Self-Study Programme

Self-study programme M001

Design and function

m e n i o r r f a s M e n n i g e n g e a t w a s o k l B o V

TDI 100-5 TDI 120-5 TDI 150-5 TDI 150-5D

SDI 55-5 SDI 75-5

Fore orew w ord

Volkswagen diesel engines have been providing dependable service in passenger vehicles and transporters since 1976. The development of TDI engines is a significant step in the direction of high technology. With their sophisticated mechanical and electronic systems, low fuel consumption values and outstanding power ratings, these diesel engines represent peak performance in diesel technology.

MSSP_001_002

Boat engines from Volkswagen are developed by skippers for skippers. The easy-to-se easy-to-servi rvice ce components components as well as a s a worldwid worl dwide e part pa rts s organisation ensure ensure reliabl reli able e and efficient operation over many years.

NEW

The self-study programme

Please refer to the corresponding service literature

is not a w orks orkshop hop manual!

for ins inspection, pection, adjus adj ustmen tmentt and repair ins instructions tructions..

Attention Note

Table of Contents

Fund unda a ment menta a ls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Features. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 The SDI SDI eng engiine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 The TDI TDI eng engiine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Eng ngii ne mechanic mechani ca l systems . . . . . . . . . . . . . . . . . . . . . 12 Engi ngine ne oil oi l cir circuit cuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Cup-typ Cuptype e oil oi l fil fi lter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Electric oil extractor pump for oil change. . . . . . . . . . . . . . . . . . .13 M ar ariine oil oi l pa pan n . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13 Crankcase Crankcas e ventilati ventil ation on with wi th oil oi l separator separa tor . . . . . . . . . . . . . . . . . . . .13 Toot oothed hed belt b elt dr drive ive for f or the camshaft camshaf t . . . . . . . . . . . . . . . . . . . . . . . 14 Toothed belt b elt dri d rive ve for the t he distributo distri butorr injecti i njection on pump. pump . . . . . . . . . 14 Ribbed V-belt drives for ancillary components . . . . . . . . . . . . . .15 Dual-ma Dual -mas ss fly flywheel wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Hydra Hyd raul ulic ic bucket b ucket tapp ta ppet et . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

Com ombu bus stition on system . . . . . . . . . . . . . . . . . . . . . . . . . . . .20 .2 0 Twowo-s spr prin ing g nozzle no zzle hold holder er . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

Engine electronic systems. . . . . . . . . . . . . . . . . . . . . . .22 O vervi verview ew of ins i nsta tallllat atio ion n locati loca tions ons . . . . . . . . . . . . . . . . . . . . . . . .22 . 22 Sys ystem tem overvi over view ew.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Glow Gl ow plu p lug g system. system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Intake manif manifold old pres p ress sure and intake inta ke ai airr temperature sender sender . 27 N eedle lif l iftt sender sender . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 M odul odulat ating ing pi pis ston movement movement sender sender . . . . . . . . . . . . . . . . . . . . . 29 Engi ngine ne speed speed sender . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Coolant temperature sender. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31 Fuel temper temperat ature ure sender . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Throt hrottltle e lever po pos sititio ion n sender sender . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 M eter eterin ing g adj a djus uster ter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 Start of injection valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Fuel shuthut-of offf val valve ve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Indicator lamp for glow plug system monitoring and engi engine ne electro electroni nics cs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Fuel vol volume ume control contr ol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 Sta tarr t of inj injection ection contro controll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Internal functions in the engine engine control unit uni t . . . . . . . . . . . . . . . . 42 Function diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

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Table of Contents

Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46 .4 6 Fuel sup uppl ply y . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Diesel Dies el fuel microfilter microfi lter with wi th water warni wa rning ng facili fa cility ty . . . . . . . . . . . 48 Circulation preliminary filter fil ter with water separator separator (optional). (optional ). . 50

Emission characteristics . . . . . . . . . . . . . . . . . . . . . . . .52 Pol ollu luta tants nts in exhaus exha ustt gas g as.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Reducing pollutants. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

Exhaust turbocharging . . . . . . . . . . . . . . . . . . . . . . . . .54 Fundamental principle of exhaust turbocharging . . . . . . . . . . . 54 Turb urbochar ocharger ger with wi th varia var iabl ble e turbine turb ine geometry geometr y . . . . . . . . . . . . . . 56 Control of variable guide vanes . . . . . . . . . . . . . . . . . . . . . . . . . 58 Guide vane adjustment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

Coo ooliling ng system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60 .6 0 Intr oduction Introd uction to cooling cool ing sys ystem tem . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 O verview of cooling cool ing circuit cir cuit for fo r SDI SDI engines. engines . . . . . . . . . . . . . . . . 60 O verview of cooling cool ing circuit cir cuit for fo r TDI TDI engines . . . . . . . . . . . . . . . . 62 Design of cooler assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 Intercooler. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 M ai ain n heat heat exchanger exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Exhau xhaus st header hea der . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Exhau xhaus st mani manifol old d . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 Combined Combi ned cool cooler er . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 Sea eawa water ter pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Sacrificial anode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68

Electri lectrical cal system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69 .6 9 Centra l electr Central electriics uni unitt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Ear th cutout cuto ut rela r elay y . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 M ult ultififunction unction di dis spl play ay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 70 Displa Dis plays ys// indi indicators cators – rev counter, counter, voltmeter and oi oill press p ressure ure gau g auge ge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72

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Table of Contents

Self elf-- d ia iagn gnosis osis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Diagno Diag nos sis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Functi unction on 01 0 1 to 0 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 Examples of fault code memory entries . . . . . . . . . . . . . . . . . . . 76 Monitored sensor e.g. coola coo lant nt tempera temperatur ture e sender sender . . . . . . . . . . . . . . . . . . . . . . . . . 78

Adaptation kits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80 Gear box bell Gearbox bel l hous ho using ing f or Volvo SP SP- E/ DP DP-- E. . . . . . . . . . . . . . . . 80 Gearbox Gear box bell hous housing ing for f or reve r eversing rsing gearbox gear box (SAE AE-7) -7) . . . . . . . . 80 Gearbox Gear box bell bel l hous ho using ing f or M ercrui ercruis ser . . . . . . . . . . . . . . . . . . . . . 81 Gearbox Gear box bell bel l hous ho using ing f or Volvo SX SX/ DP DP-- S. . . . . . . . . . . . . . . . . . 81

Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82 List of ab abbr brevia eviatitions ons used used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82

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Technology

Fundamentals

Features • Quiet Quiet-run -runnin ning g 5-c 5-cylin ylinde derr engi engine nes s • Low weigh weightt and com compact pact dime dimens nsions ions • 2-pole el elec ectric trical al sys syste tem m: To avoid avoi d galva ga lvanic nic corros corr osion ion,, the engi engine ne is not connected conne cted to ground g round • Elec lectric tric oil intake intake pum pump p and upright upright cup-ty cup-type pe oil filter for clean and efficient oil change at the push of a button • Oil pan with with supp upport ort feet feet and baffle baffle plate plates s for increased protection when listing and in rough seas • Low-m ow-mainte aintenan nance ce belt drives drives with autom automatic atic tensioning elements to ensure long service life of belts and components • Ultram Ultramode odern rn elec electro tronic nics s for for mon onito itoring ring engine functions • Warn Warning ings s wit with h visual visual and and acous acoustic tic alarm • Wate Water-c r-coo oole led d turboc turbocha harge rgerr with Variable Turbine Geometry (VTG) for high propelling power in a wide speed range • Powe owerful rful three-ph three-phas ase e alternators alternators for reliable power supply and fast battery charging • All engine engines s co com mply with with the the curre currently ntly valid and most stringent pollution standard, the Bodensee Schifffahrtsverordnung (Lake Constance Shipping Ordinance) BSO II also with twin motorisation • Com omplete plete ins instrum trumen entation tation with with econo econom my control • Suit uitable able for PME/ RME fue fuell

Particular care must be taken to ensure that the fuel tank and the fuel hoses leading to the engine are also suitable for PM E/ RM E fuel fuel..

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Technology

Fundamentals

The Volkswagen Marine boat engines feature • a sp special Marine Diesel Contr ontrol ol (M (MDC) DC) sys ystem tem spec pecifically ifically adapted a dapted to boat b oat operation and a nd which is characteri characterized zed by maximum relia reliabil bility. ity. An emergency running program with a regeneration function ensures reliable engine operation should, contrary to expectations, a malfunction occu occur. r. • a wide effe effect ctive ive en engine gine spee peed d range with high propelling power power.. • exte extens nsive ive corros corrosion ion protect protection ion for the engin engine e housing and all add-on components. • a dual-mas dual-mass s flyw flywhe hee el to absorb absorb drive and transmission vibrations.

MSSP_001_003

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Fundamentals

The SDI engine The Volkswagen Marine boat engines are designed as naturally aspirated diesel engines with direct injection for use in displacement boats.

The engines, well-proven a million times over, offer: • Quiet operation operation des despite high high pres pressure direc directt injection • Low engin engine e spee speed d level level and and low-vibration low-vibration operation • High torq torque ue and low low fuel fuel cons consum umptio ption n • Low pollu pollutan tantt em emis iss sion • Com ompac pactt installat installation ion dimen dimens sion ions s • Eas ase e of maint mainten enanc ance e and and • Ul Ultr tram amode odern rn te tec chn hnolo ology gy

MSSP_001_004

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Technology

Fundamentals

Engine data Marine Type

SDI 55-5

SDI 75-5

Engine code letter

BCT

AN F

Engine design

5-cylinder in-line naturally aspirated diesel engine

Fuel injection system

Diesel direct Diesel d irect injection with elect electronically ronically controlled distributor-type injection pump

Displacement

2461cm3

Compression Compressio n ratio

19.0 : 1

Power rating at engine speed

40 kW kW (5 (55 bhp) 250 0 rp rpm

55 kW (7 (75 bhp) 360 0 r pm

Max. torque at engine speed

155 N m

155 N m

Specific power output

16.3 kW/ kW/ll

22.3 kW/ kW/ll

Min. specific fuel consumption

233 g/ kW h

233 g/ kW h

Weight (dry, with ancillary components, cooling system and clutch flange) not including gearbox

260 kg

260 kg

Alternator

120 A

Electrical system

12 V not earthed

Exhaust emission legislation, certified in accordance with

Bodensee Schiff fa fahrt hrts sverord verordnung nung Stufe 2 (L (Lake ake Constance Shipp Shipping ing Ordinance, Or dinance, Stage Stage 2) 2)

2250 rpm

SDI 55- 5

2250 rpm

SDI 75- 5 60

45

Output (kW)

55

40

Output (kW) 50 160

35

45 30

150

) W k ( 25 t u p t u O 20

Torq orque ue (Nm) (Nm ) 140

130

40

) W k ( 35 t u p t u 30 O

) m N ( e u q r o T

Torq orque ue (Nm) (Nm )

160

150

140

25

) m N ( e u q r o T

130

15 20 10 15

10

5 10 0 0

150 0

20 0 0

10 0 0

2 50 0

Engine speed (rpm)

150 0

20 0 0

2 50 0

30 0 0

3 50 0

Engine speed (rpm)

M SSP_0 0 1_110

M SSP_0 _00 0 1_1 _10 0 9

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Technology

Fundamentals

The TDI engine Volkswagen Marine boat engines are designed as direct injection engines with turbocharging for use in displacement and hydroglider boats. The TDI 150-5 is particularly suitab uitable le for fo r use in fast hydroplanes hydropla nes.. The TDI 150-5D variant is certified for use as twin motorisation in compli com pliance ance with BSO II II.. The TDI 100-5 and 120-5 engines are perfectly adapted to use in touring and sailing boats. They are both also certified for use as twin motorisation in compliance with BSO II. The TDI engines feature a turbocharger with a water-coole water-cooled d VTG VT G turb turbocharger ocharger (Variable Turbine Geometry). The engines develop a wide effective speed range offering high propelling p ropelling power without the characteristic propulsion weakness of turbocharged turb ocharged engines engi nes in the lower l ower engine speed speed range.

MSSP_001_005

TDI 10 10 0- 5 90

80

Output (kW) 70

60

280

) W50 k ( t u p 40 t u O

240

Torq orque ue (Nm) (Nm ) 200

30

) m N ( e u q r o T

160

20

10

0 150 0

20 0 0

250 0

30 0 0

Engine speed (rpm)

M SSP_0 P_00 0 1_111

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Fundamentals

Engine data Marine Type

TDI 10 0 -5

TDI 120 -5

TDI 150 -5

TDI 150 -5D

Engine code letter

BCU

AN G

AN H

BCV

Engine design

5-cylinder in-line turbocharged diesel engine

Fuel injection system

Diesel direct Diesel di rect injection with electronically controlled distributor-type injection pump

Supercharging

Vari ariable able turbocharger (VTG)

Displacement

2461cm3

Compression Compressio n ratio

19.0 : 1

Power rating at engine speed

74 kW (10 0 bhp) 2600 rpm

88 kW (120 bhp) 3250 325 0 r pm

111 kW (150 bh bhp) p) 4000 rpm

10 8 kW (147 bhp) bhp ) 4000 rpm

Max. torque at engine speed

270 Nm 2500 rpm

275 Nm 2500 rpm

310 Nm 1900 rpm

310 Nm 1900 rpm

Specific power output

30 .1 kW/ l

35.8 kW/ l

45.1 kW/ l

43.9 kW/ l

Min. specific fuel consumption

217 g/ kW h

217 g/ kW h

20 3 g/ kW h

20 3 g/ kW h

Weight (dry, with ancillary components, cooling system and clutch flange) not including gearbox

275 kg

275 kg

280 kg

280 kg

Alternator

120 A

Electrical system

12 V not earthed

Exhaust emission legislation, certified in compliance with

Bodensee Schiff fa fahrtsverordnung hrtsverordnung Stufe 2 (L (Lake ake Constance Shipp Shipping ing Ordinance, Or dinance, Stage Stage 2)

TDI 120-5

TDI 150-5 120

100

110

Output (kW)

90

Output (kW)

100

80 90

80

280

70

) W60 k ( t u p 50 t u O

Torq ue (Nm)

240

200

) m N ( e u q r o T

320

) 70 W k ( t 60 u p t u 50 O

290

260

Torq orque ue (Nm) (Nm )

230

) m N ( e u q r o T

40

40

30 30 20 20

10

0

10 1500

20 0 0

250 0

1000

30 0 0

Engine speed (rpm)

1500

20 0 0

250 0

30 0 0

3500

40 0 0

Engine speed (rpm)

M SSP_0 0 1_112

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M SSP_0 0 1_113

11 Technology

Engine mechanical systems

Engine oil o il circuit Injection nozzle Turb urbocharg ocharger er with variable turbine geometry

Hydraulic tappet

Oil filte filterr

Oil spray nozzle for piston cooling Oil pump Oill cooler Oi cooler Electric oil extractor pump for oil ch change ange

Marine oil pan M SSP_0 _00 0 1_0 _01 11

Cup-type oil fil filter ter The cup oil filter is arranged upright. The paper filter that can be replaced from the top ensures the filter is easy to service and environmentally compatible. When the oil filter cover is opened, a valve also opens so that the oil can flow out of the filter housing through a separate line back into the oil pan. Filter element

M SSP_0 _00 0 1_0 _073 73

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Elec lectri tric c oil extractor ext ractor pump p ump

To collectio coll ection n reservo reservoir ir

The electric oil extractor pump can be used to extract the engine oil in an environmentally friendly manner and free of drips. The pump is switched on by the switch on the central electrics unit.

From oil pan

Electri lectric c connection M SSP_0 _00 0 1_1 _10 0 7

Oil pan The oil pan is designed specially for use in Volkswagen Marine boat engines. Baffle plates ensure ens ure reliable relia ble oil oi l supply to the engine also when when listing heavily and in rough seas.

M SSP_0 _00 0 1_1 _10 0 4

Crankcas rankcase e ventilat ventil ation ion w ith oil separator separator

To intake i ntake pip p ipe e

The crankcase ventilation system with oil separator serves the purpose of keeping the air clean (to minimize oil burning) and prevents oil deposits forming on the intercooler. The oil vapours pass through the crankcase ventilation system into the oil separator. The fabric element contained in the oil separator separates oil droplets and blow-by gas. The oil droplets are collected on the base and returned to the oil pan. The blow-by gas is routed back into the intake manifold of the engine.

From crankcase ventilation

The fabric element need not be replaced. To oil oi l pan p an M SSP_0 _00 0 1_1 _10 0 3

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Belt Be lt drives Camshaft

Toothed belt drive for the camshaft The toothed belt drives • th the e cam ams shaft an and d • th the e coo oola lan nt pu pum mp.

Coolant pump

The mechanical tension of the toothed belt is controlled by a tension pulley.

Tension pull p ulley ey MSSP_001_006

Toothed belt drive for the distributor injection pump The toothed belt drive for the distributor-type injection pump consists of the tension pulley, deflection pulley, drive gearwheel that is driven by the camshaft, injection pump gearwheel as well as the toothed drive belt.

Camshaft

Tension pull p ulley ey

Deflection pulley MSSP_001_007

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Ribbed V -belt d rives for ancillary components

To avoid damage to the vibrati vib ration on damper and the engine, the engine must not be run without the alternator belt drive.

The ancillary components are driven by ribbed V-belts.

Please refer to the current Workshop M anual for f or ins i nstructions tructions on all adjustment and repair work.

The followi fo llowing ng components are dri d riven: ven: • The altern alternator ator (1 (12 V) for engine engine operation operation and battery charging • Optional The power steering pump for boats with Z-drive • and optional An additional addi tional 12 12 V, 24 V or 230 2 30 V alternator • The seaw eawater ater pum pump via a separate separate ribbed V-belt drive

The belt drives are equipped with automatic belt tensioners and therefore require little maintenance.

Belt tensioner

12 V alternator

Deflection De flection pulley p ulley Seawater pump

2nd alternator

Belt tensioner Power steering steer ing pump

Vibration damper MSSP_001_008

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DualDu al-mas mass s flyw fly w he heel el Due to irregula ir regularit rities ies in combus combustion, tion, displacem displacement ent engines produce torsional vibrations at the crankshaft and the flywheel. The use of a dual-mass flywheel prevents these torsional vibrations being transmitted into the drive dr ive train trai n where they they would produce p roduce resonance, resonance, resulting in disturbing noise in the boat. The dual-mass flywheel therefore also avoids excessive stress in the subsequently connected gearbox.

The dualdua l-mas mass s flywheel di divid vides es the flywheel mas mass s into two parts. O ne part is the the primary flywhe fl ywheel el or ce centrifuga ntrifugall mass; it belongs to the mass moment of inertia of the engine. The other pa parr t, the t he secondar secondary y mass, mass, increas increa ses the mass moment of inertia of the drive. Connected by means of a spring damping system, both decoupled masses isolate the vibrations. They absorb the vibrations at low engine speeds thus ensuring "drive rattle" no longer occurs.

Vibration insulation Secondar econdary y flywheel fl ywheel mass

M SSP_0 _00 0 1_0 _063 63

Vibration damper

Primary flywheel mass of the dual-mass flywheel Cranks Crank shaft dri drive ve M SSP_0 _00 0 1_0 _01 10

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Conventional pow er trans tra nsmiss mission ion structure without dual-mass flywheel Engine and drive train vibrations at low engine speed Engine and drive train vibration in idle speed range

Flywheel

MSSP_001_065 M SSP_0 _00 0 1_0 _085 85

Power transmission with dual-mass flywheel Engine and drive train vibrations at low engine speed

Prim rimary ary flyw flywhe hee el mas mass s

Secon ondary dary fly flywh whe eel mas mass s

Engine and driv e train vibrati vi bration on in idle id le speed speed range

M SSP_0 _00 0 1_0 _064 64

Vibrations Vibrati ons generated by the engine Vibrations absorbed by the drive train MSSP_001_084

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Hydraulic Hydrauli c bucket bucket tappet tap pet All Volkswagen Marine boat engines are equipped with hydraulic bucket tappets. In addition to reducing noise, they also simplify servicing: • No need need to che check ck and adjust adjust valve valve clearan clearance ce • Pre rec cis ision ion valv valve e tim timing ing

Camshaft

Bucke uckett tapp ta ppet et Oil reservoir

Piston

Non-return valve

Cylinder

Oil feed

Compression spring

High pressure chamber

Valve stem

M SSP_0 _00 0 1_0 _01 12

The hydraulic bucket tappets essentially comprise: • Buc uck ket tappe tappett with with pis pisto ton n • Cylinder • Non Non-r -re etu turn rn val alv ve

Valve noise after starting the engine is a normal occurrence. Oil is forced out of the bucket tappet while the engine is inoperative. As soon as the engine is running, the high pressure chambe ch amberr is i s fill filled ed with oil again a gain and the valve noise disappears.

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Func unctio tional nal des desc crip riptio tion n Beginning Be ginning of valv valve e stroke stroke The cam turns on the bucket tappet, the non-return valve closes and pressure builds up in the high pressure chamber. The oil trapped in the high pressure chamber cannot be compressed. The bucket bucket tapped ta pped acts as a ri rigid gid elem element. ent.


M SSP_0 _00 0 1_0 _01 13

Valve stroke The pressure in the high pressure chamber increases due to the force the cam exerts on the tappet. tapp et. A little litt le oil es escapes capes via the t he leakage gap so that the tappet compresses by max. 0.1 mm.

Leakage gap

M SSP_0 _00 0 1_0 _01 14

Valve clearance compensation Compensation of the valve clearance (lash) begins after the valve has closed. The pressure in the high pressure chamber drops as the cam no longer presses against the tappet. The spring forces the cylinder and bucket apart to such an extent that there is no clearance between the bucket tappet and cam. Oil flows out of the supply reservoir through the now opening non-return valve into the high pres press sure chamber.

M SSP_0 _00 0 1_0 _01 15

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Combustion system

The combustion system In Volkswagen Marine boat engines, the fuel is injected directly into the main combustion chamber.

The advantages include: • More effic efficie ient nt com combu bus stio tion n • Im Impro prove ved d fue fuel util utiliz izati ation on • Low ower er fuel fuel cons consum umptio ption n and and • Low pollu pollutan tantt em emis iss sion

The special design of the pistons, injection nozzles and of the intake port optimises the combustion process with regard to noise development, smooth operation and pollutant emissions.

Intake swirl port The special design of the intake port induces a swirling motion in the drawn-in air.

Piston reces recess s The swirling motion of the intake air is continued in the piston recess that is optimally adapted to this engine.

Injection nozzle The five-hole injection nozzle (fuel injector) injects inj ects the fuel in two stages into the piston recess where it ignites on the hot air. The two-stage injection prevents a "harsh" increase in pressure thus avoiding the characteristic diesel "knock".

M SSP_0 _00 0 1_0 _01 16

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Combustion system

Tw o-spri o-spring ng nozzle holder hold er Smooth increase in pressure in the combustion chamber reduces combustion noise and mechanical stress.

Lift 1

The two-spring nozzle holder developed for the Volkswagen direct injection diesel engines enables fuel injection in two stages. As a result, it plays an important part in ensuring "smooth" combustion.

Spring 1

Spring 2

Func unctio tional nal des desc crip riptio tion n There are two springs of different thickness fitted in the nozzle holder. Due to the geometry of the springs, the nozzle needle is raised only against the force of the first spring at the start of injection. A small gap is produced, allowing a small quantity of fuel to be pre-injected at low pressure. This pre-injection ensures a smooth increase in the combustion pressure and creates the ignition conditions for the main volume of fuel. The pressure in the injection nozzle increases due to the fact that the injection pump delivers more fuel than escapes through the small gap. The nozzle needle is further raised against the force of the second spring. The main injection now takes place at high pressure.

Nozz No zzle le needle Lift 1and lift 2

Lift 2

M SSP_0 _00 0 1_0 _01 17

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Engine electronic systems

Overview Overvie w of ins installati tallation on locations locations This general layout provides an overview of the components of the MDC. The components are described in detail in the following chapters.

Throttle lever position sender

Needle lift sender at injection nozzle of 5th cylinder

Intake manifold pressure and intake i ntake air tem temperature perature sender sender

marine

Acoustic warner

Indicator lamp for glow plug Indicator system monitoring and engine electronics

Diagnosis interface Coolant temperature sender

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Fuel temperature t emperature sender

Modulating piston movement sender

Distrib Dis tributor utor inject i njection ion pump p ump

MDC control unit

Engine speed sender

M SSP_0 _00 0 1_0 _01 19

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System overvi over view ew Sensors supply the engine control unit with information on the current operating status of the engine.

Needle lift sender

Engine speed sender

Coolant temperature sender

Intake manifold and intake air temperature sender


Mod ulating pist Modulating piston on movement movement sender Fuel temperatur temperature e sender

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The correspondi corresponding ng actuators a ctuators are activated following evaluation of the sensor information in the engine control unit. The injection volume and star tartt of injection as a s well well as the preheater system are controlled and monitored in i n this way.

For monitoring purposes, the engine control unit makes use of several characteristic maps and characteristic curves while ensuring the best torque output, the most favourable fuel consumption and the best exhaust emission characteristics for every operating situation.

Indicator lamp for glow plug system monitoring and a nd engine electronics

MDC control unit

Acoustic warner

Metering adjuster Valve for fuel shut-off shut-off Diagnosis connector Valve for start of injection

M SSP_0 _00 0 1_0 _020 20

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Glow plug system A glow plug system control is integrated in the Volkswagen Marine engine control unit. The glow plug control contains the following functions: • Pre reh heat atin ing g • Pos ostt-h heat atin ing g • Sta tan ndby heat atin ing g

Func unctiona tionall des descripti cription on Preheating In view of the outstanding starting characteristics of the Volkswagen Marine direct injection boat engines, preheating (glow plug) is only activated at temperat temperatures ures below + 9 °C. The engine control contr ol unit receives the signal for the engine temperature from the coolant temperature sender. The preheating procedure is started automatically. The preheating time depends on the current engine temperature. An indicator lamp in the panel informs the skipper that preheating is active.

Engine speed

Pin 8

Pin 26

Coolant temperature

Pin 14

Pin 50

Indicator lamp for glow Indicator plug system monitoring and engine electronics electronics Relay for glow plugs

MDC control unit

Fuse

Q6

Q6

Q6

Q6

Q6

Glow plugs M SSP_0 _00 0 1_0 _045 45

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Intake manifold manif old pres press sure and intake inta ke air temperature temperat ure sender sender The intake manifold pressure and intake air temperature sender is located in the intake manifold. manifol d. From From the signal signal , the engine control unit recognizes the pressure and temperature of the intake air. The signal is required for limiting smoke in the dynamic range and to monitor the function of the turbocharger (TDI only). M SSP_0 _00 0 1_0 _098 98

Func unctio tional nal des desc crip riptio tion n The piezoelectric crystals in the intake manifold pressure sender are changed by the pressure of the air drawn in and thus send a voltage signal to the engine control unit.

Substitute function None

Effect In the event of failure, there are no malfunctions in engine operation

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Needle lift sender

Nozzle holder

The needle lift sender is located on the injection nozzle of the 5th cylinder. It signals the actual start of injection to the engine control unit. The signal is used to ensure the characteristic map for start of injection is adhered to.

Magnet Ma gnet coil coil

Func unctiona tionall des descripti cription on The voltage applied at the magnet coil of the needle lift sender is controlled by the engine control unit such that a constant current always flows. In this way, a magnetic field is generated in the magnet coil (solenoid). The magnetic field changes with the movement of the nozzle needle that is connected to the thrust pin. The change distorts the applied voltage; a pulse peak is created. The engine control unit calculates the actual start of injection from the time difference between the pulse peak and the TDC signal from the engine speed sender. The actual start of injection is compared with the set start of injection specified specified in i n the chara characteris cteristic tic map of the engine control unit and is corrected by the control unit in the event of deviations.

Thrust pin

M SSP_0 _00 0 1_0 _01 18

Substitute function An emergency operation program is started in the event of the needle lift sender failing. The start of injection is controlled according to fixed setpoints from the characteristic map. In addition, the injection volume is reduced.

Effect The power output of the engine is reduced.

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Modulating piston movement sender The modulating piston movement sender signals to the engine control unit the current position of the metering adjuster in the injection pump.

Distributor injection pump

Coil with alternating voltage

Iron core Moving metal ring

Func unctio tional nal des desc crip riptio tion n An alternating voltage generates an alternating magnetic field in a special iron core. A metal ring that is secured to the eccentric shaft moves along the iron core.

Eccentric shaft

This movement influences the magnetic field. Fixed metal ring

The engine control unit evaluates this change and thus obtains the current position of the metering me tering adj adjus uster. ter.

M SSP_0 _00 0 1_0 _021 21

Substitute function If the engine control unit receives no signal from the modulating piston movement sender, the engine will be shut down for safety reasons.

Effect Engine operation is not possible.

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Engine speed sender The engine speed sender is located in the vicinity of the starter crown gear. It scans five marks on the sender wheel for engine speed. The engine control unit uses the signal to detect the engine speed.

Func unctiona tionall des descripti cription on The sender operates in accordance with the induction principle. The marks on the sender wheel generate an alternating voltage in the sender coil. From this signal, the engine control unit can accurately calculate the angular position and the current engine speed.

M SSP_0 _00 0 1_0 _022 22

Substitute function If the engine control unit receives no signal from the engine speed sender, an activated emergency operation program uses the signal from the needle lift sender as a substitute signal.

Effect The injection volume is reduced thus also reducing the engine power output. The engine is shut down if the signal signal fr from om the needle needle lift li ft sender also fails.

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Cool oolant ant temperat temperature ure sender sender The coolant temperature sender is located on the connection coupling for the coolant above the coolant pump. Its signal signal serves as a variabl vari able e for determining the engine temperature and for detecting whether preheating, post-heating, standby heating or increased increas ed idle i dle speed is i s required when the engine is cold (90 sec).

MSSP_001_023

The signal is additionally used in the event of engine overheating to reduce the power output.

Func unctio tional nal des desc crip riptio tion n The coolant temperature sender features an NTC bead. An NTC (N (Negative Temperature Coefficient) changes its resistance corresponding to temperature. W hen the temperature increases increases the resistance value drops. When the temperature drops the resistance values increases. The engine control unit can detect the current engine temperature from this resistance value.

Substitute function If the engine control unit receives no signal from the coolant temperature sender, a fixed value stored in the engine control unit is used as the substitute signal.

Effect The MDC control unit receives no engine temperature value from the coolant temperature sender.

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Fuel temperature sender

Distrib Dis tributor utor injection pump

The fuel temperature sender is located in the upper housing of the distributor-type injection pump. Its signal informs the engine control unit of the coolant temperature and the control unit adapts the fuel volume accordingly.

Func unctiona tionall des descripti cription on The fuel density changes with the change in the fuel temperature. The injection volume must be correspondingly adapted to ensure an optimum combustio combus tion n pr proces ocess. s.

Fuel temperatur temperature e sender M SSP_0 _00 0 1_0 _024 24

Substitute function In the event of the fuel temperature sender failing, the last temperature value is stored in the MDC control unit.

Effect The injection volume can no longer be determined correctly. The MDC now determines the injection volume according to the value last stored.

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Shaft

Throttl hrottle e lever pos p osit ition ion sender The throttle lever position sender is located in the vicinity of the central electronics unit. Its signal informs the engine control unit of the throttle lever position. This signal is also used to determine the injection volume.

Coil spring

Potentio otentiometer meter with idle switch

Func unctio tional nal des desc crip riptio tion n The shaft in the sender is turned when accelerating. The potentiometer mounted on the end of the shaft shaft sends to the engine control unit a voltage value corresponding to the throttle position. From this value, the engine control unit recognizes the throttle lever position and the skipper's choice. In connection with the fuel volume control of the distributor injection pump, the control unit regulates the fuel volume to be injected.

MSSP_001_025

Substitute function If the engine control unit receives no signal, a fixed stored value is used as the substitute signal.

Effect The engine runs at increased idle speed (1400 rpm) so that the skipper can reach the next mooring. Acceleration is no longer possible.

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M ete etering ring adj adjus uster ter The metering metering adj adjus uster ter with wi th an a n electromagnetic actuator for controlling the injection volume is located in the distributor-type injection pump.

Func unctiona tionall des descripti cription on With the aid of a control shaft, the electromagnetic electrom agnetic actuator a ctuator changes the position of the control slide valve. When activated by the engine control unit, the position of the control slid lide e valve is i s changed changed axial axially ly thus t hus cons constantly tantly varying varyi ng the injection inj ection volume between between "minimum " minimum"" (idle speed) and "maximum" (full throttle).

Metering adjuster

Control slide slide valve

MSSP_001_026


Effect If the metering adjuster fails due to a defect, the engine is shut down by means of the fuel shut-off valve.

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Start of i njec njection tion valve va lve The start of injection valve is positioned on the underside in the housing of the distributor-type injection pump. The inner chamber pressure of the pump acts on the injection control piston via this cyclicall cyclically y clocked solenoid solenoid valve.

Func unctio tional nal des desc crip riptio tion n The start of injection is controlled depending on the clock pulse (pulse duty factor) of the start of injection valve. val ve. The engine control unit can adj adjus ustt infinitely variable variab le between between retarded start start of injection (fully open) and advanced start of injection (fully closed). Activation takes place by means of a ground pulse from the engine control unit.

Start of injection valve M SSP_0 _00 0 1_0 _030 30

Substitute function Control is no longer possible in the event of the start of injection valve failing. A fixed value is used.

Effect The engine runs with reduced power output due to the now limited volume of fuel.

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Fuel shut-off valve The fuel shut-off valve is installed on the upper side of the distributor-type injection pump in the vicinity of the fuel injection lines. This solenoid valve interrupts the fuel supply when the engine is shut down.

Func unctiona tionall des descripti cription on The valve is open when no power is applied. In this way, it keeps the inlet hole to the high pressure chamber open. When power is applied to the solenoid, the valve closes the inlet hole. The fuel supply is shut off so that the high pressure piston can no longer deliver fuel.

Fuel shut-off valve

Supply hole Valve Valve seat


M SSP_0 _00 0 1_0 _031 31


Effect The engine is shut down by the metering adjuster.

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Indicator lamp for glow plug system monitoring and engine electronics The self-diagnosis concept of Volkswagen M ar arine ine boat boa t engines com compr pris ises es a self self-monitori -monitoring ng function for sens ensors, ors, actuators actuator s and mircoprocessors by the engine control unit. marine

Func unctio tional nal des desc crip riptio tion n The self-diagnosis system uses an indicator lamp to inform the skipper of any malfunctions. In this way he is requested to call at the nearest service centre.

MSSP_001_032

A warning is given in the event of a malfunction in the following components: • Nee Needle dle lift sende derr

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• Eng ngine ine spe peed ed se sende nderr • Modulating piston piston mov ovem emen entt sen sender der

20 10

• Me Mete terin ring g adj adju uste terr • Start of inje injec ctio tion n va valv lve e

0

30 40 o

mh 3.7 l/ l/h

• Turbocharger: Boos Boostt press pressure outs outside ide set range (TDI only)

marine

Start

Stop


MSSP_001_067

Effect The effect depends on the type of component that has failed.

Activation The engine control indicator lamp is activated by the engine control unit.

W hen the indicator lamp l amp is activated by the engine control unit, an acoustic acous tic warning signal additi additionally onally sounds. This signal can be turned off after pressing the acknowledging button.

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Fuel volume control Following evaluation of the received sensor signal ignals s, the correct corr ect injection volume is determined in the engine control unit and an electrical signal is sent sent to the meteri metering ng adjus ad juster ter in in the injection pump. The metering adjuster varies the position of the control slide valve corresponding to the electrical signal.

The engine control unit monitors the change in the valve position with the aid of the modulating piston movement sender. If there is insufficient air in the system, the injection volume is limited by the smoke characteristic map.

Overview of sensors and actuators

MDC control unit


Modulating pis piston ton movement sender


Engine speed sender

Fuel temperature sender

Metering adjuster

Intake manifold pressure and intake air temperature sender M SSP_0 _00 0 1_0 _033 33 Superior

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Start of injection control A large number of engine properties such as the starting characteristic, fuel consumption, engine output, smooth engine operation as well as exhaust emission are influenced by the start of injection. The task of the start of injection control is to determine the correct timing for fuel delivery. MDC control unit

Based on the influencing variables illustrated in the following, the engine control unit calculates the start of injection and sends a corresponding electrical signal to the start of injection valve in the distributor-type injection pump.

Engine speed sender


Star tartt of injection valve

Needle lift sender


M SSP_0 _00 0 1_0 _034 34

Start of injection characteristic characteristic map

Start of injection

The engine control unit calculates the optimum start of injection from the stored start of injection characteristic map and the input variables.

Throttle lever position

Engine speed MSSP_001_046

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Func unctiona tionall des descripti cription on Injection timing device The mechanical injection timing device in the distributor-type injection pump operates with the aid of the speed-dependent fuel pressure in the pump interior.

Note To provid pro vide e a clear illustrati i llustration, on, the objects obj ects in the enlargements enlar gements have been turned throug through h 90° 90 °!

It is necessary to inject fuel earlier as the engine speed increases. The start of injection is varied by the turning movement of the rolling ring. This is controlled by the change in the fuel pressure in the pump interior. The fuel pressure increases as the engine speed increases. The control unit controls the star tartt of injection valve val ve by means means of a clock puls pul se (pulse duty factor f actor). ). The pressure pressure in i n the pump interior changes corresponding to the pulse duty factor. One start of injection operation is assigned to each clock pulse. This facilitates infinitely variable variabl e control control of the start start of injec i njection tion from maximum advance to retard setting.

Rolli olling ng ring r ing Pressure roller

Advance

Retard

Engine control unit From the incoming sensor signals, the engine control unit calculates the set start of injection and sends the signals for the necessary pulse duty factor to the start of injection valve.

To inta i ntake ke sid side e of vane pump Spring Pin

Start of injec i njection tion va lve

Fuel pressure in pump interior

Piston of injection timing device

The valve converts the pulse duty factor into a change in the pump interior pressure (control pressure).

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Eccentric disc

Pressure roller

Start of injection valve

Piston of injection timing device

Start of injection valve

MSSP_001_035

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Internal functions in the engine control unit With additional functions, the engine control unit ensures the engine runs smoothly during operation.

Idle Idl e speed speed control Based on the engine speed signal that is supplied 5 times per cranks crankshaf haftt revolution, r evolution, the engine control unit recognizes even the smallest deviation from the specified idle speed.

M SSP_0 _00 0 1_1 _10 0 6

By way of changes in the metering adjuster control, the engine control unit can maintain a constant idle speed under all operating conditions.

Smooth running control In order to achieve particularly smooth, uniform engine operation, the injection volume of each cylinder is controlled in such a way as to avoid output differences between the individual cylinders. This function is monitored by means of the signal from the engine speed sender that supplies the engine control unit with five signals per crankshaft revolution. If the signals are received in uniform rhythm this means all cylinders are performing the same amount of work. If the output of one cylinder is weaker, the crankshaft will be accelerated to a lesser extent. If the output of one cylinder is higher, it will accelerate the crankshaft to a greater extent. Once the engine control unit has recognized an irregularity, a higher or lower injection volume is immediately supplied to the corresponding cylinder until the engine runs smoothly and uniformly again. The injection volume deviation is indicated in the measured value block.

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Maximum engine speed governing On reaching the maximum engine speed, the engine control unit reduce r educes s the injection volume in order to protect the engine.

Start vol volume ume control control The injection volume required for starting is determined by the engine control unit corresponding to the coolant temperature. As a result, exhaust emission is kept low while still ensuring very good starting characteristics.

Signal monitoring During operation, the engine control unit monitors itself as well as the functions of the sensors and actuators. Occurrence of a malfunction is indicated visually by the indicator lamp illum ill uminating inating and acous acoustically tically by a warning war ning tone. marine

MSSP_001_032

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Function diagram

30 30a 15

E190 - Eme mergenc rgency y stop stop button E35 354 4 - Oi Oill extrac extractor tor pum pump button button

J 52

J 317 S 190 15 A

F36 - Neutral switc witch h F60 - Idling switc witch h

S 125 50 A

G6 G28 G62 G71 G7 1 G72 G7 2 G79 G7 9 G80 G8 0 G81 G149 49--

Fue uell pum pump p (pre (pres sup upply ply pu pum mp) Engin ngine e spe spee ed sen sende derr Coolant te tem mperatu perature re sen ender der Intake Intak e manifold manifold press pressure sen ender der Intake Intak e manifold tem temperatu perature re sen ender der Throt hrottle tle leve leverr position position sen sender der Needle Nee dle lift send nde er Fue uell tem temperatu perature re sen ender der Modulating Mod ulating pis piston ton move moveme ment nt sende senderr

N 108

G81

1

G149

N 146

ϑ

2

J17 - Fuel pu pump re rela lay y J 52 - Gl Glow ow pl plu ug re rela lay y J248 - Die Dies sel dire direct ct inje inject ction ion system control unit J317 - Term rmina inall 30a voltage voltage supply relay J593 - Fue uell shu shut-off t-off valve valve control con trol relay

42

1 14

18

1 03

11 1

108

10 6

99

1 21

1 16

2

51

63

50

12

69

80

33

K29 - Glo Glow w pe period riod in indic dicat ator or lam lamp p N108-- Start of inje N108 inject ction ion valve valve N146 N1 46-- Meterin Metering g adjus adjuster Q6 - Gl Glo ow pl plu ugs (engi gin ne) S81 - Fuel pum pump fus fuse S125 - Glow plug fus fuse e S190 - Term erminal inal 30 voltage supply fuse Y19 - Multifunc Multifunction tion dis display play with with en engine gine spee peed d 6

Q6

31a

31

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4

F60

3

2

G79

1


30 30a 15

S 81 10A

J 17

G 80

G6

1

34

70

109

M

101

J 248 65

32

1

40

4

5

10 2

1

110

2

20

52

73

1

2

31

3

71

2

G28

G72

1 04

4

ϑ

F 36

112

6

7

D

D

28

27

120

37

24

3

ϑ

G71

16

G62

D 4

Y19

J 593 E190 E354

K 29

MSSP_001_048

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Fuel sy stem

Fuel supply The fuel pump sucks the fuel out of the fuel tank directly via the circulation preliminary filter. The electric presupply pump supports the fuel pump located in the injection pump housing. The fuel presupply pump is mounted on the engine below the central electrics. It is arranged between the circulation filter and the fuel microfilter. The fuel return r eturn is routed via vi a the t he combined combined cooler. In this way, the return fuel is cooled and the fuel temperature in the fuel tank kept low.

Fuel presupply pump

Fuel microfilter with additional water separation chamber and sensor

Pressure roller Eccentric disc

Injection nozzle Distrib Dis tributor utor piston

Combined cooler

Fuel tank

Plunger valve

Circulation preliminary filter with water separator MSSP_001_036

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Fuel system

Func unctio tional nal des descriptio cription n

Fuel intake The vane pump sucks in the fuel and forces it into the pump housing. The rotor is mounted directly on the drive shaft. A pressure control valve is fitted for the purpose of maintaining the pressure increase within the permissible range as the engine speed increases.

Press ressure ure contr control ol valve

Vane pump

MSSP_001_037

Filling high pressure chamber With the aid of a claw clutch, the drive shaft of the vane pump causes the distributor piston to rotate and lift by means of an eccentric disc. The eccentric disc executes one lift movement per cylinder. During the delivery phase, the control slot opens the feed channel as the result of the rotary motion of the distributor distributor pis piston ton and allows all ows fuel to flow into the high pressure chamber.

Distributor piston

High pressure chamber M SSP_0 _00 0 1_0 _038 38

Start of injection The distributor piston continues to turn so that the control slot closes the feed hole. The following list movement exerts pressure on the fuel. As the distributor piston continues to rotate, the distributor groove is aligned flush with the outlet hole. The fuel under high pressure is forced to the injection nozzle.

Control slot Distributor groove

Distributor channel MSSP_001_039

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Fuel sy stem

Diesel fuel microfilter w ith w ate aterr w arn arning ing facility facility

Fuel microfilter

The task of the fuel microfilter is to filter out the finest impurities in the fuel.

Warning switc swi tch h

Thoroughly filtered fuel is of great significance for ens ensuring uring reliable reliab le operation. Condensation water or water that enters the sys ystem tem while refuelling ref uelling mus mustt be b e filtered fil tered out. out . Owing to its higher weight, water collects in the base of the filter. Drain channel

A high proportion prop ortion of water in the diesel diesel fuel poses the risk of the water entering the fuel injection system. This would lead to internal corrosion and engine failure.

MSSP_001_040

For this reason, reason, dies d iesel el fuel f uel microfilters microfil ters in Volkswagen Marine boat engines feature a water warning facility. It informs the skipper of high water level in the fuel microfilter before it can place operational reliability at risk.

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Fuel system

Func unctio tional nal des desc crip riptio tion n

Water Wat er level level safe

Filter

The engine control unit sends a voltage to the contact pins of the warning switch located in the fuel microfilter. Only a low current flows if the contact pins are surrounded by diesel fuel.

Contact pins Contact pi ns Diesel Dies el fuel f uel Water

MSSP_001_041

Water Wat er level level dangerou d angerous s If the water level rises up to the contact pins, a higher current flows due to the better conductivity of the water. The engine control unit detects the higher current flow and by way of the indicator lamp in the control panel signals the high water level to the skipper.

MSSP_001_042

Water drain valve

Drain fuel microfilter A drainage facility is located on the underside of the fuel microfilter.

Please refer to the Owner's Handbook or the current Workshop Manual for the exact description of the water drainage procedure.

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Fuel sy stem

Circulation preliminary filter w ith w ater separator separator (optional) The circulation water separator is installed between the fuel tank and fuel presupply pump. The exact install installatio ation n location lo cation depends d epends on the type of boat.

Alternative outlet opening

Outlet opening Filter element Cross section enlargement

Func unctiona tionall des descripti cription on The fuel flows through the inlet opening and an internal system of guide vanes. An intensive rotary motion is induced which forces the fuel into the bowl section.

Alternative inlet opening

Guide vane

Water droplets and heavy particles are expelled by the centrifugal force, they collect on the bowl walls and finally settle on the base of the bowl. During the further f urther cours course e of the filter filt er proces pr ocess s, the fuel must pass through the guide vane system positioned on the outer housing.

Inlet opening

Guide vane Bowl section Bowl base

Due to the different lengths of the deflection vanes and the double doub le change in direction of flow, smaller water droplets and fine particles are expelled and also collect on the base of the bowl.

Waster drain

M SSP_0 _00 0 1_0 _044 44

The considerable increase in cross section below the filter element causes the fuel to settle while the finest water droplets and particles are expelled. The remaining particles and water are subsequently filtered out by a replaceable filter element.

Please refer to the Owner's Handbook or the current Workshop Manual for instructions on the maintenance and water draining procedure.

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Notes

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Emission characteristics

Emi mis ssio ion n characteristics chara cteristics The lowest possible level of environmental pollution renders necessary sophisticated design as well as extensive matching and tuning work. In doing so, it is often necessary to consolidate conflicting requirements such as low pollutant pol lutant emission and high engine power output. All Volks olkswagen wagen Mar M arine ine boat engines com comply ply with wi th the Bodensee Schifffahrtsverordnung Stufe 2 (Lake Constance Shipping Ordinance, Stage 2) (BSO II).

Poll ollutants utants in exhaust gas The following exhaust gasses mainly occur in the exhaust emissions of diesel engines: • Carbon monoxide (CO) Carbon monox monoxide ide is i s prod produce uced d by b y combusting combusting fuels containing carbon. It is odourless and colourles colourl ess s, explosive and highly hi ghly toxic. Car Carbon bon monoxide inhibits erythrocytes (red blood corpuscles) from transporting oxygen and is lethal eve even n in small conc concentratio entrations ns in breathing air. In the open it oxidizes to form carbon dioxide within a short space of time. Carbon dioxide is a constituent part of air. • Gaseous hydrocarbons (HC) They occur in the exhaust gas following incomplete combustion. Hydrocarbons irritate the sense organs and, depending on the type, can also cause cancer. • Soot particles Soot particles are produced by the combustion process in a diesel engine. The effects on the human body are currently not fully clarified. • Nitrogen oxide (NOx) Nitrogen oxide is produced by high pressure, high temperature and surplus oxygen during combustion.

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Emission characteristics

Reducing pollutants Measures designed to reduce soot particles and the formation of HC increase the percentage of nitrogen nitrog en oxides. oxides. Attempts to reduce the nitrogen nitrog en emis em iss sion increas increase e the propor pr oportion tion of other exhaust exhaust gas ga s consti constituents. tuents. In Volkswagen Volkswagen M ar arine ine boat boa t engines, the lowest lowest possible exhaust emission has been achieved by specific design of the combustion chamber and of the piston recess as well as the matching and coordination of the injection nozzles. Electronically controlled and monitored engine management and variable start of injection control further ensure optimum combustion and low exhaust emissions.

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53 Technology

Ex haus haustt turb t urboc ocharg hargii ng

Fundamental principle of exhaust turbocharging The aims of supercharging by means of a turbocharger are: • Hig igh her tor torqu que e an and d • In Inc cre reas ase ed engi engine ne ou outpu tputt By compressing the intake air, more air and thus increased levels of oxygen enter the combustion chamber with each intake stroke. The higher share of oxygen enables improved combustion. The power output is increased. The movement and pressure energy contained in the exhaust gas is used to drive the turbine wheel of the turbocharger that is connected via a shaft to the compressor wheel. The compressor wheel compresses the air and forces it into the combustion chamber. Since the air temperature increases during compression and the density thus decreases decreases,, the engine output out put can be further increased by cooling the air in an intercooler. The air density increases again.

Intercooler Heat Exhaust gas from the engine drives the exhaust turbine. The compressed, heated air is routed to the intercooler.

Air inlet

Exhaust

Comp ressor

Ex ha ust turbi ne

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MSSP_001_051

Ex haus haustt turb t urboc ochar hargi ging ng

There are two specific problems involved in the use of a conventional turbocharger. • The ene energy rgy of the exh exhaus austt gas is too low in the the lower engine speed range. The turbine wheel does not reach the rotary speed necessary to sufficiently compress the air. • The ex exhaus haustt gas en energy ergy is ve very ry high in the upper engine speed range. The speed of the turbine wheel is therefore higher than necessary. The air is compressed too much.

Turbocharger Intake air

Exhaust gas flow

Intercooler

Boost pr pres ess sure

Intake manifold

Exhaust manifold

Engine

MSSP_001_052

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Ex haus haustt turb t urboc ocharg hargii ng

Turboc urbocharger harger w ith varia variable ble turbine turbi ne geometry The turbocharger turbocharg er installed in i n Volks Volkswagen wagen Mar M arine ine boat engines operates with variable varia ble guide gui de vanes. vanes.

Advantage • By corres correspondin pondingly gly influenc influencing ing the exh exhaus austt flow, the optimum boost pressure is made available availab le virtually virtual ly over the entire entire engine speed range. This ensures improved combustion and lower exhaust emission values as well as high propelling power over the entire engine speed range.

Pressure cell for adjusting the guide vanes

Exhaus xhaustt turb t urbine ine hous ho using ing Oil inlet

Compressor

Intake air

Exhaus xhaustt turb tu rbine ine wheel

Variable guide vanes To intake inta ke mani manifol fold d Coolant

MSSP_001_061

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Func unctio tional nal des desc crip riptio tion n

Fundamental principle A gas flows through a narrow pipe faster than through a pipe without a constriction. The prerequisite is that the same pressure is applied in both pipes. This physical principle is utilized by the turbocharger with variable variabl e turbine geometry geometry for the purpose of achieving a constant boost pressure in virtually all engine speed ranges. MSSP_001_053

Guide vane

Low engine speed The volume and speed of the exhaust gas are low. The cross section of the exhaust pipe is constri cons tricted cted before the turbine turb ine wheel wheel by the guide gui de vanes. The narrowed cross section forces the exhaust gas to flow faster thus increasing the speed of the turbine wheel.

Exhaust gas pressure

Turbine wheel Boost pressure

The high rotary speed of the turbine guarantees optimum boost pressure also at low engine speed.

M SSP_0 _00 0 1_0 _054 54

High engine speed The exhaust volume and speed are high. The guide vanes enable a larger cross section. The maximum boost pressure is not exceeded.

Boost pressure Exhaust gas pressure

MSSP_001_055

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Ex haus haustt ga gas s turb turboc ochar harii ng

Control of varia variable ble guide vanes The pressure cell is connected via a hose line to the intake pipe. The pressure in the pressure cell changes depending on the intake manifold pressure.

Turboc urbocharger harger w ith variabl va riable e guide vanes Low sp eed

Hi gh sp eed Exhaust gas flow

Intake air

Boost pr pres ess sure

Pressure cell Guide vanes Intercooler Cylinder head

MSSP_001_057

At low intake manifold pressure, the diaphragm of the pressure cell is pushed back by the force of the spring. The guide vanes are set to a small inlet cross section.

At high intake manifold pressure, the pressure acting on the diaphragm in the pressure cell increases. The guide vanes are set to a large inlet cross section.

This control always makes available the boost pressure necessary for ensuring optimum power output.

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Guide vane adjustment The guide vanes together with their shafts are mounted mounte d on the carrier carri er ring. r ing. The The guide vanes are connected by means of a shaft to the guide pin. This guide pin engages in the adjustment ring such that all guide vanes are adjusted simultaneously as the adjustment ring rotates.

Pressure cell Carrier ring Guide vanes

Adjustment ring Guide pin Shaft

The adjustment ring is turned by the vacuum cell in connection with the control linkage.

Control linkage Guide pin of control linkage MSSP_001_049

Flat guide vane setting = Narrow inlet cross section of exhaust gas flow

Steep guide gui de vane va ne setti setting ng = Large inlet cross section of exhaust gas flow Direction of Direction rotation of adjustment ring

MSSP_001_074

In connection with the acceleration in the flow of the exhaust gas, the constricted inl inlet et cross section results in a higher turbine speed.

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The flow rate of the exhaust gas increases as the engine speed increases. The inlet cross section becomes larger so that the boost pressure and turbine output remain constant over a wide speed range. r ange.

59 Technology

Cooling system

Introduction to cooling system While in a road vehicle the engine heat is given off via the cooling water to the air drawn in on the airstrain, the engine heat in a boat is transferred to the seawater. seawater. In order to keep the engine clear of aggressive media such as saltwater, the Volkswagen Marine boat engines feature a dual-circuit cooling system. In the same way as in passenger vehicles, the coolant in the primary circuit is made up of antifreeze, corrosion inhibitor and water and is designed as a closed circuit. The heat is transferred in a heat exchanger through which seawater flows. The seawater circuit (secondary circuit) is an open circuit in which the seawater is drawn in and after af ter having flowed through the heat heat exchangers, it is expelled again.

The coolant circuit cons consists ists of • Small coolant coolant circ circuit uit (primary) (primary) – red closed clos ed fr fres eshwater hwater circuit • Large co coolant olant circ circuit uit (prim (primary) ary) – blue closed clos ed fr fres eshwater hwater circuit • Seaw eawater ater circu circuit it (sec (secondary) ondary) – green green

Overview of cooling circuit for SDI engines

Exhaust manifold

r e g n a h c x e t a e h n i a M

r e d a e h t s u a h x E

k n a t n o i s n a p x e t n a l o o C

Oil coole coolerr

Cooler assembly housing

Seawater filter

Combined cooler (gear oil and fuel)

Thermo hermostat stat 80 °C and coolant pump

Seawater pump

M SSP_0 _00 0 1_0 _058 58 Superior

60 Technology

Cooling system

Seaw ater circuit Drawn in by the seawater pump, the seawater enters the system via the boat's hull. The seawater filter filters the impurities out of the incoming seawater. The downstream combined cooler is a two-piece assembly. It cools the fuel flowing back to the fuel tank. On boats with power-assisted steering, the other part cools the hydraulic oil in the steering system as well as the gearbox oil on boats with a reversing gearbox. In the heat exchanger, the seawater absorbs the heat of the coolant circuit and thus cools the engine. The seawater outlet takes place in the exhaust gas flow through the exhaust manifold (wet exhaust).

Provid rovided ed the engine is i s running, the seawater always flows through the main heat exchanger and the exhaust manifold.

Small coola oolant nt circuit Driven by the coolant pump during the warm-up phase, the coolant circuit passes through the engine block, oil cooler, exhaust header and via the bypass back to the coolant pump. This ensures the engine quickly reaches its operating temperature.

Large coolant circuit Once the engine has reached its operating temperature, the thermostat opens the "large coolant circuit". The coolant now additionally flows through the main heat exchanger where it gives off the heat to the seawater.

Seawater circuit Small coolant circuit (freshwater) Large coolant circuit (freshwater) Bypass Ventilation line

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Cooling system

Overview of cooling circuit for TDI engines

Turbo urbocharger charger Exhaust manifold

Intercooler (111kW onl only) y)

r e g n a h c x e t a e h n i a M

r e d a e h t s u a h x E

Oil cooler

Cooler assembly housing

Seawater filter

Combined cooler (hydraulic oil and fuel)

k n a t n o i s n a p x e t n a l o o C

Thermostat 80 °C and coolant pump

Seawater pump

MSSP_001_068

Seawater circuit Small coolant circuit (freshwater) Large coolant circuit (freshwater) Bypass Ventilation line

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Cooling system

Seaw ater circuit Apart from the following changes, the seawater circuit of the TDI engines is the same as that of the SDI engines. Changes O n the the TDI 150 50-5/ -5/ 150 50-5D, -5D, 10 10 8 kW and 111 kW TDI engines, the intercooler is located between the seawater pump and the main heat exchanger. In order to increase the air density, the compressed charge air from the turbocharger is cooled by the seawater. The TDI TDI 120 -5, 88 kW engi engines nes as well as a s the TDI 100-5, 74 kW engines are not equipped with an intercooler.

Large coolant circuit High temperatures occur at the turbocharger during engine operation. For this reason, the "large coolant circuit" cools the turbocharger instead of the exhaust manifold as on the SDI.

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Cooling system

Design of cooler assembly

Intercooler

Expansion tank t ank

Seawater inlet Seawater to main heat exchanger

Main heat exchanger

Intake pipe Exhaust header M SSP_0 _00 0 1_1 _10 0 0

Intercooler (T (TDI DI 150 50-5/ -5/ 150 50--5D onl only) y) The intercooler consists of the cooling pipe assembly and the housing. The seawater pump pumps the seawater seawater through the intercooler, thus cooling the air compressed by the turbocharger. The air density increases.

Intake air

Cooling tubes

Seawater outlet

Seawater inlet MSSP_001_072

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Cooling system

Main heat exchanger The heat from the engine is transferred via the coolant in the main heat exchanger to the seawater. The main heat exchanger and the expansion tank form one unit.

Expansion tank t ank

Exhaust header Main heat exchanger M SSP_0 _00 0 1_1 _10 0 5

Exha xhaus ustt header Exhaust gas temperatures of a diesel engine can reach up to t o 800 80 0 °C. In order to keep keep the surf surface ace temperatur temperature e at a low l ow level, the exhaust header in Volkswagen Marine boat engines is cooled by the coolant circuit. The dissipated heat is then transferred in the main heat exchanger to the seawater.

Exhaust header Seawater inlet

Tube as a ssembly for f or main heat exchanger (coolant circuit)

Seawater outlet

MSSP_001_099

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Cooling system

Exhaust manifold In the exhaust manifold, the seawater required for cooling is fed to the exhaust gas and routed via the exhaust system out of the boat (wet exhaust).

Seawater Seawater inlet

Exhaust gasses

Engine cooling water

M SSP_0 _00 0 1_1 _10 0 2

Combi ombined ned cooler The combined cooler is located below the central electrics on the engine on the side of the oil pan. Due to its split design, it cools the fuel flowing back to the fuel tank and, depending on the boat's equipment, the hydraulic oil of the power-assisted steering or the gear oil of the reversing gearbox.

Fuel outlet

Oil outlet Fuel inlet i nlet

Oil inlet

Seawater to pump

Seawater from filter

Cooling tubes

M SSP_0 _00 0 1_0 _069 69

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Cooling system

Seawater pump The seawater pump is driven by a ribbed V-belt. The star-shaped impeller pumps the seawater into the seawater circuit.

Quick-release coupling of seawater hoses The design of the hose couplings ensures easy assembly and disassembly. The retaining springs on the connection pieces need only be unclipped in order to disconnect the seawater hoses from the pump. The springs lock in again automatically when reconnecting the hoses.

The pump is made up of the following components:

Seal

Pump cover

Seawater outlet Pump

Impeller

Rubber seal MSSP_001_060

Seawater inlet

The rubber impeller of the seawater pump should be inspected at the end of the season and replaced as required. Please refer to the Owner's Handbook and the current Workshop Works hop Manual. M anual.

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Cooling system

Sacrificial anode Due to the incoming seawater, disintegration in accordance with electrochemical series can occur on the materials with which the seawater comes in contact. To ensure no engine engi ne component is i s af affected fected,, a reactive or sacrificial anode is located in the main heat exchanger. It disintegrates (sacrifices) itself, thus protecting the other components.

Electrochemical se series ries Charge carrier exchange occurs between different metals in the presence of water. As the result of this exchange, the lower grade of both metals disintegrates.

Sacrificial anode MSSP_001_070

The electrochemical series is obtained by arranging the metals in a series from the lower grade to the higher grade metal. The further the metals are apart in the series the higher the charge carrier exchange and thus the disintegration.

A l umi ni um

I ron

Lea d

Cop p er

G ol d

H2 O Al

Fe

Pb

Cu

Au

Magnesium

MSSP_001_071

Please refer to the Owner's Handbook or the current Workshop Manual for instructions on how to replace the sacrificial anode.

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El ec ecttri ric ca l sy stem

Central electrics unit The central electrics unit based on pc-board design is located on the engine. It accommodates the engine control unit, relays, diode group, fuses for the glow plugs and the fuse for the fuel pump as well as the MDC main fuse. Two electrical electri cal terminal ter minals s connect the unit to the engine. In addition, there is also an oil and water resistant connecting cable leading to the control panel.

E N I R A M

5 3

3 5

3 5

4 2 1

5 3

3 5

5 3 1 0 0 1

M SSP_0 _00 0 1_0 _050 50

Ear arth th cutout relay rela y The engine is earth-free in order to protect the drive train trai n from fr om galvanic corrosion. corrosion. The earth cutout relay closes when the engine is started. The engine is thus temporarily connected to earth for the purpose of powering the starter.

M SSP_0 _00 0 1_1 _10 01

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Electrical systems

Multifunction display

SUPERIOR MARINE TECHNOLOGY

The rev counter in the control panel is equipped with a multifunction display.

°C

80

12

100

40

8

120 1 75 105

20

2 10

°F

250

10

14 16

VOLT

30

0

40 o

150 l/h 3.7km

It contains the following information:

bar 1

2

3 4

0 15 29 44

• Ope perrati tin ng ho hours

0

psi

5

58 72

• Gea Gearb rbox ox in ne neutr utral al po posi siti tion on • Distance It can be displayed in - Kilometres (km) - Nautical miles (nm) - Miles (m)

marine

MSSP_001_077

• Fuel consumption Can be displayed in - Litres (l) - Gallons (g) consumption/average average • Current fuel consumption/ It can be displayed in - l/ km - l/ nm - l/l/ m - g/ km - g/ nm - g/ g/ m

o

3.7 m

• Range It can be displayed in - Kilome Kilo metres tres (k (km/ m/ l) - Nautical N autical miles (n (nm/ m/ l) - Miles Mi les (m (m// l) • Speed It can be displayed in - Kilometres per hour (km/ h) - Knots (kn) - Miles per hour (mph)

o kn m

15 3.7

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Electrical systems

Memory The multifunction display is also equipped with an automatic memory. It stores information relating to: • Ope Opera rattin ing g ho hours • Dis istan tanc ce cov ove ere red d • Am Amou ount nt of fuel fuel con cons sum umed ed • Fue uell con cons sum umpti ption on • Range • Speed

The memory collects the data of any number of individual journeys up to • 9999 ope opera rati tin ng hou hours rs

0

40 o ml

• 9999 nau nauti tic cal mile miles s

500 3.7

• 99 9999 99 litre litres s fue fuell cons consum umed ed

marine

MSSP_001_079

The individual functions can be selected via the control switch.

All memory data are deleted (except for total operating hours) when the control switch is pressed for longer than 5 seconds or when the battery batt ery is i s disconne disconnected. cted.

marine

MSSP_001_078

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Electrical systems

Displays Dis plays// indic indicators ators Rev counter The rev counter provides information on the current engine speed. It receives the engine speed signal from the engine control unit.

20 10

30

0

40 oo

3.7 l/h 3.7 l/h marine

MSSP_001_080

Voltmeter

12 8

The voltmeter voltmeter provid provides es inf informati ormation on on the current curr ent system voltage. The information is provided by terminal 15 at the ignition starter switch.

EIN

14 16

VOLT

AUS

START

15 MSSP_001_081

Oil pres press sure gauge

bar 1 0

It provides information on the current engine oil pressure. The information comes from the oil pressure sensor on the engine. The engine oil pressure should be between 1 bar and 5 bar. If the oil pressure drops below 1 bar, the oil pressure warning lamp comes on and an acoustic warning signal sounds. The engine should be shut off in order to avoid engine damage.

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0

2

3 4

15 29 44 58 psi 72

5

M SSP_0 _00 0 1_0 _082 82

72 Technology

Self-diagnosis

Diagnosis The engine control unit features a system diagnosis function. Malfunctions that occur during operation are stored in the fault code memory and can then be read out with the Volkswagen diagnosis system tester V.A.G 1552.

V . A. A G G 1 5 5 2

Diagnosis with the fault readout unit V.A.G 1551 and the diagnosis system tester VAS 5051 is also possible. M SSP_0 _00 0 1_0 _083 83

It will also be possible to read out the data with the diagnosis system VAS 5052 that will be introduced introduce d at a later l ater point in i n time. time. The diagnos dia gnosis is interface interf ace is located behind b ehind the cover cov er with the lettering lettering " Ma Marine" rine" on the control control panel. Another diagnosis connector is located in the central electrics unit.

After connecting the diagnosis system tester to the diagnosis interface, "fast data transmission" ensures the system diagnosis function is used optimally.

V.A.G SE LF- DIAGNOSIS 1. – Fast data transmission* 2. – Flash code output*

The diagnostic connection to the engine control unit is established by entering the "address word 01". The system diagnosis contains the following functions: • Func unction tion 01 – Che Check ck con control trol unit vers version ion • Func unction tion 02 – Che Check ck fault code code mem emory ory • Fun unc ctio tion n 03 0 3 – Ac Actu tuato atorr diagnos diagnosis • Func unction tion 04 – Bas asic ic set etting ting • Func unction tion 05 – De Delete lete fault code code mem memory ory • Fun unc ctio tion n 06 – End ou outpu tputt • Fun unc ctio tion n 07 – Not us used • Func unction tion 08 0 8 – Read meas measure ured d value block

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H E LP

Self-diagnosis

Function 01 – Check control unit version

Fast data transmission

The control unit identificati i dentification on is shown shown on the display.

Select function XX

Function 02 – Check fault code memory This function serves to check the entries in the fault code memory. Aft er pres After pr ess sing the t he buttons 0 and 2, 2 , the number number of stored fault codes is shown on the display. The stored fault codes are displayed in succession by pressing the → button. The faults faul ts are output outp ut in text form f orm and with a fault f ault ID I D code. code. You will find detailed information on the fault codes under fault identification in the Workshop Workshop Manual M anual for f or the engine control.

Function 03 – Actuator diagnosis This functions serves to check the actuators. After pressing the buttons 0 and 3 the actuators are activated in a defined sequence. Please refer to the current Workshop Manual for the exact description of the function check procedure of the actuators and the activation sequence.

Function 04 – Basic setting The basic setting of the distributor-type injection pump is initiated with the function 04. Please refer to the current Workshop manual for f or a detailed description description of the basic setting setting function.

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HELP

Self-diagnosis

Func unctio tion n 05 – Delete fault code memory memory The fault code memory can be deleted by pressing the buttons 0 and 5. It is i s only pos po ssibl ible e to delete the fault f ault code memory memory if it was checked beforehand.

Func unctio tion n 06 – End End output outp ut Communication with the engine control unit is ended by pressing the buttons 0 and 6. Ending communication by disconnecting the diagnosis interface can cause temporary malfunctions in the engine control unit and is therefore not permitted.

Func unctio tion n 07 0 7 – N ot used

Func unctio tion n 08 0 8 – Read Read meas measured ured value va lue block blo ck The engine operating data, e.g. current engine temperature, can be read out with the diagnosis system tester after pressing the button 0 and 8 and then entering a display group number. The engine operating data are provided in display groups. Refer to the Workshop Manual for the list of display group numbers and the values shown on the display.

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Self-diagnosis

Examples of fault code memory entries

Solenoid valve controlled on negative side

Fault display in fault code memory: Solenoid valve

No fault detec detected ted

Functional description Depending on the activation of the solenoid valve by the computer, computer, the selfself-dia diagnos gnosis is function alternately measures the battery voltage and earth

Control unit

Self-diagnosis

M PU

Switching output stage M SSP_0 _00 0 1_0 _090 90

Fault display in fault code memory:

Solenoid valve

Short to positive

Functional description

Control unit

There is a short to positive in the wiring harness, connector or in the component. The self-diagnosis functions always measures positive.. positive

Self-diagnosis

M PU

Switching output stage M SSP_0 _00 0 1_0 _091 91

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Self-diagnosis

Fault display in fault code memory Solenoid valve

Break/ reak/s short to earth

Functional description There is a wire break.

Control unit

Self-diagnosis

The self-diagnosis functions always measures 0 Volt. Volt. M PU

Switching output stage MSSP_001_092

Fault display in fault code memory:

Solenoid valve

Break/ reak/s short to earth

Functional description Control unit

Self-diagnosis

There is a short to earth. The self-diagnosis function always measures 0 Volt. Volt. M PU

Switching output stage MSSP_001_093

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Self-diagnosis

M onitored sens ensor, or, e.g. coola coolant nt temperature temperat ure sender

Fault display in fault code memory: No fault detec detected ted

Control unit

Self-diagnosis

R

Functional description M PU

The self self-d -dia iagnosis gnosis functi functions ons measures measures a pla p laus usib ible le signal voltage from the temperature sender between approx. 0.5 and 4.5 Volt.

Control unit earth Sensor

M SSP_0 _00 0 1_0 _094 94

Fault display in fault code memory: Short to earth

Control unit

Self-diagnosis

R


There is a short to earth. The self-diagnosis function always measures 0 Volt. Volt.


MSSP_001_095

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Self-diagnosis

Fault display in fault code memory: Break/ short to pos p ositi itive ve

Control unit

Self-diagnosis

R

Functional description There is a wire break. The self-diagnosis function always measures > 4.5 Volt.

M PU


M SSP_0 _00 0 1_0 _096 96

Fault display in fault code memory: Control unit

Break/ short to pos p ositi itive ve

Self-diagnosis

R


There is a short to positive. The self-diagnosis function always measures > 4.5 Volt. Volt.


MSSP_001_097

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A daptation kits

Gearbox bell housings The following gearbox bell housings are available availabl e for the purpose purpose of using using differen dif ferentt drive dr ive systems.

Gearbox bell b ell housing housing for f or Volvo Vol vo SP SP-E -E// DP DP-E -E

MSSP_001_086

Gearbox bell housing for reversing gearbox (SAE-7)

MSSP_001_087

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A daptation kits

Gearbox bell housing for Mercruiser

MSSP_001_088

Gearbox bell housing housing for f or Volvo Volv o SX/ SX/ DP DP-S -S

M SSP_0 _00 0 1_0 _089 89

Please refer to the technical documentati docume ntation on of your Volkswagen Volkswagen Marine dealer for the current order numbers.

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Abbreviations

List of abbreviations used A A Al Au

- Ampere - Aluminium - Gold

M

B ordnung BSO - Bodensee Schifffahrtsver chifffahrtsvero (Lake Constance Shipping Ordinance)

m MDC MD Cmin mm mph -

M iles Marine Marin e Die ies sel Con Contr trol ol M inute M illimetre Milles per hour Mi

N nm Nm NOx N TC

C cm3 - Cub ubic ic centi tim metr tre e Co - Carbon monoxide Cu - Copper

N autical miles N ew ewton meters Nittrogen oxide Ni Negative Temperature Coefficient

O

F Fe

-

OT

- Top dead centre

- Iron P

G g

Pb Pkw PME PS

- Grams or gallons

-

Lead Pas ass senge gerr ve vehic icle le Vege getab table le oil meth thyl yl este terr Horse power

H H2O - Water h - Hours HC - Hydrocarbon

R

K

U

KD-L -Lit ite era ratu turr - Serv rvic ice e li littera ratu ture re kg - Kilograms km - Kilometre kn - Knots kW - Kilowatt

rpm rp m - Revol olu uti tion ons s pe perr min minu ute

RME - Rape ape-s -se eed oil oil fatty acid acid met methy hyll este esterr

V V - Volt VTG - Variable Turbine Geometry

I l

- Litre

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Notes

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Self-study programme M001

© 2001 Volkswagen Marine The texts, illustrations and standards in these instructions are based on the information available at the time of printing. Reprinting, duplication or translation, in whole or in part, is not permitted without the written approval of Volkswagen Marine. All rights in accordance with the copyright law are reserved expressly by Volkswagen Marine. Subject to modification without notice. Copy deadline 04/01 P.O. Box 31 11 76, 38231 Salzgitter Edition 04/01, Publication number 065.991. 065.991.T05.20 T05.20 ❀ This paper was manufactured from pulp bleached without using chlorine.

Self-Study Programme

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