... 3 cylinders for Škoda cars!
SP45_11
A new 3-cylinder petrol engine will in future form the entry-level engine for Škoda models. It is a completely new development and will be available in the ŠkodaFabia. Initially, it will be available as a 6-V engine version with 2 valves for each cylinder; at a later date a 12-V version with 4 valves for each cylinder and increased power output will be available. Essentially, the engine has been designed in conformity with the proven design principles which exist within the Group. Cylinder block and cylinder head are light-alloy components. The camshaft and the oil pump are both driven by means of a chain. The valve gear is equipped with hydraulic valve clearance compensation elements. A balance shaft ensures low-vibration running.
2
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Contents Introduction
4 4 5
Technical highlights Specifications Engine Mechanical Components Overview of engine Main components of engine housing Crank assembly with balance shaft Camshaft drive and valve gear Oil pump drive of 2-valve engine version, camshaft drive and valve gear Oil pump drive of 4-valve engine version, crankcase fresh air supply and ventilation
6 6 7 8 10 11 12
Cooling System Overview
17 17
Engine Management System overview Single-spark ignition coils with power output stage Two-probe lambda control Overview of system components Simos 3PD/3PE engine management system
18 18 20 21 22 24
Function Diagram
26
Service
Service
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Service
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You will find notes on inspection and maintenance, setting and repair instructions in the Workshop Manual.
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3
Introduction Technical highlights The 1.2-ltr. inline engine available with 2 valves, and also with 4 valves per cylinder, opens up a new chapter in the range of Škoda engines and enlarges the choice for Škoda models.
SP45_48
... with 2 valves per cylinder
SP45_49
... with 4 valves per cylinder
The technical highlights are: – – –
– – – –
–
–
4
Crankshaft with 6 balance weights running in 4 bearings Camshaft driven by crankshaft by means of a chain; oil pump likewise chain-driven Timing chain tensioned by hydraulic tensioning device, chain for oil pump drive tensioned mechanically Cylinder block split at level of middle of crankshaft Balance shaft for reducing vibrations Cross-flow cooling in cylinder head 4-valve engine without fuel return-flow line, fuel filter with integrated fuel pressure regulator 2-valve engine with fuel return-flow line, fuel pressure regulator at fuel distribution pipe Upright oil filter located at exhaust side in top part of cylinder block, filter element replaceable from above
– Crankcase ventilation with fresh air flow into ventilation system, PCV (Positive Crankcase Ventilation) control valve – Oil level/temperature sender installed into oil pan from above through timing case (extended service interval) – Plastic intake manifold – Electronic Power Control – Single-spark ignition coils – Post-treatment of exhaust gases with 2 step-type lambda probes on 2-V engine, catalytic converter close to engine – Post-treatment of exhaust gases with 1 broadband lambda probe as upstream-cat probe and one step-type probe as downstream-cat probe on 4-V engine, catalytic converter close to engine – Electric exhaust gas recirculation valve on 4-V engines – Air filter with integrated control for blending of warm air
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Specifications Engine characteristic - AWY
Engine characteristic - AZQ 50
50
40 40
110 110
100 100 30
30 90
90
80
80 70
20
10
10
1000
70
20
2000
3000 n (1/min)
4000
5000
SP45_15
1000
2000
3000 n (1/min)
4000
5000
SP45_29
Engine code
AWY
AZQ
Type
3-cylinder inline engine with 2 valves per cylinder
3-cylinder inline engine with 4 valves per cylinder
Displacement
1198 cm3
1198 cm3
Alésage
76.5 mm
76.5 mm
Course
86.9 mm
86.9 mm
Compression ratio
10.3 : 1
10.5 : 1
Max. power output
40 kW at 4750 rpm-1
47 kW at 5400 rpm-1
Max. torque
106 Nm at 3000 rpm-1
112 Nm at 3000 rpm-1
Engine management system
Simos 3PD (Multipoint)
Simos 3PE (Multipoint)
Fuel
Unleaded petrol RON 95 (91 possible with reduction in output)
Unleaded petrol RON 95 (91 possible with reduction in output)
Emission standard
EU4
EU4
GB
5
Engine Mechanical Components Overview of engine
The illustrations show the 2-valve engine version
Front view
Warm air inlet connection
Side view
Upstream-cat lambda probe
Coolant thermostat housing
Vacuum valve (crankcase ventilation) Tensioning pulley Intake manifold Alternator
Guide pulley
Oil filter Catalytic converter with shields Clutch flange Alternator
Coolant pump
SP45_06
AC compressor
Downstream-cat lambda probe
The cylinder block is split at the level of the middle of the crankshaft. The bottom part is a bearing bridge which is particularly stable in design and consists of a single part. This also performs the task of the otherwise usual bearing caps and, as a result of its compact design, contributes to good mounting of the crankshaft. The bottom part also integrates a balance shaft which is responsible for ensuring lowvibration running of the engine. The ventilation of the crankcase features a PCV control valve. Ignition in the respective cylinder is performed by individual ignition modules (single-spark ignition coils).
6
AC compressor SP45-07
Oil level/ temperature sender
Crankshaft belt pulley
Exhaust manifold and catalytic converter form a compact single assembly. The upstream-cat lambda probe is installed from above into the exhaust manifold directly upstream of the catalytic converter. The downstream-cat lambda probe is located in the exhaust pipe downstream of the catalytic converter. Warm air is inducted from the area between exhaust manifold/catalytic converter and the matching cover through the warm air inlet connection to the air filter. The ratio of cold and warm inducted air is controlled by means of regulating flap in combination with a thermostat. The control mechanism is integrated in the air filter.
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Main components of engine housing
Note: Please refer to the Workshop Manual for more detailed information regarding the sealing.
Cylinder head cover, cylinder head, cylinder block (top and bottom part) and the timing case (side housing cover for camshaft drive/oil pump drive) are aluminium die castings. The oil pan is manufactured from sheet steel. The cast-in-place liners for the pistons are manufactured of grey cast iron.
The illustrations show the 2-valve engine version
Essentially, the rigidity of the engine is determined by the extremely stable design of the bottom part of the cylinder block. As part of the engine design process, an optimisation was conducted using systems such as CAD (Computer Aided Design) and CAE (Computer Aided Engineering).
Cylinder head cover
1 Cylinder head
2 1
3 Timing case
Top part of cylinder block
1
Parts sealed by means of: 1
Liquid gasket
2
Metal gasket
3
Contact surface of shaped rubber gasket of coolant pump
1
Bottom part of cylinder block (bearing bridge)
Oil pan SP45_09
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7
Engine Mechanical Components Crank assembly with balance shaft
Balance weight on crankshaft
The crankshaft is manufactured from spheroidal cast iron. Each half runs in 4 main bearings in the top part of the cylinder block and in the bottom part. The crankshaft features 6 balance weights to ensure smooth engine running.
Crankshaft
The balance shaft is driven by the crankshaft through a pair of gears. It rotates at the same speed as the crankshaft, but in the opposite direction of rotation. When the engine is running, forces and moments are produced as a result of the movement of the pistons, conrod and crankshaft which in turn have an effect on the smooth running of the engine. The description below is intended to briefly explain how and when these have an effect.
SP45_12
Balance weight on balance shaft Balance shaft Balance weight on balance shaft
Compensation of forces and moments Oscillating inertia forces
Rotating inertia forces
SP45_32
SP45_33
Reflection plane
When the components of the crank assembly rotate and oscillate, this results in an acceleration or braking of these parts. This in turn produces inertia effects and these in turn produce imbalances. In order to minimise the imbalances in multicylinder engines, it is necessary to minimise the following forces and moments:
Vertical axis
–
Rotating inertia forces, by appropriately designing the crankshaft throws and the parts of the connecting rod
–
Oscillating inertia forces, by appropriately designing the pistons and parts of the connecting rod
–
Moments about the transverse axis resulting from rotating forces
–
Moments about the transverse axis resulting from oscillating forces
Transverse axis Axis of rotation
SP45_34
Moments resulting from oscillating and rotating forces 8
Crankshaft of 3-cylinder engine
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The main difference between the inertia effects mentioned consist in the fact that the rotating inertia forces at a particular rotational speed have a constant magnitude but different directions. The directions are fixed by the throws of the crankshaft.
Inertia effects can be influenced by: – – – –
Number and arrangement of cylinders Type of throws of the crankshaft Balance weights fitted to the crankshaft Use of one or several balance shafts
In contrast, oscillating inertia forces at a particular rotational speed have a constant direction which is given by the axes of the cylinders, but the magnitudes differ.
To simplify this situation we can state that the crankshaft is balanced if: "in terms of forces"
the crankshaft star is regular (e.g. crank assembly of 3-cylinder engine with throw each of 120˚) SP45_31
Crankshaft star
"in terms of moment" the reflection of one half of the crankshaft corresponds to the other half
Note: The crankshaft must not be removed or detached. Please refer to the descriptions in the Workshop Manual.
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Reflection plane
Vertical axis
Longitudinal axis
SP45_43
Crankshaft of 4-cylinder engine
9
Engine Mechanical Components Camshaft drive and valve gear, oil pump drive of 2-valve engine version Camshaft Roller-type rocker arm
Timing chain
Hydraulic supporting element
Chain sprocket of camshaft
Tensioning rail (plastic)
Spiral spring Valve
Guide rail (plastic) Hydraulic tensioning device for timing chain Chain sprocket of crankshaft for camshaft drive
Crankshaft
Chain sprocket of crankshaft for oil pump drive
SP45_08
Leaf spring
Chain of oil pump drive
Chain sprocket of oil pump
Mechanical chain tensioner for oil pump drive (spring-tensioned)
Oil pump
Camshaft drive and valve gear
Oil pump drive
The camshaft is driven by the crankshaft via the timing chain. The tensioning rail and guide rail in combination with the hydraulic tensioning device ensure that the timing chain is always correctly tensioned and guided.
The oil pump integrated in the oil pan is driven by the crankshaft by means of a chain. The oil pump extracts the oil through a suction strainer. This strainer forms the bottom part of the oil pump.
The camshaft controls the valves by means of roller-type rocket arms/cam rollers. Hydraulic supporting elements ensure proper compensation of the valve clearance.
10
The chain for driving the oil pump is tensioned by mechanical chain tensioner. A leaf spring ensures that the chain is correctly tensioned.
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11
Engine Mechanical Components Crankcase fresh air supply and ventilation The crankcase fresh air supply and ventilation is used on both engine versions.
The system consists of –
The crankcase fresh air supply reduces the formation of water in the oil and the crankcase ventilation prevents oil vapours and uncombusted hydrocarbons (gases from the combustion chamber, small quantities of which have reached the crankcase) from penetrating to the outside air.
– – – –
an oil separator which is housed in the top part of the timing case a PCV control valve a plastic hose from PCV control valve to intake manifold a fresh air supply hose from air filter to cylinder head cover a non-return valve
The crankcase fresh air supply and ventilation differs on both engine versions only in terms of the design of the oil separator system and in the routing of the lines downstream of the PCV valve. The basic operating principle of both systems is identical. 2-valve engine version
Air filter Non-return valve
Oil return-flow galleries Fresh air supply hose
PCV control valve
Inlet downstream of throttle valve
Oil separator
Plastic hose
Air inlet into crankcase SP45_40
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4-valve engine version
Air filter Non-return valve
Cyclone oil separator Fresh air supply hose Labyrinth oil separator Inlet downstream of throttle valve PCV control valve Plastic hose
Oil return-flow galleries SP45_47
Air inlet into crankcase
Note: The non-return valve prevents oil from being combusted out of the cylinder head cover into the oil filter (is also applicable for the 2-valve engine version).
Crankcase fresh air supply The air supply for the crankcase is produced by means of fresh air which flows along the hose from the air filter to the engine. The fresh air is inducted by the vacuum in the intake manifold and flows along the oil returnflow galleries into the crankcase. This produces a pressure balance and blending with the gases from the combustion chamber.
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The crankcase fresh air supply reduces the quantity of water vapour in the crankcase. The mixture is then passed through the crankcase ventilation system to the combustion.
13
Engine Mechanical Components Crankcase ventilation The gases are drawn out of the crankcase by the vacuum in the intake manifold. In the oil separation system the oil is separated from the gases by means of condensation and drips back into the oil pan. The gases flow through the PCV control valve into the intake manifold where they are mixed with the inducted air and supplied to the combustion chambers of the cylinders for combustion.
The 2-valve engine version features a labyrinth oil separator system. This consists of a special moulded part at which the oil is separated while the remaining gases flow onto the PCV control valve. The extracted gases flow on from the PCV control valve along an external plastic line. They flow directly into the induction system downstream of the throttle valve control unit and are blended with the inducted air.
2-valve engine version PCV control valve
Timing case
Oil separator
Gases from crankcase
SP45_50
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The 4-valve engine version, in contrast to the 2-valve version, has an enlarged oil separator system. This consists of a labyrinth oil separator in the form of ribbing in the timing case and a cyclone oil separator. The extracted gases first of all flow through the PCV control valve and then continue along an external plastic line to the intake manifold and on through a gallery in the inside of intake manifold until just before the throttle valve control unit. The gases flow into the intake manifold via an internal opening and are blended with the inducted air.
Note: Whereas the PCV valve ensures a uniform vacuum in the crankcase, the pressure limiting valve opens if an overpressure exists in the crankcase. This is produced, for example, as a result of wear at the piston rings and cylinder walls. In this case, there is an increased flow of gases from the cylinder into the crankcase. The oil separation system is thus affected.
4-valve engine version Labyrinth oil separator
PCV control valve
Cyclone oil separator
Pressure limiting valve
To intake manifold
Timing case
SP45_51
Gravity valve for oil return flow
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15
Engine Mechanical Components PCV control valve The PCV control valve ensures a constant vacuum in the crankcase and a good ventilation of the crankcase. It is split into two chambers by a spring-mounted diaphragm. One chamber is connected to the outside air while the other is connected to the intake manifold and to the crankcase.
Depending on whether the vacuum in the intake manifold is high or low, the flow crosssection to the intake manifold is varied by means of the diaphragm and in this way a uniform pressure level is assured in the crankcase.
2-valve engine version
Low vacuum in intake manifold
High vacuum in intake manifold From crankcase
Force from pressure ratios in crankcase
Diaphragm
Atmospheric pressure Spring force
Force from vacuum in intake manifold
Inlet from atmosphere
To intake manifold SP45_45
SP45_46
4-valve engine version
Low vacuum in intake manifold
High vacuum in intake manifold
Atmospheric pressure Inlet from atmosphere
Diaphragm From crankcase
Spring force Force from vacuum in intake manifold
To intake manifold 16
Force from pressure ratios in crankcase
SP45_41
SP45_42
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Cooling System Overview The cooling system operates with a conventional thermostat which is integrated in the coolant distributor housing. A highlight of the cooling of the cylinder head which is worth mentioning is the use of crossflow cooling. The space for the coolant is formed by two interlinked levels. In the lower level the individual combustion chambers are cooled by each of three individual cross flows. The flows merge in the top level and then flow off to the coolant distributor housing. The significance of cross-flow cooling is that the individual combustion chambers are uniformly cooled.
SP45_39
Expansion reservoir
Coolant distributor housing with thermostat
Heating system heat exchanger
2 1 3
4
Coolant pump SP45_27
6
5
5
4 6
1
2
Radiator
3
1
From cylinder block/cylinder head
2
To top of radiator
3
From bottom of radiator
4
To coolant pump
5
To heat exchanger
6
From heat exchanger
SP45_26
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17
Engine Management System System overview Intake air temperature sender G42 and intake manifold pressure sender G71
Engine speed sender G28
Simos 3PD/3PE control unit
Camshaft position sender G163
Dri
ve
tra
ine Kl
Accelerator pedal position sender G79 and G185
in C
AN
Throttle valve control unit J338 Angle senders for throttle valve drive G187 and G188 (EPC)
Clutch pedal switch F36
Brake light switch F and brake pedal switch F47
Knock sensor G61
Coolant temperature sender G62 Electrical system control unit J519 Lambda probe G39
Lambda probe downstream of catalytic converter G139
Diagnostic connector
Additional signals: Alternator terminal DF Vehicle speed signal CCS switch (ON/OFF)*
18
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Fuel pump relay J17 Fuel pump G6
Injector for cylinders 1 to 3 N30 ... N32
Ignition coil 1 with power output stage N70 Ignition coil 2 with power output stage N127 Ignition coil 3 with power output stage N291
Throttle valve control unit J338 Throttle valve drive G186 (EPC)
Solenoid valve 1 for activated charcoal filter system N80
Exhaust gas recirculation valve N18** with potentiometer G212**
EPC
Lambda probe heater Z19
Oil level/oil temperature sender G266
SP45_10
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Heater for lambda probe downstream of catalytic converter Z29
* **
Only on 4-valve engine versions with optional equipment Only on 4-valve engine versions
19
Engine Management System Single-spark ignition coils with power output stage The engine features 3 single-spark ignition coils, i.e. an ignition coil with a matching power output stage is used for each cylinder.
Plug-in unit with integrated single-spark ignition coil and power output stage
Figure shows 2-valve engine version
SP45_28
Ignition coil and power output stage are each integrated in a plug-in unit. These plug-in units are fitted onto the spark plugs by means of guides in the cylinder head cover. They are provided with rubber lips around their circumference in order to minimise vibrations and to ensure a proper fit.
Rubber lips (triple)
The use of single-spark ignition coils eliminates the need for high-voltage ignition cables and thus ensures stable ignition.
SP45_04
Spark plug
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Two-probe lambda control Lambda probe G39 (upstream of catalytic converter)
Design of system Exhaust manifold (stainless steel sheeting) and catalytic converter (main catalytic converter) form a compact unit. As a result of the installation position close to the engine the catalytic converter heats up rapidly to its operating temperature and is thus able to minimise the pollutant emissions in the engine start phase.
Exhaust manifold
The upstream cat probe is screwed from above into the exhaust manifold while the downstream cat probe is inserted into the exhaust pipe downstream of the catalytic converter.
Catalytic converter (main catalytic converter)
Lambda control On the 2-valve engine version a step-type lambda probe is used upstream of the catalytic converter while on the 4-valve engine version a broadband lambda probe is fitted. The engine control unit calculates correction values for the fuel injection system from the signal supplied by lambda probe G39. This first control circuit is superposed by a second control circuit with the downstream cat probe G130.
SP45_37
Exhaust pipe
Lambda probe G130 (downstream of catalytic converter)
Note: You can obtain more detailed information on the different versions of the two-probe lambda control, particularly also the control using the broadband lambda probes, in the Self Study Programme 39.
This control circuit makes it possible to correct the shift of the voltage curve of the probe upstream of the catalytic converter within a defined frame (adaption), which assures a stable and optimal mixture composition over long periods. Legend:
G28 G42/71
UV
G39
U G39
G130
U G130
J361
SP45_30
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G28 G39
Engine speed sender Lambda probe (upstream of catalytic converter) G42/71 Intake air temperature sender/intake manifold pressure sender G130 Lambda probe (downstream of catalytic converter) J361 Simos 3PD/3PE control unit UG39 Voltage of probe G39 UG130 Voltage of probe G130 UV Control voltage of injectors
21
Engine Management System Overview of system components Note: Familiar function components which have already been described in detail in earlier Self Study Programmes are used for controlling the 1.2-ltr. engine. The table refers to the relevant Self Study Programmes. Please make use of this detailed information.
Function component
Intake air temperature sender G42 and intake manifold pressure sender G71 supply signals to enable the engine control unit to be able to compute the necessary injection time as well as the ignition timing point.
Function description SSP 27 (description of G72 applies by analogy to G42)
SP45_17
Accelerator pedal position senders G79 and G185 inform the engine control unit (electrically) regarding the current position of the accelerator pedal.
SSP 27
Engine speed sender G28 detects engine speed and position of crankshaft. This information is required for defining the fuel injection and timing points.
SSP 35
SP45_18
SP45_19
The sender operates as a Hall sender.
Exhaust gas recirculation valve N18* with potentiometer G212* is actuated by the engine control unit and determines the quantity of the exhaust gases which are recirculated to the inducted air. SP45_20
22
*
(different shape and installation position but function the same)
SSP 35
Only on 4-valve engine versions
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Function component
Function description
Activated charcoal filter system solenoid valve N80 determines the ventilation air quantity when the engine is operated (fuel vapours from fuel tank ventilation system) which is drawn from the activated charcoal filter and flows to the intake tract.
SSP 12
Camshaft position sender G163 at the moment the engine is started enables the engine control unit to detect the individual cylinders by means of a signal. Its signal is used as a substitute signal if sender G28 fails.
SSP 35
Throttle valve control unit J338 with angle senders G187/G188 for throttle valve drive G186 (EPC) controls the air flow of the engine.
SSP 27
Coolant temperature sender G62 supplies information to engine control unit regarding the current coolant temperature.
SSP 16
Clutch pedal switch F36 influences the fuel injection during the transition to idle speed and in this way prevents variations of the engine speed during gearshifts
SSP 27
SP45_21
SP45_22
SP45_23
SP45_24
SP45_25
(shows old sender shape - function identical)
and Brake light switch F and brake pedal switch F47 operate the brake lights and signal to the engine control unit when the brakes are operated.
Oil level/oil temperature sender G266 supplies data for calculation of oil level and oil temperature for evaluating oil wear in the "Extended service interval" system.
SP45_38
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SSP 44 (shows other sender shape/ installation position - function identical) 23
Engine Management System Simos 3PD/3PE engine management systems The following engine management systems are used: – –
1.2-ltr. 40 kW engine - Simos 3PD 1.2-ltr. 47 kW engine - Simos 3PE.
They differ in terms of the lambda control. C
– –
Simos 3PD - two step-type lambda probes Simos 3PE - one broadband probe installed upstream of catalytic converter, and one step-type probe installed downstream of the catalytic converter
G130
In addition to the basic functions such as fuel injection, ignition and operation of the engine throttle valve (EPC) via the accelerator pedal position sender, the engine control unit J361 combines a number of sub-functions and additional functions.
Z29
G39
Z19
G79 G185
G
EPC
This SSP deals in detail only with two selected components. H
Engine speed control The maximum attainable engine speed is limited to approx. 5820 rpm. If engine speed rises beyond this (e.g. when driving downhill with gear engaged) and reaches or exceeds the limit of 5920 rpm, the following functions are activated: – –
Fuel injection shutoff Fuel pump shutoff
F
Substitute functions Engine speed sender G28, camshaft position sender G163 If the engine speed sender G28 fails when the engine is running, the engine stops. It can, however, be started again. If the camshaft position sender G163 fails when the engine is running, the engine continues running and can also be re-started. If both senders fail, the engine cuts out and can no longer be started.
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Illustration shows example of 2-valve engine version N70/ N127/ N291
G163
B
Colour coding N30 … N32
= Input signal = Output signal G71/ J338 G42 G186
G62
= Inducted air
G187 G188
G61
E
= Fuel
N80 G28
Legend:
D
A
SIMOS 3PD
J361
G6
A B C D E F G H
Fuel tank Fuel pressure regulator Catalytic converter Activated charcoal filter Fuel filter Diagnostic connection EPC fault lamp Exhaust warning lamp
SP45_02
G6 G28 G39 G42 G61 G62 G71 G79 G130 G163 G185 G186 G187 G188
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Fuel pump Engine speed sender Lambda probe upstream of catalytic converter Knock sensor Intake air temperature sender Coolant temperature sender Intake manifold pressure sender Accelerator pedal position sender Lambda probe downstream of catalytic converter Camshaft position sender Accelerator pedal position sender 2 Throttle valve drive (EPC) Angle sender -1- for throttle valve drive Angle sender -2- for throttle valve drive
J338 J361 N30 N31 N32 N80 N70 N127 N291 Z19 Z29
Throttle valve control unit Engine control unit Injector cylinder 1 Injector cylinder 2 Injector cylinder 3 Activated charcoal filter system solenoid valve Ignition coil 1 with power output stage Ignition coil 2 with power output stage Ignition coil 3 with power output stage Lambda probe heater Heater for lambda probe downstream of catalytic converter
25
Function Diagram Example shows 2-valve engine version J519
S268 5A
S163 110A
SB61 15A
SB17 15A
J363
J17
+
SB56 20A
SB2 10A
F
SB28 5A
F47
SB24 10A
F36 N80
A
-
80 104
83
3 9
13
62
121 119 92
23
53
91
90 97 93
63
65
107
96
61 95 2
J338
A
B
M
M
G6
G62
G186
G188
G187
G72
G71
31 Components A Battery F Brake light switch F36 Clutch pedal switch F47 Brake pedal switch G6 Fuel pump G28 Engine speed sender (Hall sender) G39 Lambda probe G42 Intake air temperature sender G61 Knock sensor G62 Coolant temperature sender G71 Intake manifold pressure sender G79 Accelerator pedal position sender G130 Lambda probe downstream of catalytic converter = Input signal
26
G163 G185 G186 G187 G188 J17 J361 J363 J519 J533 N30 - 32 N70 N80
= Output signal
Camshaft position sender Accelerator pedal position sender 2 Throttle valve drive (EPC) Angle sender -1- for throttle valve drive (EPC) Angle sender -2- for throttle valve drive (EPC) Fuel pump relay Simos control unit Power supply relay for Simos control unit Vehicle electrical system control unit Databus diagnostic interface Injectors cylinders 1 - 3 Ignition coil 1 with power output stage Solenoid valve 1 for activated charcoal filter system = Battery positive GB
J533
+30 +15
SB9 10A
SB35 10A
SB52 15A
CAN - L
CAN - H
G79
λ
20 31 J361
21 1 111
Z19 G130
G39
N30
Z29
N31
G185
N32
λ
14
4
89
105
+
o
16
35
5
106
+
-
-
17
88
87
50 51 18 19 64 45
113
99 102 109 101 120 112
N70
o
85
100
N127
N291
G28
G163
G61
Q
Q
Q
31 N127 N291 Q S, SB... Z19 Z29
Ignition coil 2 with power output stage Ignition coil 3 with power output stage Spark plugs Fuses Lambda probe heater Heater for lambda probe downstream of catalytic converter
SP45_16 in
out
Diagnostic connectionel
Diagnostic connection: A
Vehicle speed signal
B
Alternator terminal DF = Earth
GB
= CAN-BUS - L/H (drive train databus)
= bidirectional
27
