Service Training

Self-study Programme 547

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The 2.0-l 176-kW TDI Biturbo Engine

from the EA288 Diesel Engine Family
Design and function

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The 2.0-l TDI biturbo engine

engine family and is
being used for the first time in the Passat 2015. Its output of 176 kW makes it the most powerful four-cylinder
diesel engine in the Volkswagen Passenger Cars range. The very high torque of 500 Nm is reached at an engine
speed of 1,750 rpm.
In order to transfer the power onto the road in the best way possible, the engine has been combined with
4MOTION all-wheel drive and a 7-speed dual clutch gearbox. Thanks to its modern engine management system
and the SCR exhaust gas treatment system, the engine is very environmentally friendly and produces low CO2
emissions.

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s547_100

The Self-study Programme shows the

design and function of
new developments.
The contents will not be updated.

For current testing, adjustment and repair

instructions, refer to the relevant service
literature.

Important
note

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Contents

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Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
The 2.0-l 176-kW TDI biturbo engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

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Engine mechanics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Crankshaft group . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Cylinder head. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Camshaft housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Toothed belt drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Oil supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Thermal management system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Air duct system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Turbocharger system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Charge pressure control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Emission control module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Trap catalytic converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Common rail fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
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Engine management system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32

System overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Engine control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Exhaust gas temperature sender 1 G235 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
AG.

Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Test your knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39

Introduction
The 2.0-l 176-kW TDI biturbo engine
The 2.0-l 176-kW biturbo engine is based on the EA288 Vmodular
diesel matrix introduced in 2012.
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Its high power output has been achieved among
other
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Technical features
- Two-stage turbocharger system consisting of high-pressure and low-pressure turbochargers
- Two balance shafts
- Thermal management system using an on-demand coolant pump
- Water-cooled charge air cooler
- Emission control module with an oxidising catalytic converter and a diesel particulate filter
- Dual-circuit exhaust gas recirculation system consisting of high-pressure and low-pressure exhaust gas
recirculation
- SCR exhaust gas treatment system
- Common rail fuel injection with a maximum injection pressure of 2,500 bar

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s547_070

Technical data
Engine code

CUAA

Type

4-cylinder in-line engine

1,968 cm3

Displacement
Bore

81.0 mm
95.5 mm

Valves per cylinder

1-3-4-2

Maximum output

176 kW at 4,000 rpm

Maximum torque

500 Nm at 1,750 to 2,500 rpm

Engine management system

Fuel

Bosch EDC 17
Diesel compliant with DIN EN590

Exhaust gas treatment

Dual-circuit exhaust gas recirculation system,

oxidising catalytic converter, diesel particulate
filter and SCR system

Emission standard

EU6

Torque and power diagram

[kW]

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180

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520

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[Nm]

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Firing order

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Compression ratio

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15.5:1
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170
160

460

150

440

140

420

130

400

120

380

110

360

100

340

90

2,000

4,000

6,000

s547_092

Stroke

[rpm]

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Engine mechanics
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Cylinder block

The cylinder block is based on the 2.0-l TDI engines from the EA288 diesel engine family (mono turbo).
It is made from an alloy of cast iron with flake graphite. Adding the reinforcements to the cylinder block has
increased the strength and improved the acoustics.

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Balance shafts
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Reinforcements

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s547_003

Grey cast iron cylinder block

The bolts for the crankshaft bearing caps are longer due to the increased loads and are screwed deeper into the
cylinder block.

Crankshaft

Crankshaft bearing
caps
Crankshaft bearing caps

Bolt for crankshaft

bearing cap

s547_102
Conrod bearings

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is made from a high-strength steel alloy (material

Crankshaft

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The
42, CrMoS4).
It is mounted in five bearings and has four counterweights on the crank webs. The gears for driving the balance
shafts and for driving the oil pump have been shrunk onto the crankshaft.

Pistons

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Piston with central piston bowl

The piston spray nozzles have an enlarged oil flow

that allows better cooling of the pistons. The annular
cooling channel has been optimised and has been
moved further up towards the piston crown. The
piston crown and piston bowl are cooled better due to
the higher position of the cooling channel.

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The pistons are made of aluminium and feature a new

piston geometry. The central piston bowl has been
enlarged for the biturbo engine to reduce the
compression ratio to 15.5:1 (110-kW mono turbo
16.2:1). The pistons have an annular cooling channel
and are cooled via piston spray nozzles in the
cylinder block.

Fracture-split trapezoidal conrod

AG.

Balance shaft

Prote
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Annular cooling channel

Oil inlet/
outlet
Oil inlet/
outlet

s547_103
Counterweight

Crankshaft
bearing

Balance shaft

Gear wheel for driving the balance shafts

s547_104

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The valve arrangement uses the traditional design,

i.e. the inlet valves are on the intake side and the
exhaust valves are on the exhaust side.
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The cylinder head is made from an aluminium alloy

and uses four-valve technology.
The valves are actuated by roller rocker fingers with
hydraulic compensation elements. The intake ports
have been made straighter and have larger crosssections to minimise pressure losses and allow a high
flow of charge air.

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Roller rocker finger

Exhaust port
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Compensation element

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Cylinder head

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Intake port

Exhaust valve

Inlet valve

s547_115

Upper coolant jacket

Lower coolant
jacket

s547_071

Cross-flow cooling
The cylinder head uses cross-flow cooling with a
lower and an upper cooling jacket.
The cooling of the cylinder head has been improved
with coolant passages between the inlet ports.

Coolant passages between the

inlet ports

Camshaft housing
The inlet and exhaust camshafts have been integrated
into a camshaft housing. The exhaust camshaft is
driven by a toothed belt. The exhaust camshaft then
drives the inlet camshaft via spur gears.

The sender wheel for the Hall sender G40 is located

on the inlet camshaft. The Hall sender is inserted into
the camshaft housing and bolted.

Sender wheel for

Hall sender G40
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Hall sender G40

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Camshaft housing

Spur gears

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s547_072

Exhaust camshaft

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Inlet camshaft

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Engine mechanics
Toothed belt drive
The exhaust camshaft, the two-piston high-pressure pump for the common rail system and the coolant pump are
driven by the toothed belt drive. The toothed belt has been reinforced due to the increased loads.

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Exhaust camshaft
Camshaft toothed
ss belt pulley

Inlet camshaft

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Damper wheel

Automatic
tensioning roller
Toothed belt

Toothed belt pulley for

high-pressure pump

Drive pulley for coolant

pump

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Crankshaft
toothed belt pulley

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Drive pulley
for oil and vacuum pump on
crankshaft

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Damper wheel

s547_105

Maintenance-free toothed belt for oil pump

Oil and vacuum pump drive pulley

Crankshaft pulley
The toothed belt is stretched four times per
crankshaft revolution due to the use of a two-piston
high-pressure pump.
A bi-oval pulley has been fitted to the crankshaft to
reduce the loading on the toothed belt. The bi-oval
pulley changes the ratio and thus counteracts the
stretching of the toothed belt.

Large
diameter

Small diameter

10

s547_113

Oil supply
The oil is supplied via a two-stage, volume flow regulated vane pump. The oil pump is driven by the crankshaft via
a maintenance-free toothed belt. It supplies the crankshaft group, the valve gear, the high-pressure turbocharger
and the low-pressure turbocharger with sufficient engine oil.

Oil pressure switch F1

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Oil pressure switch for reduced
oil
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s547_011

High-pressure stage
3.3-3.8
bar

Low-pressure stage

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Oil pressure control

The oil pressure is controlled using two pressure stages.
The switch-over from the low-pressure stage with a
lower delivery rate of 2.02.3 bar to a high-pressure
stage with a greater delivery rate of 3.33.8 bar occurs
at an engine speed of 3,000 rpm.

2.0-2.3
bar
Pressure requirements

3,000 rpm

s547_042

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The oil pump switches to the higher oil pressure stage for the first 1,000 km in order to improve the
running-in performance of the engine when it is new. After new parts are installed, e.g. engine, short
engine, cylinder head, camshaft housing or turbocharger, the oil pressure control should be limited to
the high oil pressure stage for 1,000 km.
The high oil pressure stage is set with the vehicle diagnostic tester.

11

AG.

Engine mechanics
Thermal management system
The coolant circuit consists of three sub-circuits:
- Micro-circuit
- High-temperature circuit
- Low-temperature circuit

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12

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Key
1 Coolant expansion tank
2 Heat exchanger for heater
3 Exhaust gas recirculation cooler
4 Coolant pump for high-temperature circuit V467
5 Injector for reducing agent N474
6 Low-pressure turbocharger compressor housing
7 Low-pressure turbocharger bearing housing
8 Cylinder head
9 Gear oil cooler
10 Cylinder block
11 On-demand coolant pump
Volkswagen AG
12 Coolant valve for cylindergehead
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Vol sender G62
13 Coolant temperature
by
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14 Charge airocooler

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16 Engine oil cooler

17 Thermostat
18 Throttle valve module GX3

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19 Exhaust gas recirculation control motor GX5

20 Coolant pump for low-temperature circuit V468
21 Actuator for engine temperature regulation N493
22 Water radiator for charge air cooling circuit
23 Radiator for engine coolant
24 Auxiliary radiator
Restrictor
Non-return valve

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sensor G18
15 Temperature
ss

The system should be charged and bled with the cooling system charge unit
VW6096 and the vehicle diagnostic tester together with Guided Functions.
Always follow the instructions and observe the information provided in ELSA
when working on the cooling system.
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You will find further information about the function of the coolant circuit in Selfstudy Programme no. 514 The New EA288 Diesel Engine Family.
s547_035

13

Engine mechanics
Micro-circuit

High-temperature circuit

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14

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The thermostat opens once the coolant temperature

reaches approximately 92C.
Coolant flows through the following components:
- Coolant expansion tank (1)
- Heat exchanger for heater (2)
- Exhaust gas recirculation cooler (3)
- Coolant pump for
high-temperature circuit V467 (4)
- Low-pressure turbocharger bearing housing (7)
- Cylinder head (8)
- Gear oil cooler (9)
- Cylinder block (10)
- On-demand coolant pump (11)
- Coolant valve for cylinder head N489 (12)
- Coolant temperature sender G62 (13)
- Engine oil cooler (16)
- Thermostat (17)
- Throttle valve module GX3 (18)
- Exhaust gas recirculation control motor GX5 (19)
- Radiator (23)
- Auxiliary radiator (24)

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When the engine is cold, the micro-circuit enables the

engine and the passenger compartment to be
warmed up quickly.
Coolant flows through the following components:
- Heat exchanger for heater (2)
AG. Volkswagen AG d
- Exhaust gas recirculation cooler (3)
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- Coolant pump for
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high-temperature circuit V467 (4)
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- Low-pressure turbocharger bearing housing
(7)
- Cylinder head (8)
- Gear oil cooler (9)
- Cylinder block (10)
- On-demand coolant pump (11)
- Coolant valve for cylinder head N489 (12)
- Coolant temperature sender G62 (13)

s547_055

s547_056

Low-temperature circuit
The low-temperature circuit cools the intake air
temperature to approximately 45C in the charge air
cooler.
Coolant flows through the following components:
- Injector for reducing agent N474 (5)
- Compressor housing of
low-pressure turbocharger (6)
- Charge air cooler (14)
- Temperature sensor G18 (15)
- Coolant pump for
low-temperature circuit V468 (20)
- Actuator for
engine temperature regulation N493 (21)
- Water radiator for charge air cooling circuit (22)
s547_057

Temperature sensor G18

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Signal use
The engine control unit uses the signal to calculate the
required position of the actuator for engine
temperature regulation N493.

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Temperature sensor G18

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Effects upon failure

If the signal fails, the actuator for engine temperature
regulation N493 is set to cooling position, i.e. the
coolant flows only via the water radiator for charge
air cooling circuit.

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Charge air cooler

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The temperature sensor G18 is screwed in directly in front oforthe water-cooled charge air cooler. It measures
tee the
h
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input coolant temperature of the water-cooled charge air
cooler.
ss

s547_074

15

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Engine mechanics
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Regulation with the actuator for engine atemperature
sthe

Actuator for engine temperature regulation N493

Adjustable passage

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Coolant pump
for low-temperature
circuit V468

Connection to radiator

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Connection to bypass channel

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regulation has the following advantages:

- The coolant temperature can be adjusted quickly
and precisely.
- The thermal loading of the charge air cooler is low
due to the smaller temperature differences
between the coolant and the charge air.
- The electrical coolant pump in the
low-temperature circuit is fully activated as far as
possible and thus ensures a high coolant flow to
the water-cooled charge air cooler. Heat is thus
constantly dissipated from the charge air cooler
and a build-up of heat is avoided.

Bypass passage

Water radiator
for charge air
cooling circuit

Inlet connection

s547_096

Actuator for engine

temperature
regulation N493

Function of actuator for

engine temperature regulation N493
The actuator for engine temperature regulation N493
is adjusted according to the engine load and the
coolant temperature in the low-temperature circuit.
The amount of coolant bypassing the radiator
increases as the adjustable passage is moved
towards the bypass passage. The coolant that
bypasses the radiator is not cooled.

16

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Charge air cooler

Temperature
sensor G18

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In the EA288 TDI engines with a turbocharger,

coolant temperature in the low-temperature circuit is
regulated with the electrical coolant pump for lowtemperature circuit. In the 2.0-l TDI biturbo engine,
the coolant temperature is regulated by the actuator
for engine temperature regulation N493.

s547_106
Adjustment unit with evaluation electronics

The adjustable passage is continuously variable and

is controlled by the evaluation electronics in the
adjustment unit. The adjustment unit is integrated into
the actuator for engine temperature regulation
N493. The evaluation electronics determine the
position of the passage by means of a travel indicator
in the adjustment unit and transmit it to the engine
control unit.

One particular load is the high charge pressure of up

to 3.8 bar (absolute) as well as the thermal loading
that acts on the components in the charge air system.
Hoses have therefore been avoided as far as possible
and charge pressure pipes that can withstand higher
temperatures and pressures are used.

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The charge air system is made up of the following components:

- Air filter
- Low-pressure turbocharger
- High-pressure turbocharger
- Charge pressure pipes
- Pulsation damper
- Compressor bypass valve
- Throttle valve module
- Intake manifold with integrated charge air cooler
- Flow-optimised intake ports in the cylinder head
- Inlet valves
Low-pressure

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The charge air system has been designed so that the

distances are short and the cross-sections large. This
minimises pressure losses. Thanks to the compact
charge air system, a small volume needs to be
compressed and there is a very fast build-up of
charge air pressure.

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Air duct system

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turbocharger
Inlet valve
Intake air
Intake manifold
Water-cooled charge air cooler

Throttle valve
module

Compressor bypass valve

(closed)

Pulsation damper

s547_077
High-pressure
turbocharger

17

Engine mechanics

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Air filter

Air mass meter G70

Compressor wheel in low-pressure turbocharger

Charge pressure sender 2 G447

Compressor wheel in high-pressure turbocharger

Compressor bypass valve

Throttle valve module GX3

Charge pressure sender G31

Intake air temperature sender G42

10

Charge air cooler

11

Charge air temperature sender after

charge air cooler G811

24

NOx sender G295

12

Exhaust gas recirculation control motor GX5

25

Exhaust gas temperature sender 2 G448

13

Exhaust gas temperature sender 1 G235

26

Oxidising catalytic converter

14

Turbine bypass flap

27

Exhaust gas temperature sender 3 G495

15

Vacuum unit with position sender for

charge pressure positioner G581

28

Injector for reducing agent N474

29

Pressure differential sender G505

30

Diesel particulate filter

31

Exhaust gas recirculation cooler

32

Exhaust gas recirculation control motor GX6

33

Exhaust gas temperature sender 4 G648

34

Pressure sender 2 for exhaust gas recirculation

G692

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18

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Key

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In the 2.0-l TDI biturbo engine, two turbochargers connected in series produce the charge pressure.
At low engine speeds, the intake
air is pre-compressed by the low-pressure turbocharger and the main
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compression is performed
by the high-pressure turbocharger
(two-stage operation). At high engine speeds, the
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low-pressure oturbocharger
compresses the intake air onraits
ris

s547_076

16

Turbine changeover valve N529

17

Turbine in high-pressure turbocharger

18

Turbocharger 1 control unit J724

19

Bypass flap

20

Vacuum unit for bypass flap

21

Charge pressure control solenoid valve N75

22

Turbine in low-pressure turbocharger

35

Trap catalytic converter

23

Lambda probe 1 before catalytic converter GX10

36

Exhaust flap control unit J883

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A high specific engine output is reached at high

engine speeds due to the high charge pressure of up
to 3.8 bar (absolute).

rrectness of i
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spec
at
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his

The newly developed turbocharger system quickly

builds up charge air pressure even at low engine
speeds, responds quickly and achieves a high engine
torque.

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Turbocharger system

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Compressor wheel

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Special features of the turbocharger system:

- High-pressure turbocharger with small turbine, small compressor wheel and electrically adjusted vanes.
This achieves quick response at low engine speeds.
- Low-pressure turbocharger with large turbine and large compressor wheel. As a result, a high charge pressure
is reached at high engine speeds. A high power output is thus reached at high engine speeds.
- Compact design: the high- and low-pressure turbochargers are mounted directly on the exhaust manifold.
- If repairs are necessary, the turbochargers, charge pressure positioners and the turbocharger 1
control unit J724 can be replaced individually.

Low-pressure
turbocharger

Vacuum unit with position

sender for charge pressure
positioner G581

Turbine

High-pressure
turbocharger
Exhaust manifold
Vacuum unit for bypass flap

Turbocharger 1
control unit J724
Turbine

s547_101

Adjustable vanes

The designation of the high-pressure turbocharger and of the low-pressure turbocharger has been
assigned on the basis of the two-stage operation in which the low-pressure turbocharger is used
exclusively for pre-compression (low pressure) of the intake air and the high-pressure turbocharger
takes care of the main compression (high pressure).

19

Engine mechanics
AG. Volkswagen AG d
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Low-pressure turbocharger

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Compressor housing

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Cooling jacket in compressor housing

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Compared with the high-pressure turbocharger, the

turbine and the compressor wheel are larger than in
the low-pressure turbocharger. As a result, the intake
air is compressed more and a maximum charge pressure of 3.8 bar (absolute) is attained at high engine
speeds or with high exhaust gas mass flows. The turbine reaches speeds up to 165,000 rpm.

Water-cooled compressor housing

The intake air temperature can rise to approx. 230C
at full load.
Coolant flows through the compressor housing of the
low-pressure turbocharger to cool it. The compressor
housing is incorporated into the low-temperature
circuit. Cooling the compressor housing prevents the
compressor wheel getting too hot and thus protects
the components.
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The low-pressure turbocharger is located above the

high-pressure turbocharger and is arranged after the
high-pressure turbocharger in the exhaust gas flow
direction.

Coolant supply and return

s547_097
Vacuum unit with position sender
for charge pressure positioner G581

20

Vacuum unit for bypass flap

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Water-cooled bearing housing

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Coolant supply
and return

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Compressor housing of lowpressure turbocharger

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Furthermore the electric coolant pump for

high-temperature circuit V476 is activated for up to
15 minutes after the engine is switched off.
The continued coolant circulation dissipates the heat
from the low-pressure turbocharger. As a result,
"coking" of the engine oil and damage to the sleeve
bearings is prevented.
The water-cooled bearing housing has been
incorporated into the micro-temperature circuit.
rrectness of i
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nform
spec
a
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i
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wit
thi
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Water-cooled bearing housing

The loading of the turbocharger has increased
because the exhaust gas temperature has also risen
with the increasing power outputs of the new engines.
Therefore, in addition to cooling the oil for the sleeve
bearings and the water-cooled compressor housing,
coolant also flows through the bearing housing. The
water-cooled bearing housing thus reduces the
transfer of heat to the engine oil.

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Turbine housing of
low-pressure
turbocharger

Engine oil return from lowpressure turbocharger to

cylinder block

s547_109

21

Engine mechanics
High-pressure turbocharger
This enables fast response and high torque at low
engine speeds. The high-pressure turbocharger
reaches speeds of up to 240,000 rpm. The sleeve
bearings are lubricated and cooled with engine oil.

The high-pressure turbocharger is bolted directly to

the exhaust manifold and is located below the lowpressure turbocharger. At low engine speeds, i.e in
two-stage operation, charge pressure is built up by
the high-pressure turbocharger.

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s547_107

You will find further information about the design and function of the turbocharger in
Self-study Programme no. 190 Adjustable Turbocharger.

22

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Engine oil return from

bearing housing to
crankcase

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Exhaust manifold

Turbine housing

Prote
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Compressor outlet

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Co
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Compressor inlet

Turbocharger 1 control
unit J724

rrectness of i
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a
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Compressor housing

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In the high-pressure turbocharger, the diameters of

the turbine and the compressor wheel are smaller
than those in the low-pressure turbocharger. Charge
air pressure is built up more quickly at low engine
speeds due to the smaller turbine and compressor
wheel along with the electrical vane adjustment.

The vanes are adjusted by the electrical

turbocharger 1 control unit J724.
Electrical adjustment of the vanes is more precise and
faster than pneumatic adjustment.

Turbine bypass flap

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s547_081

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The bypass flap is located in the low-pressure

turbocharger. It is used in single-stage operation for
charge pressure control of the low-pressure
turbocharger. When the bypass flap is open, part of
the exhaust gas mass does not flow to the turbine in
the low-pressure turbocharger, but is instead directed
downstream of the turbine via a bypass duct.
At an outside temperature of 20C and at sea level,
the bypass flap is approximately 50% open: this
provides a charge pressure reserve in case the
outside temperature rises and the altitude increases.
The bypass flap is actuated by the charge pressure
control solenoid valve N75 and the vacuum unit for
bypass flap adjustment. It is adjusted pneumatically
by the vacuum system. The bypass flap is open when
no pressure is applied.

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Bypass flap

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agen
The turbine bypass flap regulates between two-stage
ksw
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and single-stage operation.
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The turbine bypass flap is installed in the
ut
sa
low-pressure turbocharger. The further the turbine s
bypass flap is opened, the greater the exhaust gas
mass flow that is directed to the turbine in the
low-pressure turbocharger. The turbine bypass flap is
adjusted via the turbine changeover valve N529 and
the vacuum unit with position sender for charge
pressure positioner G581.
Turbine bypass
It is adjusted pneumatically by the vacuum system.
flap
The flap is open in unpressurised state.

Bypass flap

Vacuum unit
for bypass flap

s547_082
Vacuum unit with position sender for
charge pressure positioner G581

23

Engine mechanics
G. Volkswagen AG d
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In single-stageeeoperation,
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Compressor bypass valve
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The compressor bypass valve
thois installed in the
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charge air system in a bypass
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the high charge pressure

of the low-pressure turbocharger opens the
compressor bypass valve and the charge air can flow
via the bypass passage directly towards the charge
air cooler. Without the bypass passage, the air would
have to flow via the compressor wheel in the highpressure turbocharger, which would then act as a
restrictor.
rrectness of i
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nf
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m
spec
atio
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wit

of the low-pressure turbocharger. In two-stage

operation, the charge pressure is mainly produced in
the high-pressure turbocharger. As a result, the
charge pressure in front of the compressor bypass
valve is lower than the charge pressure behind the
compressor bypass valve. This means that, in twostage operation, the higher charge pressure behind
the compressor bypass valve holds the compressor
bypass valve closed. This prevents the air that is
compressed by the high-pressure turbocharger being
drawn in again by the high-pressure turbocharger.

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Low-pressure turbocharger

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s547_110
Compressor bypass valve
(open)

Compressor bypass valve

s547_111

24

High-pressure
turbocharger

Exhaust manifold
The exhaust manifold has the task of collecting the exhaust gas mass flow from the cylinders and feeding it via passages to the high-pressure and low-pressure turbochargers.
When the turbine bypass flap is closed, the whole exhaust gas mass flow is guided to the high-pressure turbocharger and then drives the turbine. From there, the exhaust gas mass flow is guided back to a passage in the
exhaust manifold and onward to the low-pressure turbocharger. The remaining energy of the exhaust gas mass
flow is thus sent to the turbine in the low-pressure turbocharger and drives it.
When the turbine bypass flap is open, the exhaust gas mass flow is fed via a passage directly to the turbine in the
low-pressure turbocharger. The further the turbine bypass flap is opened, the greater the exhaust gas mass flow
that is guided to the turbine in the low-pressure turbocharger. This accelerates the turbine quicker and the charge
pressure increases.

Exhaust gas flows into the low-pressure

turbocharger

Low-pressure
turbocharger

Turbine bypass flap (closed)

Bypass passage leads to
low-pressure turbocharger

High-pressure
turbocharger

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Connection to high-pressure
exhaust gas recirculation

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Exhaust manifold

s547_112

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Exhaust gas flows into the high-pressure turbocharger

Charge pressure control

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Co
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Torque and engine speed diagram

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The charge pressure is controlled according to the

load and the engine speed:
- 1 Control range: two-stage operation
The charge pressure is controlled by adjusting the
vanes in the high-pressure turbocharger.
- 2 Control range: two-stage operation
The charge pressure is controlled by adjusting the
turbine bypass flap.
- 3 Control range: single-stage operation
The low-pressure turbocharger compresses the
intake air on its own.
The charge pressure is controlled via the bypass flap.

s547_084

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Exhaust gas from high-pressure

AG. Volkswagen AG d
turbocharger to low-pressure turbocharger
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25

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by
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Engine mechanics
1 Control range
Two-stage operation
The charge pressure is controlled by adjusting the vanes in the high-pressure turbocharger.

Torque and engine speed diagram

High-pressure
turbocharger

Turbine bypass flap

Vacuum unit with position
sender for charge pressure
positioner G581

Vanes
Bypass flap
Compressor bypass
valve

Turbocharger 1
control unit J724

rrectness of i
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nform
spec
at
i
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in t
his

s547_050

Low-pressure turbocharger

Exhaust gas duct system

The exhaust gas mass flow is guided to the turbine in
the high-pressure turbocharger, and onward from
there to the turbine in the low-pressure turbocharger.
The turbine speed in the high-pressure turbocharger
is controlled with the adjustable vanes (according to
the torque). The turbine bypass flap and the bypass
flap are closed.
do
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Air duct system

The intake air is pre-compressed by the compressor in
the low-pressure turbocharger and is then guided to
the compressor in the high-pressure turbocharger.
The pre-compressed air enters the main compression
stage in the high-pressure turbocharger.
The compressor bypass valve is closed.

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26

Vacuum unit for bypass flap

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2 Control range
Two-stage operation
The charge pressure is controlled via the turbine bypass flap.

Torque and engine speed diagram

High-pressure
turbocharger

Vanes

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Bypass flap

Turbocharger 1
control unit J724

s547_051

Low-pressure turbocharger

Exhaust gas duct system

At mid-range engine speeds, the turbine bypass flap
is adjusted according to the torque.
The further the turbine bypass flap is opened, the
greater the exhaust gas mass flow that is guided
directly from the exhaust manifold to the turbine in the
low-pressure turbocharger. The turbine in the highpressure turbocharger continues to be driven by the
remaining exhaust gas mass flow. The vanes in the
high-pressure turbocharger are set at a steep angle
and the bypass flap remains closed.
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Prote
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Air duct system

The intake air is pre-compressed to a greater extent
by the low-pressure turbocharger.
The pre-compressed intake air is then guided to the
high-pressure turbocharger where it enters the main
compression stage. The compressor bypass valve is
closed.

rrectness of i
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nform
spec
at
i
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in t
his

Vacuum unit for bypass flap

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Compressor bypass
valve

Vacuum unit with position

sender for charge pressure
AG. Volkswagen AG d
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Turbine bypass flap

27

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Engine mechanics
3 Control range
Single-stage operation
The charge pressure is controlled by the bypass flap in the low-pressure turbocharger.

High-pressure
turbocharger

Vanes
Bypass flap

r
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ng

Vacuum unit for bypass flap

Prote
cted
by

28

AG.

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Air duct system

The intake air is compressed only by the compressor
in the low-pressure turbocharger.
All of the compressed intake air passes through the
open compressor bypass valve and follows a
separate charge air route that bypasses the
compressor wheel in the high-pressure turbocharger.
The intake air is compressed exclusively by the lowpressure turbocharger.

s547_052
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Turbocharger 1
control unit J724

Vacuum unit with position

sender for charge pressure
positioner G581

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Co
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Compressor bypass
valve

Turbine bypass flap

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Torque and engine speed diagram

Low-pressure turbocharger

Exhaust gas duct system

The major part of the exhaust gas mass
(approximately 70%) flows through the fully open
turbine bypass flap past the turbine in the highpressure turbocharger. The vanes in the high-pressure
turbocharger are set at a steep angle. The high
exhaust gas mass flow goes directly to the turbine in
the low-pressure turbocharger and drives it. The
turbine speed in the low-pressure turbocharger is
controlled with the bypass flap.

Emission control module

Injector for reducing
The emission control module is bolted directly to the
agent N474
low-pressure turbocharger.
Upper bracket with
Since it is located close to the engine, the emission
elongated holes
control module reaches its operating temperature
after a short start up time.
The diesel particulate filter has a copper-zeolite coatOxidising cataing and thus also works as a reduction catalytic conlytic converter
verter for the SCR system.
The emission control module is bolted to the engine
using four brackets. The upper bracket has elongated
AG. Volkswagen AG d
holes to allow for component tolerances. The elonagen
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gated holes enable the emission control module tod bbe
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positioned and secured without any tension. tho

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spec
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wit

Diesel particulate filter/

SCR catalytic converter

Lower bracket

Trap catalytic converter

Exhaust flap control
unit J883

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The trap catalytic converter is located behind the

diesel particulate filter and is bolted to the emission
control module.
It has the task of oxidising the carbon monoxide
produced during the regeneration of the diesel
particulate filter into carbon dioxide. Furthermore it
prevents ammonia being released into the outside air.

s547_085

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au
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Trap catalytic
converter

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Emission control module

s547_086

You will find further information about the design and function of the SCR system in
Self-study Programme no. 540 The Selective Catalytic Reduction Exhaust Gas Treatment System
in the Passat 2015.

29

Engine mechanics
Common rail fuel system
The 2.0-l TDI biturbo engine uses a common rail fuel
system with piezo injectors and a two-piston highpressure pump.
The common rail fuel system from Bosch produces a
maximum injection pressure of 2,500 bar. The high
fuel pressure is generated by a two-piston highpressure pump.
The piezo injectors each have ten injection holes and
allow a good, precise and fast injection delivery at
maximum injection pressure.

Maximum injections in normal operation:

- two pilot injections, one main injection and one
post-injection
Maximum injections in regeneration operation:
- two pilot injections, one main injection and up to
five post-injections

Injectors N30 - N33

Fuel pressure regulating
valve N276
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s547_022

Fuel metering valve N290

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You will find further information about the design and function of the high-pressure pump in
Self-study Programme no. 495 The 3.0 l V6 TDI Engine (Generation 2).

30

do
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Two-piston high-pressure pump

rrectness of i
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spec
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Fuel pressure sender

G247

High-pressure
accumulator
(rail)

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Key

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Overview of fuel system

High fuel pressures up to 2,500 bar

Fuel return pressure 01 bar

Fuel supply pressure and fuel return pressure

from the injectors 4.06.0 bar

Fuel return pressure from the injectors 11.017.0

bar

Fuel pump control unit J538

Fuel pressure regulating valve N276

Fuel system pressurisation pump G6

High-pressure accumulator (rail)

Fuel filter

Fuel pressure sender G247

Fuel temperature sender G81

10

Injectors N30, N31, N32, N33

High-pressure pump

11

Pressure retention valve

Fuel metering valve N290

12

Pulsation damper

31

Engine management system

System overview
Sensors
Glow period
warning lamp K29

Temperature sensor G18

Engine speed sender G28
Hall sender G40

Air mass meter G70

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Coolant temperature sender G62

Exhaust emissions warning

lamp K83
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a
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s
warning lamp K231

Charge air temperature sender

after charge air cooler G811
Charge pressure sender G31
Charge pressure sender 2 G447

Control unit in
dash panel insert
J285

Fuel temperature sender G81

Fuel pressure sender G247
Exhaust gas recirculation valve 1 GX5

Convenience
CAN bus

Exhaust gas recirculation valve 2 GX6

NOx sender G295

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Data bus
diagnostic interface J533

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Pressure sender 2 for exhaust gas

recirculation G692

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Lambda probe 1 before catalytic converter

GX10
Exhaust gas temperature senders 14
G235, G448, G495, G648
Pressure differential sender G505

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urposes, in part or in wh
ole,
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Intake air temperature sender G42

Powertrain
CAN bus

Turbocharger 1 control unit J724

Throttle valve module GX3

Vacuum unit with position sender for charge

pressure positioner G581
Oil pressure switch for reduced oil
pressure F378
Exhaust flap control unit J883
Oil level and oil temperature sender G266
Oil pressure switch F1

32

Cylinder 3 combustion chamber pressure sender G679

Accelerator
pedal module
GX2
Brake light switch
F

Clutch position sender

G476

Actuators
Fuel pump control unit J538
Fuel delivery unit GX1
Injectors, cylinders 14
N30, N31, N32, N33
Fuel metering valve N290
Fuel pressure regulating valve N276
Charge pressure control solenoid valve N75

Turbine changeover valve N529

Throttle valve module GX3

Exhaust gas recirculation valve 1 GX5

Exhaust gas recirculation valve 2 GX6
Exhaust flap control unit J883

rrectness of i
t to the co
nform
spec
at
i
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in t
his

Coolant pump for low-temperature circuit V468

Coolant pump for high-temperature circuit V467

Coolant valve for cylinder head N489
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Valve for oil pressure control N428

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Turbocharger 1 control unit J724

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Diagnostic connector

gu N474
Injector for reducing agent
ara

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Lambda probe 1 before catalytic converter

GX10
Engine control unit J623
Heater element for crankcase breather N79
Actuator for engine temperature regulation
N493

s537_049

Automatic glow period control unit J179

Glow plugs 14 Q10, Q11, Q12, Q13

33

Engine management system

compartment between the air filter housing and the

fuse holder.

rrectness of i
t to the co
nform
spec
at
i
h re
o
n
wit
in t
his
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The engine is controlled by the engine control unit

with the designation EDC 17 (Electronic Diesel
Control). The engine control unit is made by Bosch
and has 196 pins due to the large number of sensors

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is and actuators (connector A 91 pins and connector
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105
pins).
It
is
located
on
the
left
of
the
engine
s

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Engine control unit

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by
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s547_068

Connector B

Connector A

The testing box VAS 6606 is used for

testing the engine control unit J623.

Engine control
unit J623
s547_087

34

Exhaust gas temperature

AG. Volkswagen1
AG dG235
gensender
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are separate from each other. This measure protects

the evaluation electronics components against
excessively high temperatures.
rrectness of i
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spec
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wit

Evaluation
electronics

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The 2.0-l 176-kW TDI

generation of exhaust
because the exhaust gas temperature can exceed
800C. The new exhaust gas temperature sender 1 is
screwed into the exhaust manifold and consists of a

not
gu
ara
thermal element
nand
tee evaluation electronics.
or
The evaluation electronics
and the thermal element
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biturbo engine
ris
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gas temperature
senders
a
ss

Thermal element

s547_098

35

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Engine management system

Design and function of exhaust gas temperature sender 1

rrectness of i
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nf
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spec
atio
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wit

Effects of failure
If the exhaust gas temperature sender 1 fails, there is
no diesel particulate filter regeneration.

In an electrical circuit composed of two different

electrical conductor materials, an electrical voltage is
generated when there is a temperature difference
between the contact point (metal A and B) and the
conductor ends (evaluation electronics).

Evaluation electronics

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High-pressure turbocharger turbine housing

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The voltage that is generated lies in the millivolt

The exhaust gas temperature sender 1, which is fitted
range. This effect is referred to in physics as the
into the exhaust manifold, measures the exhaust gas
Seebeck effect. The voltage generated is transmitted
temperature in front of the high-pressure turbovia the nickel and nickel chromium wires to the
charger turbine.
evaluation electronics. The evaluation electronics
If the exhaust gas temperature in front of the turbine
evaluate the voltage and send the temperature to the
rises above 830C, the engine output will be reduced.
AG. Volkswagen AG d
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nocontrol
engine
unit in the form of a SENT signal
The exhaust gas temperature sendery V1ol thus protects
t gu
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(SENT= Single
the turbocharger components.orise
eo
th
ra
exhaust gas temperature
sensor has three wires
It consists of a thermal element
au and evaluation
c
s
s
because
the
evaluation
electronics
require a voltage
electronics. The thermal element is made up of two
supply.
different metals that are connected to one another
(nickel and nickel chromium).

Configuration of exhaust gas temperature sender 1

G235

AG.

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by

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Sensor signal
s547_094

Evaluation electronics
Thermal element

Temperature
difference due to
spatial separation

Voltage
difference
between
metals A and B
Metal A

Thermal element

Metal B
s547_090

36

Structure of SENT protocol for exhaust gas temperature sender 1 G235

pe
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Check sum
Pause

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Synchronisation
The synchronisation sequence communicates
information about the component sending the
protocol. The data from the sender are transmitted,
along with any error that is present.

s547_091

rrectness of i
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spec
a
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thi
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Signal 1

Signal 2

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com

Status

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Synchronisation

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Signal pattern of exhaust gas temperature sender 1 G235

Signal 2
The current temperature is sent with the signal 2
sequence for exhaust gas temperature sender 1.
Pressures, position feedback or also extended
diagnosis data can be transferred in the signal 2
sequence of the SENT protocol.

Check sum
In the checksum sequence, the transmitted data is
checked for plausibility. If the value does not match,
the transmitted data will be discarded by the control
unit.

Signal 1
If an entry is made in the event memory, extended
diagnosis data is transferred with the signal 1
sequence for exhaust gas temperature sender 1.
Temperatures, pressures and position feedback can
also be sent in the signal 1 sequence of the SENT
protocol.

Pause
The pause separates the data messages from each
other. The pause is optional in a SENT protocol.

do
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en

Status
The status sequence informs the control unit that
data is being transmitted.

37

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Prote
cted
by
c
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rig
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.
Co
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Service
Special tools
Description

Tool

Usage

T10497/4
Clamp

for removing and installing the engine

VAS 6606
Test box, 198-pin

for engine control unit diagnostics

for removing and installing the engine

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38

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VAS 6931
Engine and gearbox jack

Test your knowledge

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Which answers are correct?

One or several of the given answers may be correct.

Which turbocharger is responsible for the main compression in two-stage operation?

a) The low-pressure turbocharger.

b) The high-pressure turbocharger.

c) No intake air is compressed in two-stage operation.

2.

What is the task of the turbine bypass flap?

a) The turbine bypass flap has the task of rapidly reducing the charge pressure.

b) The turbine bypass flap has the task of distributing the exhaust gas mass flow to the turbines
in the high- and low-pressure turbochargers.

c) The turbine bypass flap has the task of guiding the intake air to the compressor wheel
in the low-pressure turbocharger.

3.

What is the task of the bypass flap?

a) The bypass flap has the task of regulating the charge pressure produced by the low-pressure turbocharger
and protecting it against overspeed.

b) The bypass flap has the task of regulating the single- or two-stage operation of the turbocharger
system.

c) The turbine bypass flap has the task of protecting the high-pressure exhaust turbocharger
against overspeed.

4.

When is the compressor bypass valve open?

a) At high engine speeds when the intake air is compressed

only by the low-pressure turbocharger.

b) At mid-range engine speeds when the main compression is performed by the high-pressure turbocharger.

c) At low engine speeds when the main compression is performed by the high-pressure turbocharger.

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1.

39

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Test your knowledge

5.

How is the temperature measured by the exhaust gas temperature sender 1 G235?

a) With an NTC resistor.

b) With a PTC resistor.

c) With a

c) In the high-temperature circuit.

What is the task of the actuator for engine temperature regulation N493?
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7.

b) In the micro-circuit.

a) The actuator for engine temperature regulation N493 is only required for filling coolant
so that the air is mixed sufficiently in the coolant circuit.
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a) In the low-temperature circuit.

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b) The actuator for engine temperature regulation N493 mixes the coolant from the micro-circuit
with the coolant from the high-temperature circuit.

c) Quick and precise regulation of the coolant temperature in the low-temperature circuit.

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Answers:
1. b); 2. b); 3. a); 4. a); 5. c); 6. a); 7. c)

40

rrectness of i
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rrectness of i
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547

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This paper was manufactured from pulp that was bleached without the use of chlorine.

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Volkswagen AG
After Sales Qualification
Service Training VSQ-2
Brieffach 1995
D-38436 Wolfsburg

do
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um
en

VOLKSWAGEN AG, Wolfsburg

All rights reserved. Subject to technical modifications.
000.2813.04.20 Technical status 04/2015

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