_35

Fitting location

The unit injector is located in the cylinder

head. It is positioned vertically und mounted
centrally directly above the piston combustion
cavity.

Fastening

The fastening of the unit injector is performed

with two screws. This screwed connection
without nearly any radial stress reduces the
structure-borne sound transfer from the unit
injector to the cylinder head.

SP57_36

Fixing screws

GB 17
 Engine mechanical components

Conical seat

The newly formed, cone-shaped support of

the unit injector in the cylinder head makes it
possible to achieve an optimum centering of
the nozzle.
Cylinder head
As a new sealing concept between the
injection nozzle and the cylinder head, the flat
support with sealing washer has been
modified to a conical seat.

As a result, the previous heat shield gasket

and the lower O-seal are no longer needed
(see SSP 52, page 17).

Reciprocating piston-brake
SP57_38
The reciprocating piston is located between SP57_35

the pump and the nozzle and controls the Conical seat
quantity as well as the duration of the
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preinjection.
In order to reduce the injection noises, the unit
injector is fitted with a reciprocating piston
brake. For the unit injection system, injection
noises can be caused by:

• the steep pressure build-up and pressure

drop in the reciprocating piston-pressure
chamber,
• the cavity formation (cavitation) after
pressure drop,
• the mechanical stop of the:
– Reciprocating piston,
– Solenoid valve needle,
– Noozle needle.

As an effective and pratical measure for noise

reduction, the reciprocating piston must brake
before its mechanical stop, the so-called
“reciprocating piston brake”. SP57_35

The reciprocating piston brake reduces the

hydraulic presssure via the reciprocating Alternative piston
piston before the reciprocating piston reaches
its mechanical stop.
SP57_39

18 GB
 Guide cylinder of Working mode
reciprocating piston
For the reciprocating piston brake, the guide
cylinder of the reciprocating piston is
Trihedron
equipped with three even surfaces (trihedron)
and a control edge.
The reciprocating piston is in a closed
condition before the reciprocating movement.
Control edge

Alternative piston

Pump-nozzle unit

SP57_41
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Immediately after the commencement of the

downward movement there is a high pressure
build-up at the large reciprocating piston
diameter and this enables a fast end of the
Large reciprocating
preinjection.
piston diameter

SP57_42

As soon as the guide cylinder reaches the

control edge via the three even surfaces, the
feed to the reciprocating piston-pressure
chamber is blocked. This immediately reduces
the pressure at the large reciprocating piston
diameter. As a result, the reciprocating piston
strikes more slowly and the striking noise is
Reciprocating piston- reduced.
pressure chamber

SP57_43 19
GB
 Engine management

System overview
Sensors

Engine speed sender G28

Diesel direct injection

system control unit J248
Hall sender G40
(engine control unit)

Accelerator pedal position sender G79

Accelerator pedal position sender -2- G185

Air mass meter G70

CAN Drive
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Coolant temperature sender

(radiator outlet) G83

Coolant temperature sender G62

K-wire
Fuel temperature sender G81

CAN Diagnosis
Intake air temperature sender G42
Charge air pressure sender G31

Brake light switch F

Cruise control system brake pedal switch F47

Diagnostic connection

Clutch position sender G476

Auxiliary signals:
Vehicle speed signal
CCS switch
AC generator – terminal DFM
Terminal 50 – starter signal
AC compressor ON

20 GB
 Actuators

Unit injector solenoid valve

cyl. 1 - 4 N240 - 243

Valve block consists of:

• Solenoid valve for exhaust gas
recirculation N18
• Solenoid valve for charge
pressure control N75
• Exhaust gas recirculation
cooler change-over valve N345
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Data bus diagnostic

interface J533 GATEWAY Intake manifold flap motor V157
CAN combi

Control unit with Fuel pump relay J17

display in dash panel Fuel pump G6
insert J285

35 120 1
30 40
25 16
0
km/h
20

180
15

200 220
10
5

24
0

Radiator fan control unit J293

Radiator fan V7
Radiator fan, right V35
Glow period Fault
warning indicator
lamp K29 lamp for self-
diagnosis
K83
Automatic glow period control
unit J179
Glow plug 1 Q10
Oil level/oil temperature
sender G266
Glow plug 2 Q11
Glow plug 3 Q12
SP57_44 Glow plug 4 Q13

GB 21
 Engine management

Control unit at CAN data bus

The diagram illustrated below shows the
linking of the diesel direction injection system
control unit J248 to the CAN data bus
structure of the vehicle.
Information is transmitted via the CAN data
bus to the control units. For example the
diesel direction injection system control unit
receives the speed signal from the speed
sensor via the ABS control unit.

J743
J248
J217
J104
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J533
J285 J527
J519
J234
SP57_45

J104 ABS with ESP control unit

J217 Automatic gearbox control unit CAN data bus “Drive”
J234 Airbag control unit
J248 Diesel direct injection system CAN data bus “Convenience”
J285 Control unit with display in dash panel
insert CAN data bus “Infotainment”
J519 Electrical system control unit
J527 Steering column electronics control unit
J533 Data bus diagnostic interface J533
(Gateway)
J743 Direct shift gearbox mechatronics

22 GB
 Engine speed sender G28
Sealing flange The crankshaft sealing flange on the flywheel
side is combined with the sensor rotor for the
engine speed. The sealing ring in the sealing
Engine speed sender flange is made out of Polytetrafluorethylene
G28 (PTFE).
The engine speed sender is a Hall sender. It is
screwed into the housing of the crankshaft
sealing flange. The sensor rotor is exactly
positioned and pressed onto the crankshaft
flange.

SP57_46

Reference mark
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Engine speed sender The sensor rotor consists of a steel ring which
G28 is spray-painted with a rubber mixture.
This rubber mixture contains a large amount
of metallic swarfs, which are magnetized
alternatively towards the north and south
magnetic pole.
As reference marks for the engine speed
sender, two larger areas magnetized towards
the north magnetic pole are located on the
SP57_47 sensor rotor.
It results in a 60 – 2 – 2 sensor rotor.
North pole Sensor rotor
South pole

Use of signal Effects of signal failure

The engine speed and the exact position of
the crankshaft is detected by the engine
control unit through the engine speed sender
signal. The injection quantity and the
commencement of injection is calculated
using this information.
In case of failure of the engine speed sender,
the engine continues to run in the emergency
mode. At the same time the engine speed is
limited to 3200 rpm to 3500 rpm.

GB 23
 Engine management

Hall sender G40

Sensor rotor
The Hall sender is attached to the cylinder
head below the inlet camshaft. It scans a
sensor rotor, with which the position of the
camshaft is detected.

SP57_48

Hall sender G40

The sensor rotor on the camshaft is newly

designed. In combination with the Hall sender
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TDC cylinder 4
G40 (camshaft), there is an emergency TDC cylinder 3
function, which enables the engine to
continue operating also in case of a failure of
the engine speed sender.
On the circumference of the sensor rotor there
are 4 segments with segment widths of 6°,
24°, 12° and 18° camshaft angle for the
cylinder assignment. Another segment with a
length of 45° camshaft angle is used for the
cylinder assignment in the emergency mode. TDC cylinder 1
TDC cylinder 2

Sensor rotor
SP57_49
Hall sender G40

Use of signal Effects of signal failure

When starting the engine the exact position of
the camshaft to the crankshaft is detected with
the Hall sender signal. Determine together
with the engine speed sender signal G28
which cylinder is located in the ignition TDC.
In case of signal failure, use the engine speed
sender signal. The engine may not start
immediately, because the camshaft position
and thus the cylinders are not detected
immediately.

24 GB
 Emergency function

In contrast to the previous TDI Engines, this engine continues to operate in case of failure or
implausible signals of the engine speed sender.

For the emergency function, the engine control unit only evaluates the rising sides of the
segments of the Hall sender signal, because too many segment sides are detected and cannot
be easily assigned by the engine control unit due to the vibrations caused during the starting
procedure. The 45° segment is used as a reference mark for detecting the TDC cylinder 3.

In emergency mode:

• the engine speed is limited to 3200 rpm tp 3500 rpm,

• the injection quantity is limited,
• more time is required for the starting procedure.

Signal formation of the Hall sender G40 (camshaft) and

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the engine speed sender G28 in normal operation

Camshaft rotation

18° CS 45° CS 6° CS 24° CS 12° CS 18° CS

TDC 1 TDC 3 TDC 4 TDC 2 TDC 1

Crankshaft rotation Crankshaft rotation

CS = Camshaft SP57_50

Signal formation of the Hall sender G40 (camshaft) and

the engine speed sender G28 in emergency mode

18° CS 45° CS 6° CS 24° CS 12° CS 18° CS

TDC 1 TDC 3 TDC 4 TDC 2 TDC 1

CS = Camshaft SP57_51

GB 25
 Engine management

Clutch position sender G476

The clutch position sender is clipped onto the

master cylinder. It detects if the clutch pedal is
operated.

Clutch with clutch

position sender

Use of signal

If the clutch pedal is operated

• the cruise control system is deactivated and
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• the injection quantity is reduced briefly and SP57_52

therefore prevents the engine from jerking
during gearshifts.

Tappet
Bracket

Master cylinder

Structure

The master cylinder is fixed via a bayonet

connection to the bracket.

When operating the clutch pedal, the tappet

moves the piston with the permanent magnet
into the master cylinder.

Clutch position sender

SP57_53

Pedal travel
Piston with
permanent magnet

26 GB
 Working mode

C l u tch pedal not ope rate d Tappet

Piston with permanent
magnet
If the clutch pedal is not operated, the tappet
and the piston with permanent magnet are in
the off position. The analysis electronics in the
clutch position sender sends a signal voltage
to the engine control unit, which is 2 Volts
below the supply voltage (battery voltage). SP57_54
The engine control unit then detects that the
clutch pedal is not operated. Hall sender operating
point

Signal voltage to the

Clutch position sender engine control unit

Tappet
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C l u tch pedal not ope rate d Piston with permanent

magnet
When operating the clutch pedal, the tappet is
moved together with the piston with the
permanent magnet towards the clutch
position sender The permanent magnet is
SP57_55
located at the front end of the piston.
As soon as the permanent magnet overruns
the operating point of the Hall sender, the Hall sender operating
analysis electronics only sends a signal point
voltage of 0 to 2 Volt to the engine control
unit. Signal voltage to the
It then detects that the clutch pedal is Clutch position sender engine control unit
operated.

Effects of signal failure

In case of signal failure of the clutch position

sender, the cruise control system has no
function and engine jerks can occur during
gearshift.

GB 27
 Engine management

Accelerator pedal position sender

G79 and G185
Both accelerator pedal position senders are
components of the accelerator pedal module.
In ŠkodaOctavia it is positioned vertically on
the vehicle floor. Accelerator pedal
module
In the accelerator pedal module are
integrated:
• Accelerator pedal,
• Kinematics,
• Kick-down force element SP57_56
(on vehicles fitted with automatic
gearbox),
• Lifter with accelerator pedal position As a new feature, the pedal travel sensor is
senders G79 and G185, designed as a linear travel sensor. Both
• Pedal stop. accelerator pedal position senders G79 and
G185 operate contactless according to the
Besides the improved ergonomic properties, induction principle.
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the new accelerator pedal module offers the

advantage that no basic setting is required for
the kick-down. The pedal stop is integrated at
the module and through this the tolerances
between the accelerator pedal and the stop on
the side of the body no longer apply.
The kinematics of the accelerator pedal
module converts the angle movement of the
accelerator pedal to a linear movement. In the
kinematics, the spring assembly ensures
together with the frictional element the
accustomed pedal touch.

Accelerator pedal
Accelerator pedal stop

Kick-down force element

(automatic gearbox) Spring assembly

SP57_57

Metal plate
SP57_58

Kinematics
Frictional element
of kinematics
Housing part with end cover and
with the senders G97 and G185
located on the circuit board

28 GB
 Structure and design

The circuit board has four layers and
possesses two sensors G79 and G185 which
operate independent of each other.
This multi-layered arrangement on a circuit
board makes it possible to assign to each
sensor, a respective excitation coil, three
reception coils and a control and analysis
electronics.
There are two excitation coils, six reception
coils as well as two control and analysis
electronics located on one circuit board. The
reception coils of each sender have a rhomb
shape and are assigned out of phase to each
other.
The metal plate is attached to the kinematics
of the accelerator pedal module so that it
moves at a short distance and in a straight line
along the circuit board when operating the
accelerator pedal.

Plug housing with Pins 1 to 6

Circuit board housing

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Processors
(control and analysis
electronics)
Circuit board

SP57_59

Contact for pin

connection
Rhomb shape Excitation coils
reception coils

Pin assignment

Pin 1 Supply voltage 5 V for G185 Pin 4 Voltage signal of G79

Pin 2 Supply voltage 5 V for G79 Pin 5 Earth for G185
Pin 3 Earth for G79 Pin 6 Voltage signal of G185

GB 29
 Engine management
Function
The pedal electronics supplied by the engine
control unit with a constant voltage of 5 Volt
generates a high frequency alternating
voltage, as a result an alternating current
flows through the excitation coils. This
generates an electromagnetic alternating field
around the excitation coils and at the same
time it is effective on a metal plate. As a result
the inducted voltage in the metal plate evokes
this time a second electromagnetic alternating
field around the metal plate.
Control and analysis
electronics
Metal plate
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Excitation coils
Electromagnetic metal
plate alternating field
The position of the metal plate is a
determining factor for the inducted alternating
voltage of the reception coils. Depending on
the accelerator pedal position, there is a
varying overlapping of the metal plate to the
reception coils. The amplitude sizes of the
inducted alternating voltages in the reception
coils differ depending on its position.
Metal plate in idle
position
30
This is constant within the excitation coils, i.e.,
it is independent of the accelerator pedal
position.
Both alternating fields (of the excitation coils
and of the metal plate) are effective on the
reception coils and induct a corresponding
alternating voltage.
for diesel direct injection
system control unit J248
Circuit board
SP57_60
Rhomb shape
reception coils
Electromagnetic excitation
coils alternating field
An exact position determination is made
possible through the rhomb shaped, out of
phase location and varying direction of
winding of the three reception coils.
There will always be only one definable
accelerator pedal position – refer to fig.
SP57_75 on page 31.
The varying direction of winding of the
reception coils gives the resulting voltage
signal in the reception coils a continuously
changing direction. In the case of an identical
overlapping of the reception coils a different
voltage signal is received.
Metal plate in full load
position
SP57_61
GB
 Output signal

The analysis electronics proportions the
different alternating voltages of the three
reception coils to each other (ratiometering),
whereby only the differential voltages are
measured. The two reception coils which
amplitude shows the smallest voltage level
are very significant. Thus, it is achieved that
only the part of the sinus signal with the
largest linearity and sensitivity is used.
In the present example (fig. SP57_75) it would
be the red and blue illustrated reception coil.
After the voltage evaluation, the result is
converted into a linear constant voltage (see
fig. SP57_62 on page 32) and is made
available to the engine control unit at the
sender output.

Example:
Accelerator pedal in partial load
Metal plate
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U2
U1
U3

SP57_75

U1

0 Voltage curve of reception coil 1

s
SP57_76

U2

0 Voltage curve of reception coil 2

s
SP57_77

U3

0 Voltage curve of reception coil 3

s
SP57_78

U1, U2, U3 – Voltage

s – Metal plate path

GB 31
 Engine management

Advantage

Besides the contactless and thus wear-free
working method, it is advantageous for both
senders to use the ratiometering procedure.
Due to the ratiometering, the path
proportional output signal becomes
independent to a large extent from the
component tolerances and electromagnetic
interferences.
As magnetic materials are not necessary,
there are hardly any deviations, which are
caused by the decreasing magnetism.
The output signals of both senders are
generated in such a way that they are identical
to the signals of the previous sliding contact
senders.

Kick-down area
(automatic gearbox)
V
5,0

G79
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G185

SP57_62
0
Accelerator pedal stop
Accelerator pedal path in degrees

Accelerator pedal stop

up to kick-down force element
(automatic gearbox)
Use of signal

The engine control unit uses the constant voltage signals of both senders for accelerator pedal
position to calculate the injection quantity.

Effects of signal failure

In case of failure of one or both senders, an entry is stored in the fault memory of the engine
control unit and the fault lamp for self-diagnosis is switched on.
The convenience functions, for example the cruise control system or the engine drag torque
control are deactivated.

In case of failure of a sender In case of failure of both senders

the system operates first of all in idle. If the the engine runs only at increased idle speed
second sender in the idle position is detected (maximum 1500 rpm) and no longer reacts to
within a determined test period, the drive the accelerator pedal.
mode is again enabled.
At desired full load, the speed is only slowly
increased.

32 GB
 Exhaust gas recirculation system

During the exhaust gas recirculation one part The quantity of exhaust gases supplied to the
of the exhaust gases is led back to the suction combustion chamber is dependent on:
side and again passed into the combustion
chamber. Because the exhaust gases contain – the engine speed,
very little oxygen, the combustion peak – the injection quantity,
temperature and thus also the combustion – the drawn in air mass,
maximum pressure is reduced. This has as a – the intake air temperature and
consequence a reduction of nitrogen oxide – the air pressure.
emissions.

J248
G28 G70 G62
G28 Engine speed sender
G62 Coolant temperature sender
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G70 Air mass meter

Solenoid valve block J248 Diesel direct injection system
N18 Valve for exhaust gas recirculation
A N75 Charge pressure control solenoid
V157 valve
N345
N75

N18

N345 Exhaust gas recirculation cooler

change-over valve
V157 Intake manifold flap motor
A Exhaust gas recirculation valve
B Vacuum unit
C Radiator for exhaust gas
recirculation
B D Vacuum pump
D C
E Catalytic converter

SP57_63

Note:
The exhaust gas recirculation is influenced by a performance map in the engine
control unit.

GB 33
 Engine management

Switchable radiator for exhaust gas recirculation

The 2.0 ltr./103 kW or 100 kW TDI Engine has a

switchable radiator for exhaust gas recirculation.

Coolant connection Radiator for exhaust gas

to exhaust gas recirculation
recirculation valve
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SP57_64

Vacuum box
from exhaust manifold

Function principle of the exhaust gas recirculation

The combustion temperature is decreased through the cooling of the supplied exhaust gases
and a large mass of exhaust gases can be drawn in. This results in very little nitrogen oxide.

A switchable radiator for exhaust gas recirculation is used so that the engine and the catalytic
converter can reach their operating temperature more rapidly. The supplied exhaust gas is
cooled down after reaching its operating temperature.

34 GB
 E x haust gas r e circula tion is switch e d o ff

Up to a coolant temperature of 50 °C the exhaust gas flap remains open and the exhaust is
guided past the radiator. Through this the catalytic converter and the engine reach their
respective operating temperature within a short period of time.

Valve for exhaust gas

Engine control unit J248 recirculation N18 Exhaust gas recirculation
valve

Cooler
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Exhaust gas recirculation

cooler change-over
SP57_65
valve N345
Vacuum box Exhaust gas flap

E x haust gas r e circula tion switched o ff

As of a coolant temperature of 50 °C the exhaust flap of the radiator is closed. Now the drawn in
exhaust gas flows through the radiator.

Solenoid valve block

Cooler

Exhaust gas recirculation

cooler change-over
SP57_66
valve N345

Vacuum box Exhaust gas flap

GB 35
 Engine management

Preheating system

A new preheating system is used in the The advantages of the new preheating system
2.0 ltr./103 kW or 100 kW TDI Engine. are:

The new preheating system is a diesel quick • Safe start at temperatures up to –24 °C
start system. It enables practically in all • Extreme rapid heating-up time; within
climatic conditions an “otto engine” 2 seconds 1000 °C is achieved on the glow
immediate start without a long preheating. In plug
combination with the 6-hole injection nozzle, • Controllable temperature for preheating
which has a nozzle jet specially designed as an and afterglowing
“ignition jet”, the new preheating system • Self-diagnosis capability
offers excellent cold start and cold running • Euro-On-Board diagnosis capability
properties.

System overview
Diesel direct injection
system control unit J248
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(engine control unit) Glow plug 1 Q10

Automatic glow period

control unit J179 Glow plug 2 Q11

Engine speed
sender G28
CAN Drive

Data bus diagnostic Glow plug 3 Q12

interface J533
GATEWAY
CAN combi

Coolant Glow plug 4 Q13

temperature
Control unit with
sender G62
display in dash panel
insert J285
SP57_67

30
25
20

1/m
1/
15
10
5
0

Glow period
warning lamp
K29

36 GB
 Automatic glow period control unit J179

The automatic glow period control unit

receives the information for the glowing
function from the engine control unit.
The glow duration, the glow period, the
actuation frequency and the duty cycle for the
glow plugs are thus determined by the engine
control unit.
SP57_68

The f unct ions of the a utom a tic glo w p e r i o d c o n tr o l u n i t a r e :

1. Switching of the glow plugs with a PWM signal (PWM = pulse width modulation) transmitted
from the engine control unit
• PWM-Low-Noise = Glow plug energized
• PWM-High-Noise = Glow plug de-energized

2. Integrated excess voltage and excess temperature control unit deactivation,

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3. Single plug monitoring

• Detection of overcurrent and short circuit in glow circuit
• Overcurrent deactivation of glow circuit
• Diagnosis of glow electronics
• Detection of an open glow circuit in case of failure of a glow plug

30

J317
= = Supply voltage
= Earth
= Control signal from engine control unit
T94/3 = Diagnosis signal to engine control unit
T94/30
J179
J179 = Automatic glow period control unit
T94/63
J248
J248 = Engine control unit
J317 = Voltage supply relay
Q10 - Q13 = Glow plug

Q10 Q11 Q12 Q13

SP57_69

GB 37
 Engine management

Glow plugs

The glow plug is a component for cold start support. It creates ideal ignition conditions for the
injected fuel through the electrically generated heat energy which is inducted in the combustion
chamber.

On the basis of the 4-valve technology, the spaces available for the glow plug are very limited.
This is why the glow plugs have a slim structural shape.

Connecting bolt

The glow plug consists of a plug body,

heating element and heating and control helix Conventional
as well as a connecting bolt. glow plug
Plug body
The glow plugs have a nominal voltage of
4.4 Volt. In comparison to the conventional
Glow plug with
self-regulating metal glow plugs, the helix
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Heating shortened
combination consisting of the control helix element helix
and the heating helix is shortened to about a combination
third and through this the glow period is
shortened to 2 seconds. Control helix

Heating helix SP57_71

SP57_70

Note:
Never inspect operation of glow plugs with 12 Volt, otherwise the glow plug will melt!

Caution!
Tightening torque for the glow plugs with shortened helix combination is 10 Nm.

Glow plug
Pump-nozzle unit
Function principle of the “ignition jet”

The 2.0 ltr. TDI Engine has a 6-hole injection Ignition jet
nozzle. One of the injection orifices is
designed so that the “ignition jet” has an
optimal distance to the glow plug. The cold
start and cold running properties of the engine
are improved through this “ignition jet”.

SP57_72

38 GB
 Preglowing

After switching on the ignition, the preglowing
system is activated at a temperature below
14 °C.
To do so the engine control unit transmits a
PWM signal to the control unit for glow plug
actuation. The glow plugs are also actuated
with a PWM signal by the control unit for glow
plug actuation.
In the first phase of the preglowing, the glow
plugs are operated for maximum 2 seconds
with a voltage of approx. 11 Volt. After this,
the glow plugs are supplied by the control unit
for glow plug actuation with the necessary
voltage which is required for the respective
operating condition.

1100 35

1050 30 Temperature pattern

of the glow plug
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Temperature [°C]

1000 25 during glowing

950 20 Voltage [V]

900 15 Voltage pattern

during the glowing
850 10

800 5

750 0
0 5 10 15 20 25 30 35 40
Time [s] SP57_73

After-glowing

If the coolant temperature is below 20 °C,
after-glowing occurs after each engine start,
which reduces combustion noises and at the
same time decreases hydrocarbon emissions.
The actuation of the glow plugs is set by the
engine control unit dependent on load and
engine speed.
When the engine is running the glow plug
cools down through the air movemenent
during load change. Furthermore the
temperature of the glow plug decreases with
increasing speed at a constant glow plug
voltage.
In order to compensate for the cooling effects,
the voltage is increased by the engine control
unit in line with a performance map which is
dependent on load and speed.

Note:
As of a coolant temperature of 20 °C there is no more afterglowing.
The afterglowing is interrupted after max. 3 minutes.

GB 39
 Function diagram

+30
+15

J317
J29

S S S S

V157
Q10 Q11 Q12 Q13
M
J179

31
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T94/ T94/ T94/ T94/ T60/ T60/ T94/ T94/ T94/ T94/ T94/
49 3 5 6 25 60 1 2 4 30 63

J248
T60/ T60/ T60/ T60/ T60/ T60/ T94/ T94/ T94/ T94/ T94/ T94/ T94/ T94/ T94/ T94/ T94/
32 31 46 1 47 48 76 38 78 62 84 39 83 61 17 15 20

J527

N240 N241 N242 N243 G42 G31 G79 G185

A CAN data bus Low G133 Fuel composition sender

B CAN data bus High G185 Accelerator pedal position sender -2-
F Brake light switch G476 Clutch position sender
F47 CCS brake pedal switch (only manual gearbox)
G6 Fuel pump J17 Fuel pumpe relay
G28 Engine speed sender J179 Automatic glow period control unit
G31 Charge air pressure sender J248 Diesel direct injection system
G40 Hall sender J293 Radiator fan control unit
G42 Intake air temperature sender J317 Terminal 30 voltage supply relay
G62 Coolant temperature sender J329 Terminal 15 voltage supply relay
G70 Air mass meter J519 Electrical system control unit
G79 Accelerator pedal position sender J527 Steering column electronics control
G81 Fuel temperature sender unit
G83 Coolant temperature sender, N18 Valve for exhaust gas recirculation
radiator outlet N75 Solenoid valve for charge pressure
control
40 GB
 J329
S S

J519
J293 V7 V35 S S S S

J17

G476
G70

N345 N18 N75 F47 F

G6
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T94/ T94/ T94/ T94/ T94/ T60/ T60/ T60/ T94/ T94/ T94/
47 52 40 60 82 15 13 29 43 65 87

T94/ T60/ T60/ T60/ T60/ T60/ T60/ T60/ T60/ T60/ T60/ T60/ T60/ T60/ T60/ T60/ T94/ T94/
72 57 42 58 28 27 12 53 52 10 20 5 39 40 38 37 66 89

G28 G40 G62 G133 G81 G83

SP57_74

N240 Valve for pump-nozzle, cylinder 1 Colour coding

N241 Valve for pump-nozzle, cylinder 2
N242 Valve for pump-nozzle, cylinder 3 Input signal
N243 Valve for pump-nozzle, cylinder 4
N345 Exhaust gas recirculation cooler Output signal
change-over valve Supply voltage
Q10 Glow plug 1
Q11 Glow plug 2 Earth
Q12 Glow plug 3
Q13 Glow plug 4 CAN data bus
S… Fuse
V7 Radiator fan Bidirectional
V35 Radiator fan, right
Diagnostic connection
V157 Intake manifold flap motor

GB 41
 ProCarManuals.com

42
Notes

GB
 ProCarManuals.com

GB
43
 Service 57

47
Dieselmotor
2,0 l/100 kW TDI Pumpe-Düse
2,0 l/103 kW TDI Pumpe-Düse
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Selbststudienprogramm
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All rights reserved. Subject to technical modification. factured from chlorine-free
bleached cellulose.
S00.2003.47.00 GB Technical Status 10/01
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