892303 the phaeton w12 engine management system

The Phaeton W12Engine Management SystemDesign and Function

Self-Study ProgramCourse Number 892303

Volkswagen of America, Inc.Service TrainingPrinted in U.S.A.Printed 08/2003Course Number 892303

©2003 Volkswagen of America, Inc.

All rights reserved. All information containedin this manual is based on the latestinformation available at the time of printingand is subject to the copyright and otherintellectual property rights of Volkswagen ofAmerica, Inc., its affiliated companies and itslicensors. All rights are reserved to makechanges at any time without notice. No partof this document may be reproduced,stored in a retrieval system, or transmittedin any form or by any means, electronic,mechanical, photocopying, recording orotherwise, nor may these materials bemodified or reposted to other sites withoutthe prior expressed written permission ofthe publisher.

All requests for permission to copy andredistribute information should be referredto Volkswagen of America, Inc.

Always check Technical Bulletins and theVolkswagen Worldwide Repair InformationSystem for information that may supersedeany information included in this booklet.

Trademarks: All brand names and productnames used in this manual are trade names,service marks, trademarks, or registeredtrademarks; and are the property of theirrespective owners.

i

Table of Contents

The Self-Study Program provides you with informationregarding designs and functions.

The Self-Study Program is not a Repair Manual.

For maintenance and repair work, always refer to thecurrent technical literature.

Important/Note!

New !

Introduction ............................................................................... 1

The Motronic ME 7.1.1

System Overview ...................................................................... 6

Engine Control Module 1 J623,Engine Control Module 2 J624

Subsystems .............................................................................10

Fuel Injection System, Ignition System, Knock Control,Variable Valve Timing, Oxygen Sensor Control,EVAP System, Cruise Control System Without AdaptiveCruise Control, Electronic Power Control, SecondaryAir System, Engine Mount Damping Control,Electronically Controlled Engine Cooling

Functional Diagram.................................................................54

ME 7.1.1 Functional Diagram for Phaeton W12 Engine

Service......................................................................................60

Self-Diagnosis System

Knowledge Assessment .........................................................65

Introduction

1

The Motronic ME 7.1.1

The Motronic ME 7.1.1 enginemanagement system for the W12 engineallows high engine performance with lowfuel consumption by adapting to alloperating conditions. At the heart of theMotronic ME 7.1.1 are two electronicengine control modules. This concepttreats the two cylinder banks as twoseparate engines.

Each engine control module is assigned toone bank of the engine. Certain criticalinputs, such as engine coolanttemperature, report only to the primaryEngine Control Module 1 J623. EngineControl Module 2 J624 obtains informationonly from Engine Control Module 1 J623via the CAN data bus.

This internal CAN data bus servesexclusively to exchange informationbetween the two engine control modules.

This Self-Study Program will familiarize youwith the ME 7.1.1 engine managementsystem, the interaction between the twocontrol modules, the sensors, the actuatorsand individual subsystems.

For additional informationon the W engine series,refer to The W Engine Concept,Self-Study Program CourseNumber 821203.

SSP250/096

Introduction

2

Because the two control modulesare identical and engine controlis fundamentally cylinder bank specific,each control module must be assignedto one of the cylinder banks.

The assignment of the engine controlmodule is determined by the terminalconfiguration of its wiring harness connector.

SSP250/008

Engine Control Module 1 J623 Engine Control Module 2 J624

SSP250/033

Terminal 49to Power (+15)

SSP250/009

Terminal 49to Ground (31)

For Engine Control Module 1 J623, terminal49 is connected to power (+15). For EngineControl Module 2 J624, terminal 49 isconnected to ground (31).

The wiring harnesses are color-coded todistinguish them.

Engine Control Module 1 J623is also referred to as the“master“ and Engine ControlModule 2 J624 as the “slave.”

Introduction

3

Both of the engine control modulesmanage each bank separately to ensurethat the following functions run smoothly:

• Injection control

• Ignition control (ignition system withsingle spark ignition coils)

• Idling speed control

• Heated oxygen sensor control ofemission values

• Fuel tank breather system

• Electronic power control

• Cruise control system

• Secondary air system

• Knock control

• Continually variable intake and exhaustcamshaft timing

• Engine mount control

• Coolant temperature control

• Self-diagnosis

The following subfunctions are assumedonly by Engine Control Module 1 J623:

Incoming sensor signals from:

• Engine Coolant Temperature Sensor G62

• Throttle Position Sensor G79

• Brake Light Switch F

• Brake Pedal Switch F47

• Cruise Control Switch E45

• Kick-Down Switch F8

• Leak Detection Pump V144

Activated actuators:

• Motronic Engine Control Module PowerSupply Relay J670

• Fuel Pump G6

• Transfer Fuel Pump G23

• After-Run Coolant Pump V51

• Map Controlled Engine CoolingThermostat F265

• Right Electro-Hydraulic Engine MountSolenoid Valve N145

• Coolant Fan V7

• Coolant Fan 2 V177

The input signals are processed by EngineControl Module 1 J623 and transmitted toEngine Control Module 2 J624 via theinternal CAN data bus.

There is only one Engine SpeedSensor G28 in the system.It transmits the engine speedsignal to both Engine ControlModule 1 J623 and EngineControl Module 2 J624.

4

Introduction

Engine Control Modules

in the CAN Data Bus Drive

Engine Control Module 1 J623 andEngine Control Module 2 J624communicate with the control modulesof other vehicle systems.

This data is exchanged over thedrivetrain CAN data bus which connectsthe individual control modules to anoverall system.

The internal CAN data bus has beenadded for engine management in theW12 engine as a part of the two-control-module concept.

The internal CAN data bus only exchangesinformation between the two enginecontrol modules.

5

Introduction

SSP250/104

Engine ControlModule 1 J623

ABS ControlModule withEDL/ASR/ESPJ104

SteeringAngle SensorG85

Control Modulewith IndicatorUnit inInstrumentPanel InsertJ285

Control Modulefor Anti-TheftImmobilizerJ362

Access/StartControl ModuleJ518


TransmissionControl ModuleJ217

AirbagControl ModuleJ234

ClimatronicControl ModuleJ255

VehicleElectricalSystem ControlModule J519

Steering ColumnElectronicSystemsControl ModuleJ527

Low DrivetrainCAN Data Bus

Inte

rnal

CA

N D

ata

Bus

High DrivetrainCAN Data Bus

6

System Overview

Engine Control Module 1 J623

Sensors

Mass Air Flow Sensor G70Intake Air Temperature Sensor G42

Engine Coolant Temperature Sensor G62

Engine Coolant Temperature Sensor (on Radiator) G83

Heated Oxygen Sensor 2 G108

Oxygen Sensor Behind Three WayCatalytic Converter G130Oxygen Sensor 2 Behind Three WayCatalytic Converter G131

Camshaft Position Sensor G40Camshaft Position Sensor 3 G300

Knock Sensor 1 G61Knock Sensor 2 G66

Throttle Valve Control Module J338Angle Sensor 1 for Throttle Drive G187Angle Sensor 2 for Throttle Drive G188

Accelerator Pedal Module withThrottle Position Sensor G79Sender 2 for Accelerator Pedal Position G185

Kick-Down Switch F8

Cruise Control Switch E45Button for Cruise Control E227

Brake Light Switch FBrake Pedal Switch F47

Inte

rnal

CA

N D

ata

Bus

CAN Data Bus


16-Pin Connector(DiagnosisConnection) T16


Engine Speed Sensor G28

Heated Oxygen Sensor G39

Leak Detection Pump V144

7

System Overview

Actuators

SSP250/003

Ignition Coil 1 with Power Output Stage N70Ignition Coil 2 with Power Output Stage N127Ignition Coil 3 with Power Output Stage N291Ignition Coil 4 with Power Output Stage N292Ignition Coil 5 with Power Output Stage N323Ignition Coil 6 with Power Output Stage N324

Fuel Pump Relay J17Fuel Pump G6

Fuel Pump 2 Relay J49Transfer Fuel Pump G23

Throttle Valve Control Module J338Throttle Drive G186

Cylinder 1 Fuel Injector N30Cylinder 2 Fuel Injector N31Cylinder 3 Fuel Injector N32

Cylinder 4 Fuel Injector N33Cylinder 5 Fuel Injector N83Cylinder 6 Fuel Injector N84

Coolant Fan V7

Right Electro-Hydraulic Engine MountSolenoid Valve N145

Map Controlled Engine Cooling Thermostat F265

Engine Coolant Pump Relay J235After-Run Coolant Pump V51

Motronic Engine Control ModulePower Supply Relay J271Motronic Engine Control ModulePower Supply Relay 2 J670

Secondary Air Injection Pump Motor V101Secondary Air Injection Pump Relay J299

Secondary Air Injection Solenoid Valve N112

Evaporative Emission Canister PurgeRegulator Valve N80

Valve 1 for Camshaft Adjustment N205

Coolant Fan 2 V177

Camshaft Adjustment Valve 1 (Exhaust) N318

8

System Overview


Sensors


Mass Air Flow Sensor 2 G246Intake Air Temperature Sensor 2 G299



Oxygen Sensor 3 Behind Three-WayCatalytic Converter G287

Oxygen Sensor 4 Behind Three-WayCatalytic Converter G288

Camshaft Position Sensor 2 G163Camshaft Position Sensor 4 G301


CAN Data Bus

Throttle Valve Control Module 2 J544Angle Sensor 1 (on Throttle Drive 2 PowerAccelerator Actuation) G297Angle Sensor 2 (on Throttle Drive 2 PowerAccelerator Actuation) G298


Inte

rnal

CA

N D

ata

Bus


16-Pin Connector(DiagnosisConnection) T16

9

System Overview

Actuators

SSP250/005

Secondary Air Injection Pump Motor 2 V189Secondary Air Injection Pump Relay 2 J545

Throttle Valve Control Module 2 J544Throttle Drive 2 (Power Accelerator Actuation) G296

Cylinder 7 Fuel Injector N85Cylinder 8 Fuel Injector N86Cylinder 9 Fuel Injector N299Cylinder 10 Fuel Injector N300Cylinder 11 Fuel Injector N301Cylinder 12 Fuel Injector N302

Ignition Coil 7 with Power Output Stage N325Ignition Coil 8 with Power Output Stage N326Ignition Coil 9 with Power Output Stage N327Ignition Coil 10 with Power Output Stage N328Ignition Coil 11 with Power Output Stage N329Ignition Coil 12 with Power Output Stage N330

Valve 2 for Camshaft Adjustment N208

Camshaft Adjustment Valve 2 (Exhaust) N319

Evaporative Emission Canister PurgeRegulator Valve 2 N333

Leak Detection Pump V144

Secondary Air Injection Solenoid Valve 2 N320

10

The positions of the actuators and sensors shown in the following subsystemdiagrams are not identical to the physical layout in the engine compartment.

Bank II

2 Engine Control Module 2 J6246 Fuel Injectors N85, N86, N299, N300,

N301, N3028 Mass Air Flow Sensor 2 G246 with Intake Air

Temperature Sensor 2 G29910 Oxygen Sensors G285, G286, G287, G28812 Throttle Valve Control Module 2 J54415 Evaporator Air Inlet Ambient Temperature

Sensor G57

Bank I

1 Engine Control Module 1 J6233 Fuel Pump G64 Transfer Fuel Pump G235 Fuel Injectors N30, N31, N32, N33, N83, N847 Mass Air Flow Sensor G70 with Intake Air

Temperature Sensor G429 Oxygen Sensors G39, G108, G130, G131

11 Throttle Valve Control Module J33813 Accelerator Pedal Module with

Throttle Position Sensor G79Sender 2 for Accelerator Pedal Position G185

14 Engine Coolant Temperature Sensor G6215 Engine Speed Sensor G2816 Fuel Tank17 Filter18 Fuel Rail19 Fuel Pressure Regulator

Internal CAN Data Bus

1 2

3 4

5

79

11 13

14 15

1617

18

19

55

55

SSP250/010

666

666

Fuel Injection System

5

12

108

Subsystems

11

Input Signals for Calculating

Injection Period

• Mass air flow engine load signals

• Intake air temperatures

• Throttle valve control module signals

• Engine speed sensor signal

• Coolant temperature

• Oxygen sensor signals

• Accelerator pedal module signal

The fuel pumps located in the fuel tankmove the fuel through the fuel filter to theinjectors. Transfer Fuel Pump G23 is turnedon if needed, depending on the amount offuel required. The injectors areinterconnected by a fuel rail. Injection issequential. Using the input signals, theengine control modules calculate therequired fuel quantity and thecorresponding injection period foreach bank.

The length of time that the injector remainsopen (the injection period) is the onlyvariable that determines the fuel quantityinjected. The pressure regulator regulatesthe injection pressure in the fuel rail andregulates the return of unused fuel to thefuel tank.

Subsystems

12

Combined Mass Air Flow and

Intake Air Temperature Sensors

There are two combined mass air flow andintake air temperature sensors used on theW12 engine, one for each cylinder bank.

Mass Air Flow Sensor G70 determines theair mass and Intake Air Temperature SensorG42 determines the temperature of theintake air for cylinder bank I.

Mass Air Flow Sensor 2 G246 and IntakeAir Temperature Sensor 2 G299 determinethe mass and temperature of the intake airfor cylinder bank II.

Mass Air Flow Sensor 2 G246 and IntakeAir Temperature Sensor 2 G299 for cylinderbank II are attached above cylinder bank I.Their signals are transmitted to EngineControl Module 2 J624.

SSP250/116

Mass Air Flow Sensor G70Intake Air TemperatureSensor G42 for Bank I

Bank IIBank I

Mass Air Flow Sensor 2 G246Intake Air TemperatureSensor 2 G299 for Bank II

SSP250/035

Mass Air Flow Sensor G70Intake Air TemperatureSensor G42

Mass Air Flow Sensor 2 G246Intake Air TemperatureSensor 2 G299

SSP250/039 SSP250/097 SSP250-037

Mass Air Flow Sensor G70 and Intake AirTemperature Sensor G42 for cylinder bank Iare attached above cylinder bank II. Theirsignals are transmitted to Engine ControlModule 1 J623.

Subsystems

13

Effects of failure

If Mass Air Flow Sensor G70 orMass Air Flow Sensor 2 G246 fails, theair mass is calculated using the throttlevalve position. The Malfunction IndicatorLamp K83 lights up.

If Intake Air Temperature Sensor G42 orIntake Air Temperature Sensor 2 G299 fails,an alternative temperature is calculatedusing the air conditioning systemEvaporator Air Inlet Ambient TemperatureSensor G57.


Engine Speed Sensor G28 provides animportant input signal. It is located in thetransmission housing.

The sensor used is a Hall-effect sensor. Theengine speed and position of the crankshaftare detected by scanning the teeth ofthe converter plate with integrated senderwheel. The gap on the sender wheelacts as a reference mark for the enginecontrol modules.

Engine Speed Sensor G28 is directly linkedto both engine control modules,transmitting the engine speed signal toboth Engine Control Module 1 J623 andEngine Control Module 2 J624.

Effects of failure

Continued travel is possible if the senderfails. However, at the next attempt torestart, the engine will not start.

SSP250/318

Subsystems

14

Subsystems

Suction Jet Pump(Entrainment Pump) 2

Fuel Pumps

The two chambers of the fuel tank eachcontain both an electric fuel pump and asuction jet pump (entrainment pump).

Electric Fuel Pump G6 and Transfer FuelPump G23 are activated by Engine ControlModule 1 J623. With the aid of thepressure regulator, they generate a fuelsystem pressure of 58 psi (400 kPa, 4 bar).

Transfer Fuel Pump G23 is the main pump.It delivers a continuous supply of fuel to theengine while the engine is running. Thesecondary pump, Fuel Pump G6, is turnedon either when starting the engine, toachieve a quicker pressure build-up if thefuel tank has less than 5.3 gallons (20liters), or if there is a high engine load andengine speed.

Suction jet pump (entrainment pump) 1delivers the fuel from the main chamberinto the pre-supply tank of Fuel Pump G6,and suction jet pump (entrainment pump) 2pumps fuel out of the secondary chamberinto the pre-supply tank of Transfer FuelPump G23.

Effects of failure

If one of the fuel pumps fails, engineperformance is reduced as the result of alack of fuel.

It is no longer possible to achieve topspeed. At high engine speeds the engineruns unevenly.

Fuel Pump G6 inthe Pre-Supply Tank

Transfer Fuel Pump G23in the Pre-Supply Tank

Main Chamber

Secondary ChamberSuction Jet Pump(Entrainment Pump) 1

SSP250/007

15

Subsystems

Fuel Injectors

The fuel injectors are activated by the twoengine control modules according to thefiring order.

• Engine Control Module 1 J623 activatesthe fuel injectors for cylinder bank I:N30, N31, N32, N33, N83, N84.

• Engine Control Module 2 J624 activatesthe fuel injectors for cylinder bank II:N85, N86, N299, N300, N301, N302.

The fuel injectors are attached to acommon fuel rail with securing clips. Theyinject finely atomized fuel directly in front oftheir respective intake valves.

Fuel PressureRegulator

SSP250/041

Bank I

Bank II

FromFuelPumps

Fuel Rail

Effects of failure

If a fuel injector is blocked, amixture deviation is detected by thediagnosis system.

The supply of fuel is interrupted, whichmeans the engine runs with reducedpower output.

A fault is recorded in the appropriateengine control module.

S250/042

16

Subsystems

Ignition System

Input Signals for Calculating the Firing Point





• Knock sensor signals

• Camshaft position sensor signals

The firing point is calculated from a mapstored in the memory of the appropriateengine control module. Each engine controlmodule also makes allowance for theinput signals.

SSP250/011

Bank II

2 Engine Control Module 2 J6244 Ignition Coils with Power Output Stage N325,

N326, N327, N328, N329, N3306 Spark Plugs Q8 Mass Air Flow Sensor 2 G246 with Intake Air

Temperature Sensor 2 G2999 Engine Speed Sensor G28

12 Throttle Valve Control Module 2 J54414 Knock Sensors 3 and 4 G198, G19916 Camshaft Position Sensors 2 and 4 G163, G301

Bank I


N127, N291, N292, N323, N3245 Spark Plugs Q7 Mass Air Flow Sensor G70 with Intake Air

Temperature Sensor G429 Engine Speed Sensor G28

10 Engine Coolant Temperature Sensor G6211 Throttle Valve Control Module J33813 Knock Sensors 1 and 2 G61, G6615 Camshaft Position Sensors 1 and 3 G40, G300


1

3 5

7910

1113

15

2

46

812 14

161516

17

Subsystems

Ignition Coils with Power Output Stage

The output stage and ignition coil arecombined in each element of the ignitioncoils with power output stage, whichmeans that the ignition can be influencedby the engine management systemindividually for each cylinder.

• Ignition coils with power outputstage N70, N127, N291, N292, N323,N324 are activated by Engine ControlModule 1 J623.

• Engine Control Module 2 J624 activatesignition coils with power output stageN325, N326, N327, N328, N329, N330.

SSP250/045

Effects of failure

If an ignition coil fails, a fuel mixturedeviation is detected by theself-diagnosis system.

The engine runs at reduced power and afault is recorded in the engine controlmodule for that bank.

SSP250/368

18

Subsystems

Knock Control

Input Signals

• Knock sensor signals


Knock Sensors

Cylinder-selective knock control iscombined with electronic control of thefiring point. Each bank in the W12 enginehas two knock sensors mounted onthe crankcase.

The plug and socket connections are colorcoded to avoid confusing the sensors withthe connectors in the engine wiring harness.

Bank I


N127, N291, N292, N323, N3245 Spark Plugs Q7 Knock Sensors 1 and 2 G61, G669 Camshaft Position Sensors 1 and 3 G40, G300

SSP250/012

Bank II


N326, N327, N328, N329, N3306 Spark Plugs Q8 Knock Sensors 3 and 4 G198, G199

10 Camshaft Position Sensors 2 and 4 G163, G301


1

3 5

7

99

2

46

8

1010

7

8

One of the two engine control modulesdetects the knocking cylinder from inputfrom the knock sensors in the affectedcylinder bank.

• On the W12 engine, Knock Sensor 1 G61and Knock Sensor 2 G66 transmit theirsignals to Engine Control Module 1 J623.

• Knock Sensor 3 G198 and Knock Sensor4 G199 transmit their signals to EngineControl Module 2 J624.

The knock signals can be related toindividual cylinders with the aid of thecamshaft position sensor signals.

19

Subsystems

SSP250/013

KnockSensor1 G61

SSP250/053


SSP250/049


SSP250/051

If the knock sensors detect knocking in acylinder, the engine control module for thatbank changes the firing point of theaffected cylinder by retarding the firingpoint until knocking no longer occurs.

When the affected cylinder no longer hasthe tendency to knock, the engine controlmodule returns the ignition timing to itsformer setting by advancing the firing point.

Effects of failure

If a knock sensor fails, the ignition advanceangles of the cylinder group are retarded toa safety ignition advance angle. This canalso lead to a rise in fuel consumption.

If all the knock sensors fail, the enginemanagement system reverts to emergencyknock control. Ignition advance angles aregenerally retarded and full engineperformance is no longer available.

20

Variable Valve Timing

Subsystems


SSP250/014

Bank I

1 Engine Control Module 1 J6233 Valve 1 for Camshaft Adjustment N205 and

Camshaft Adjustment Valve 1 (Exhaust) N3185 Mass Air Flow Sensor G70 with Intake Air

Temperature Sensor G427 Engine Speed Sensor G288 Engine Coolant Temperature Sensor G629 Camshaft Position Sensors 1 and 3 G40, G300

11 Engine Oil Temperature from the ControlModule with Indicator Unit in Instrument PanelInsert J285 via the Drivetrain CAN Data Bus

Bank II

2 Engine Control Module 2 J6244 Valve 2 for Camshaft Adjustment N208 and

Camshaft Adjustment Valve 2 (Exhaust) N3196 Mass Air Flow Sensor 2 G246 with Intake Air


10 Camshaft Position Sensors 2 and 4 G163, G301

Bank II

Bank I

1

3

5

8

9

11

2

4

6

7

10

10

9

21

Subsystems

Input Signals





• Engine oil temperature

To carry out variable valve timing, theengine control modules require informationabout engine speed, engine load, enginetemperature, the position of the crankshaftand camshaft, plus the oil temperaturefrom the instrument cluster via thedrivetrain CAN data bus.

Depending on the operating state:

• Engine Control Module 1 J623 activatesValve 1 for Camshaft Adjustment N205and Camshaft Adjustment Valve 1(Exhaust) N318 for cylinder bank I.

• Engine Control Module 2 J624 activatesValve 2 for Camshaft Adjustment N208and Camshaft Adjustment Valve 2(Exhaust) N319 for cylinder bank II.

Engine oil travels to the camshaft adjusterinner rotors through oil galleries in thecentral housing.

The camshaft adjuster inner rotors turnand adjust the camshafts in accordancewith control maps stored in the twoengine control modules. Both the intakeand exhaust camshafts arecontinuously variable.

If the fault memory is erased,the adaptation of the camshaftsis also erased. This requiresthe performance of a camshafttiming adaptation procedure.If this adaptation is not done,camshaft timing will notbe properly adjusted andperformance will benoticeably reduced.

22

Subsystems

Camshaft Position Sensors

The camshaft position sensors are allHall-effect sensors. They are mounted inthe engine timing chain cover. Their taskis to inform the engine control modulesof the positions of the intake andexhaust camshafts.

They accomplish this task by scanningquick-start sender wheels located on theends of the camshafts.

Engine Control Module 1 J623 processesthe signals for cylinder bank I:

• Camshaft Position Sensor G40 sends itsintake camshaft position signal.

• Camshaft Position Sensor 3 G300 sendsits exhaust camshaft position signal.

Engine Control Module 2 J624 processesthe signals for cylinder bank II:

• Camshaft Position Sensor 2 G163 sendsits intake camshaft position signal.

• Camshaft Position Sensor 4 G301 sendsits exhaust camshaft position signal.

All of the camshaft position sensor signalsact as input signals for variable valve timing.

To calculate injection times (duration) andfiring points for the cylinders in bank I, thesignal from Camshaft Position Sensor G40to Engine Control Module 1 J623 isprocessed. The signal from CamshaftPosition Sensor 2 G163 to Engine ControlModule 2 J624 is processed so theinjection times and firing points can becalculated for the cylinders in bank II.

Effects of failure

A camshaft position sensor failure willprevent variable valve timing in theassociated cylinder bank.

The camshafts will revert to their referencepositions (emergency running positions)using default settings stored in controlmaps in their associated engine controlmodules. The engine will continue to runwith reduced torque, and will start againafter it has been turned off.

SSP250/203

Exhaust Port IICamshaft PositionSensor 4 G301

Intake Port II CamshaftPosition Sensor 2 G163

Intake Port I CamshaftPosition Sensor G40

Exhaust Port ICamshaft PositionSensor 3 G300

23

Subsystems

Camshaft Adjustment Valves

These electromagnetic solenoid valves areintegrated in the camshaft adjuster centralhousing oil supply modules.

Based on signals from Engine ControlModule 1 J623 for bank I or from EngineControl Module 2 J624 for bank II, theydistribute oil pressure to the inner rotors ofthe camshaft adjusters to move thecamshafts the direction and distanceneeded for optimal engine performance.

The intake camshafts are continuouslyvariable within a range of 52 degrees.

The exhaust camshafts can be continuouslyadjusted within a range of 22 degrees.

Engine Control Module 1 J623 activatesthe camshaft adjustment valves forcylinder bank I:

• Valve 1 for Camshaft Adjustment N205• Camshaft Adjustment Valve 1

(Exhaust) N318

Engine Control Module 2 J624 activatesthe camshaft adjustment valves forcylinder bank II:

• Valve 2 for Camshaft Adjustment N208• Camshaft Adjustment Valve 2

(Exhaust) N319

Effects of failure

If an electrical wire to a camshaft adjusteris faulty or a camshaft adjuster failsbecause it has jammed mechanically or oilpressure is too low, no camshaft timingadjustment can take place.

SSP250/015

Bank II

Camshaft AdjustmentValve 2 (Exhaust) N319

Valve 2 for CamshaftAdjustment N208

IntakeCamshaftAdjusterExhaust

CamshaftAdjuster

CentralHousing

SSP250/328

Bank I

IntakeCamshaftAdjuster

Valve 1 for CamshaftAdjustment N205 Camshaft Adjustment

Valve 1 (Exhaust) N318

CentralHousing

ExhaustCamshaftAdjuster

24

Bank I

1 Engine Control Module 1 J6233 Fuel Injectors N30, N31, N32, N33, N83, N845 Mass Air Flow Sensor G70 with Intake Air

Temperature Sensor G427 Heated Oxygen Sensor G39 (Before Catalytic

Converter)9 Heated Oxygen Sensor 2 G108 (Before Catalytic

Converter)11 Oxygen Sensor Behind Three Way Catalytic

Converter G13013 Oxygen Sensor 2 Behind Three Way Catalytic

Converter G13115 Engine Coolant Temperature Sensor G6216 Throttle Valve Control Module J33818 Engine Speed Sensor G28

Subsystems


SSP250/016

Bank II

2 Engine Control Module 2 J6244 Fuel Injectors N85, N86, N299, N300, N301,

N3026 Mass Air Flow Sensor 2 G246 with Intake Air

Temperature Sensor 2 G2998 Heated Oxygen Sensor 3 G285 (Before Catalytic


Converter)12 Oxygen Sensor 3 Behind Three-Way Catalytic

Converter G28714 Oxygen Sensor 4 Behind Three-Way Catalytic

Converter G28817 Throttle Valve Control Module 2 J54418 Engine Speed Sensor G28

Oxygen Sensor Control

1

3

5

7

9

11

13

1517

2

4

6

8

1012

14

16

18

25

Input Signals






The Phaeton W12 engine managementsystem employs heated oxygen sensorcontrol. Its purpose is to maintain a lambdavalue of 1 during combustion so that theexhaust gases can be cleaned ascompletely as possible in the catalyst.

Lambda refers to the ratiobetween the actual measuredair-fuel ratio and the theoreticallyideal air-fuel mixture of 14.7 to 1(the stoichiometric ratio atwhich complete combustiontakes place).

In the heated oxygen sensor control usedon the W12 engine, the correctcomposition of the air-fuel mixture for thetwo cylinder banks is achieved throughseparate closed control loops. For eachcylinder head the W12 engine has twoexhaust manifolds.

Each of these exhaust manifolds has anoxygen sensor upstream and downstreamof the catalytic converter. The eight oxygensensors used on the W12 engine informthe two engine control modules about howmuch oxygen remains in the exhaust gas.

Using these signals, each engine controlmodule calculates the momentarycomposition of the air-fuel mixture. If thereare deviations from the nominal value, theinjection period is adjusted.

In addition, an adaptive oxygen sensorcontrol is carried out in idling mode as wellas in two part-throttle ranges. This meansthat the two engine control modules adjustto the operating states and store thelearned values.

Subsystems

26

Subsystems

Oxygen Sensors

Pre-catalyst broad-band oxygen sensors

• Heated Oxygen Sensor G39

• Heated Oxygen Sensor 2 G108



Broad-band oxygen sensors are installednear the catalytic converters upstream fromthe catalyst.

The lambda value is determined by a linearincrease in current intensity, making itpossible to measure across the entireengine speed range.

Use of signals

The broad-band oxygen sensors upstreamfrom the catalyst supply the signals forfuel-air mixture control.

• Pre-catalyst broad-band Heated OxygenSensor G39 and Heated Oxygen Sensor2 G108 transmit their signals to EngineControl Module 1 J623 for bank Imixture control.

• Pre-catalyst broad-band Heated OxygenSensor 3 G285 and Heated OxygenSensor 4 G286 transmit their signals toEngine Control Module 2 J624 for bank IImixture control.

Effects of failure

If a pre-catalyst sensor fails, oxygen sensorcontrol can no longer occur. Adaptation isblocked. The engine will continue to runusing default values stored in the enginecontrol module control maps.

SSP250/124

SSP250/122

Pre-Catalyst Broad-Band

Oxygen Sensor

CatalyticConverter

Oxygen SensorBehind Three WayCatalytic ConverterG130

Heated OxygenSensor 2 G108

Heated OxygenSensor G39

Oxygen Sensor 2Behind Three WayCatalytic ConverterG131

CatalyticConverter

Post-Catalyst Planar

Oxygen Sensor

27

Subsystems

Post-catalyst planar oxygen sensors

• Oxygen Sensor Behind Three WayCatalytic Converter G130

• Oxygen Sensor 2 Behind Three WayCatalytic Converter G131

• Oxygen Sensor 3 Behind Three-WayCatalytic Converter G287

• Oxygen Sensor 4 Behind Three-WayCatalytic Converter G288

The post-catalyst planar oxygen sensorsare installed near the catalytic convertersdownstream from the catalyst. Becauseof its two-state measurement range itmay also be called a two-state oxygensensor. It monitors the exhaust gasesdownstream from the catalyst around thevalue lambda = 1.

Use of signals

The post-catalyst planar oxygen sensorsdownstream of the catalyst test thefunction of the catalyst and the oxygensensor closed control loop.

• Post-catalyst planar Oxygen SensorBehind Three Way Catalytic ConverterG130 and Oxygen Sensor 2 BehindThree-Way Catalytic Converter G131transmit their signals to Engine ControlModule 1 J623 for bank I mixture control.

• Post-catalyst planar Oxygen Sensor 3Behind Three-Way Catalytic ConverterG287 and Oxygen Sensor 4 BehindThree-Way Catalytic Converter G288transmit their signals to Engine ControlModule 2 J624 for bank II mixture control.

Effects of failure

If a post-catalyst sensor fails, oxygensensor control can continue, but thefunction of the catalytic converter can nolonger be monitored.


SSP250/348

SSP250/124

SSP250/122

Post-Catalyst Planar

Oxygen Sensor

CatalyticConverter

Pre-Catalyst Broad-Band

Oxygen Sensor

CatalyticConverter

Oxygen Sensor 4Behind Three-WayCatalytic ConverterG288


Oxygen Sensor 3Behind Three-WayCatalytic ConverterG287

28

EVAP System

Subsystems


SSP250/103

Bank I

1 Engine Control Module 1 J6233 Fuel Tank4 Evaporative Emission (EVAP) Canister5 Evaporative Emission Canister Purge Regulator

Valve N807 Mass Air Flow Sensor G70 with Intake Air

Temperature Sensor G429 Oxygen Sensors G39, G108, G130, G131

11 Throttle Valve Control Module J33813 Engine Coolant Temperature Sensor G6214 Engine Speed Sensor G28

Bank II

2 Engine Control Module 2 J6246 Evaporative Emission Canister Purge Solenoid

Valve N1158 Mass Air Flow Sensor 2 G246 with Intake Air

Temperature Sensor 2 G29910 Oxygen Sensors G285, G286, G287, G28812 Throttle Valve Control Module 2 J54414 Engine Speed Sensor G2815 Leak Detection Pump V144

1

3

5

7

9

1113

2

4

6

8

10

12

14

15

29

Input Signals for Controlling

the EVAP System






The EVAP system prevents fuel vapor thatdevelops in the fuel tank from escaping tothe atmosphere. The fuel vapor is stored inthe EVAP canister (activated charcoal filter).

Subsystems

When evaluation of the input signalsdetermines that conditions are right forthem to do so, Engine Control Module 1J623 activates Evaporative EmissionCanister Purge Regulator Valve N80 forcylinder bank I, and Engine Control Module2 J624 activates Evaporative EmissionCanister Purge Solenoid Valve N115 forbank II.

The fuel vapor is released from the EVAPcanister and routed through the intakemanifold to the cylinders for combustion.

This briefly changes the fuel-to-air ratio.This change in the mixture is detectedby the oxygen sensors, causing theoxygen sensor control to make acorrective adjustment.

30

Subsystems

EVAP System Purge Valves

• Evaporative Emission Canister PurgeRegulator Valve N80

• Evaporative Emission Canister PurgeSolenoid Valve N115

The EVAP system purge valves are locatedbehind the intake manifold.

Opening the valves vents fuel vaporcollected in the EVAP canister activated-charcoal filter to the intake manifoldfor combustion.

Effects of signal failure

If there is a power interruption, the purgevalves remain closed and EVAP canisterpurge cannot occur.

Fuel tank ventilation will be inhibited as theEVAP canister activated-charcoal filterbecomes saturated with fuel.

SSP250/334

Evaporative Emission CanisterPurge Solenoid Valve N115

Evaporative Emission CanisterPurge Regulator Valve N80

SSP250/332

From theEVAPCanister

To theIntakeManifold

31

Subsystems

EVAP Canister

The EVAP canister is located underneaththe vehicle in the spare tire recess. Thespare tire recess is closed off by a plasticcover to keep components clean.

SSP250/346

The EVAP canister contains an activated-charcoal filter. The activated-charcoalabsorbs fuel vapors generated in the fueltank. The stored fuel vapor is vented to theengine through the intake manifold whenthe EVAP system purge valves are opened.

SSP250/364

32

Subsystems

Bank I

1 Engine Control Module 1 J6233 Throttle Valve Control Module J3385 Engine Speed Sensor G286 Brake Pedal Switch F477 Cruise Control Switch E458 Vehicle Speed Signal from ABS Control Module

with EDL/ASR/ESP J104

Cruise Control System WithoutAdaptive Cruise Control

The cruise control system can be activatedat and above a vehicle speed of 18.6 mph(30 km/h).

For information about thePhaeton cruise control systemwith automatic distanceregulation, refer to The PhaetonAdaptive Cruise Control,Self-Study Program CourseNumber 898303.

SSP250/018

Bank II

2 Engine Control Module 2 J6244 Throttle Valve Control Module 2 J5445 Engine Speed Sensor G28

Internal CAN Data bus

1

3

5

7

2

4

6

8

33

Subsystems

Input Signals



• Road speed signal

• Brake actuated signal

• Cruise control on and off signals

The signal from Cruise Control Switch E45is sent to Engine Control Module 1 J623.Engine Control Module 1 J623 directs therelevant information via the internal CANdata bus to Engine Control Module 2 J624.The two throttle drives open the throttlevalves depending on the road speed.

“CANCEL” Button

Cancels selected speed.

Throttle Drive G186 is activated by EngineControl Module 1 J623. Throttle Drive 2G296 is activated by Engine Control Module2 J624. When the “brake actuated“ signalis received, the cruise control system isturned off.

Cruise Control Switch E45

The cruise control system is actuated usingCruise Control Switch E45 on the left-handside of the multi-function steering wheel.

“CCS +” Button

Increases the setspeed without touchingthe accelerator pedal.

“SET” Button

Stores the required speed:• Actuate when the desired

speed has been reached.• Remove foot from the

accelerator pedal.• The speed is kept constant.

“RES“ Button

Resumes the previouslystored speed

“CCS –” Button

Reduces the set speedwithout touching theaccelerator pedal.

SSP250/100

SSP250/101

“On/Off” Button

34

Subsystems

Throttle Valve Control Modules

• Throttle Valve Control Module J338

• Throttle Valve Control Module 2 J544

Angle Sensor 1 for Throttle Drive 2 G297and Angle Sensor 2 for Throttle Drive 2G298 of Throttle Valve Control Module 2J544 transmit the current positionof the throttle valve to Engine ControlModule 2 J624.

Engine Control Module 2 J624 activates theelectric motor for Throttle Drive 2 G296 toopen or close the throttle valve, or to adjustto a particular throttle valve setting.

Throttle ValveControl ModuleJ338 for Bank I

Throttle ValveControl Module 2J544 for Bank II

Bank I Bank II SSP250/116

Angle Sensor 1for ThrottleDrive 2 G297

Angle Sensor 2for ThrottleDrive 2 G298

ThrottleDrive 2G296

Bank I

SSP250/105

Throttle ValveControl Module 2 J544

Throttle Body

Throttle Drive

ThrottleValve

Angle Sensors1 and 2 forThrottle Drive

SSP250/038

35

Subsystems

Brake Light Switch F and

Brake Pedal Switch F47

The Brake Light Switch F and Brake PedalSwitch F47 are part of one componentlocated on the pedal bracket.

Use of signals

When the brake pedal is pressed, both ofthese switches send a “brake actuated”signal to Engine Control Module 1 J623,which immediately turns the cruise controlsystem off if it is in use.

Effects of failure

If either the Brake Light Switch F or theBrake Pedal Switch F47 fails, cruise controlsystem operation is no longer possible.

SSP250/223

SSP250/107

Bank II

Throttle ValveControl ModuleJ338

Angle Sensor 1for ThrottleDrive G187

Angle Sensor 2for ThrottleDrive G188

Throttle DriveG186

Angle Sensor 1 for Throttle Drive G187and Angle Sensor 2 for Throttle Drive G188of Throttle Valve Control Module J338transmit their signals to Engine ControlModule 1 J623. Throttle Drive G186in turn is activated by Engine ControlModule 1 J623.

Effects of failure

If one angle sensor fails, the affectedthrottle valve goes into emergencyoperation mode. The vehicle speed islimited to 75 mph (120 km/h).

If both angle sensors fail in a single throttlevalve, the cylinder bank containing thefaulty throttle valve switched off at anengine speed of 1200 rpm. The ElectronicPower Control Warning Lamp K132 lightsup. It is still possible to achieve a vehiclespeed of up to 75 mph (120 km/h).

36

Subsystems

Bank II

2 Engine Control Module 2 J6244 Throttle Valve Control Module 2 J5448 Ignition Coils with Power Output Stage

N325, N326, N327, N328, N329, N330, andFuel Injectors N85, N86, N299, N300,N301, N302

Bank I

1 Engine Control Module 1 J6233 Throttle Valve Control Module J3385 Accelerator Pedal Module with

Throttle Position Sensor G79Sender 2 for Accelerator Pedal Position G185

6 Electronic Power Control Warning Lamp K1327 Ignition Coils with Power Output Stage N70,

N127, N291, N292, N323, N324, andFuel Injectors N30, N31, N32, N33, N83, N84

SSP250/106


1

Electronic Power Control

Auxiliary Signals

• Cruise Control System• Air Conditioning System• Oxygen Sensor Control• Automatic Transmission• ABS Control Module with

EDL/ASR/ESP J104• Steering Angle Sensor G85

3

5

6 7

2

4

8

37

Subsystems

Input Signals

• Signals from the Accelerator PedalModule with Throttle Position SensorG79 and Sender 2 for Accelerator PedalPosition G185

• Auxiliary signals

Driver input and the signals from theaccelerator pedal module are sent toEngine Control Module 1 J623.

Engine Control Module 1 J623 calculatesthe optimum implementation for the torquerequirements, making allowance for all ofthe auxiliary signals, and transfers the datato Engine Control Module 2 J624.

Implementation for each bank isaccomplished by a separateservo-adjustable throttle valve, theignition system, and the fuelinjection system.

The Electronic Power Control WarningLamp K132 lights up to inform thedriver if there is a fault in the system.

SSP250/034

Accelerator Pedal Module

The accelerator pedal module is located onthe pedal bracket. The accelerator pedalmodule comprises:

• The accelerator pedal

• Throttle Position Sensor G79

• Sender 2 for Accelerator PedalPosition G185

Both Throttle Position Sensor G79 andSender 2 for Accelerator Pedal PositionG185 are sliding potentiometers, securedto a common shaft. Each time theaccelerator pedal position is changed, theresistances of the sliding potentiometersalso change, changing the voltagestransmitted to Engine Control Module 1J623.

The signals from the two sensors provideEngine Control Module 1 J623 with theinformation it requires to recognize theposition of the accelerator pedal.

Effects of failure

If either Throttle Position Sensor G79 orSender 2 for Accelerator Pedal PositionG185 fails, the system initially goes toidling mode. If the second sensor isdetected within a defined period, drivingmode is re-enabled.

If both sensors fail, the engine only runs atan increased idling speed and no longerresponds to movement of the acceleratorpedal.

The Electronic Power Control WarningLamp K132 lights up to inform the driver ifthere is a fault in the system.

SSP250/233

Sensors

38

Subsystems

Kick-Down Switch F8

Once the accelerator pedal has beenpushed down as far as the Kick-DownSwitch F8, the full-throttle position hasbeen reached. If the accelerator pedal isfurther depressed, a spring in Kick-DownSwitch F8 is overcome and a switchingcontact is closed.

Together with signals from Throttle PositionSensor G79 and Sender 2 for AcceleratorPedal Position G185, the signal from Kick-Down Switch F8 provides Engine ControlModule 1 J623 with the information itrequires to recognize the kick-downposition.

Effects of failure

In the event of Kick-Down Switch F8failure, the values from Throttle PositionSensor G79 and Sender 2 for AcceleratorPedal Position G185 are used.

SSP250/330

39

Subsystems

40

Subsystems

Secondary Air System

SSP250/108

24

Bank I

1 Engine Control Module 1 J6233 Secondary Air Injection Pump Relay J2995 Secondary Air Injection Pump Motor V1017 Secondary Air Injection Solenoid Valve N1129 Combination Valve 1

11 Catalytic Converter13 Mass Air Flow Sensor G70 with Intake Air

Temperature Sensor G4215 Engine Coolant Temperature Sensor G6216 Engine Speed Sensor G2817 Heated Oxygen Sensor G39 (Before Catalytic


Converter)21 Oxygen Sensor Behind Three Way Catalytic

Converter G13022 Oxygen Sensor 2 Behind Three Way Catalytic

Converter G131

Bank II

2 Engine Control Module 2 J6244 Secondary Air Injection Pump Relay 2 J5456 Secondary Air Injection Pump Motor 2 V1898 Secondary Air Injection Solenoid Valve 2 N320

10 Combination Valve 212 Catalytic Converter14 Mass Air Flow Sensor 2 G246 with Intake Air

Temperature Sensor 2 G29916 Engine Speed Sensor G2819 Heated Oxygen Sensor 3 G285 (Before Catalytic


Converter)23 Oxygen Sensor 3 Behind Three-Way Catalytic

Converter G28724 Oxygen Sensor 4 Behind Three-Way Catalytic

Converter G288


1

3

5

7

9

11

13 15

17

18

21

22

2

4

6

8

10

12

1416

19

20

23

11

12

41

Subsystems

Input Signals

• Oxygen sensor signals(signals from oxygen sensors before thecatalytic converter for system diagnosisonly)



The secondary air system reduces exhaustemissions in the cold starting phase.During a cold start there is an increasedpercentage of unburned hydrocarbons inthe exhaust. The catalytic converterscannot process this quantity because theyhave not yet reached their operatingtemperature.

To achieve this, the level of oxygen in theexhaust gases is enriched by injecting airbehind the exhaust valves. This causesafterburning. The heat this releases bringsthe catalytic converters to their operatingtemperature more quickly.

The input signals are sent to EngineControl Module 1 J623 and Engine ControlModule 2 J624.

When the input signals indicate the needfor secondary air injection in the rightcylinder bank to Engine Control Module 1J623, it actuates the Secondary AirInjection Solenoid Valve N112 and theSecondary Air Injection Pump Relay J299.

The Secondary Air Injection Pump RelayJ299 in turn activates the Secondary AirInjection Pump Motor V101. At the sametime, combination valve 1 is actuated byvacuum via the Secondary Air InjectionSolenoid Valve N112.

Likewise, for the left bank Engine ControlModule 2 J624 actuates the Secondary AirInjection Solenoid Valve 2 N320 and theSecondary Air Injection Pump Relay 2 J545.

The Secondary Air Injection Pump Relay 2J545 activates the Secondary Air InjectionPump Motor 2 V189. Combination valve 2is actuated by the Secondary Air InjectionSolenoid Valve 2 N320.

Secondary Air Injection Pump Motor V101and Secondary Air Injection Pump Motor 2V189 can then temporarily push air behindthe exhaust valves into the exhaust gasstream to facilitate afterburning of theexcess hydrocarbons.

42

Subsystems

Secondary Air Injection Solenoid Valve 2 N320

Bank I

Secondary Air Injection Solenoid Valve N112

SSP250/370

SSP250/126

Bank II

SSP250/336

Secondary Air Injection

Solenoid Valve N112 and


Solenoid Valve 2 N320

Secondary Air Injection Solenoid ValveN112 and Secondary Air Injection SolenoidValve 2 N320 are three/two-way solenoidvalves. They are switched by EngineControl Module 1 J623 and Engine ControlModule 2 J624, respectively. They activatethe combination valves 1 and 2 throughvacuum lines.

Effects of failure

If an engine control module signal fails, thecontrolled combination valve can no longerbe opened. The secondary air injectionpump motor for the affected cylinder bankis unable to inject air.

43

Subsystems

SSP250/326

Bank I Bank II

Combination Valves

Vacuum from the Secondary Air InjectionSolenoid Valve N112 and Secondary AirInjection Solenoid Valve 2 N320 operatescombination valves 1 and 2, respectively.

They open the air paths from Secondary AirInjection Pump Motor V101 and SecondaryAir Injection Pump Motor 2 V189 to thecylinder head secondary air ducts.

When combination valves 1 and 2 areclosed, they prevent hot exhaust gasesfrom reaching the pump motors.

SSP250/055

Subsystems


Pump Motor V101 and


Pump Motor 2 V189

These pump motors pump air through thesecondary air system into the exhaust gasstream behind the exhaust valves. Thiscontributes to pollution control during theengine warm-up period by adding oxygento the exhaust gas mix to facilitate theafterburning of excess hydrocarbons.

SSP250/119

Intake Hose

Secondary Air InjectionPump Motor V101 for Bank I

Air FilterSecondary Air InjectionPump Motor 2 V189for Bank II SSP250/117

SSP250/052

The heat generated by this afterburningbrings the catalytic converters to theiroperating temperature more quickly.

Effects of failure

If the power supply is interrupted, no air ispumped into the exhaust gas stream.

44

Subsystems

Air Filter

An air filter is attached to the entranceof the intake hose for Secondary AirInjection Pump Motor V101 for bank I andSecondary Air Injection Pump Motor 2 V189for bank II.

SSP250/372

Air Filter Open

Air Filter Closed

There is a ball in each air filter that closesthe air intake openings to the pumps whenthe vehicle travels through puddles(snorkel effect).

45

46

Engine Mount Damping Control

Input Signals


• Vehicle speed

The hydraulically damped engine mountswith electro-pneumatic actuation reducethe transfer of engine vibration to the bodyover the entire engine speed range.

Subsystems

Bank I

1 Engine Control Module 1 J6233 Right Electro-Hydraulic Engine Mount Solenoid

Valve N1454 Engine Mount5 Engine Speed Sensor G286 Vehicle Speed Signal from ABS Control Module

with EDL/ASR/ESP J104

The Engine Control Module 1 J623 controlsthe Right Electro-Hydraulic Engine MountSolenoid Valve N145 depending on theengine speed and the vehicle speed.

SSP250/110

Bank II

2 Engine Control Module 2 J6245 Engine Speed Sensor G28


1 2

44

3

56

47

Hydraulically Damped Engine Mounts

The two hydraulically damped enginemounts are located between the enginesupports and brackets on either sideof the engine.

Subsystems

VacuumConnection

Right Electro-Hydraulic Engine Mount

Solenoid Valve N145

Depending on the engine speed and thevehicle speed, the Engine Control Module 1J623 actuates the Right Electro-HydraulicEngine Mount Solenoid Valve N145 whichin turn switches the mounts between thedynamically soft engine mount dampingstate in idling mode and the relativelyhard engine mount damping state indriving mode.

For a detailed explanation ofhow the engine mount dampingcontrol functions, please refer toPassat W8 Engine Management,Motronic ME 7.1.1,Self-Study Program CourseNumber 843103.

SSP250/338

SSP250/316

Right Engine Bracket

Right Side Engine Mount

Right Engine Support

Front Crossmember

Left EngineSupport

Left Side Engine Mount

Left Engine BracketSSP250/111

TopShield

MountCover

SSP250/095

48

Subsystems

Bank I

1 Engine Control Module 1 J6233 Map Controlled Engine Cooling

Thermostat F2654 Coolant Fan V75 Coolant Fan 2 V1776 Coolant Pump V367 Mass Air Flow Sensor G70 with Intake Air

Temperature Sensor G429 Engine Speed Sensor G28

10 Engine Coolant Temperature Sensor G6211 Engine Coolant Temperature Sensor

(on Radiator) G8312 Vehicle Speed Signal from ABS Control Module

with EDL/ASR/ESP J10413 Engine Oil Temperature from the Control

Module with Indicator Unit in Instrument PanelInsert J285 via the Drivetrain CAN Data Bus

Bank II

2 Engine Control Module 2 J6248 Mass Air Flow Sensor 2 G246 with Intake Air


Electronically ControlledEngine Cooling

SSP250/112


1 2

34 5 6

7 8

910 11

12

13

49

Subsystems

The electronically controlled engine coolingsystem adjusts the coolant temperature tosuit the engine operating state.

Input Signals



• Coolant temperature at the engine outlet

• Coolant temperature at the radiator outlet

• Vehicle speed

• Engine oil temperature

The coolant temperature is regulatedsteplessly. If a large cooling capacity provesnecessary after the input signals areprocessed, the Map Controlled EngineCooling Thermostat F265 is activatedaccording to “maps” stored in EngineControl Module 1 J623.

To further increase cooling capacity, EngineControl Module 1 J623 activates the twomap-controlled radiator fans.

As used here, map refersto an electronic database thatsets up the relationship betweenincoming sensor informationand outgoing control signals.Maps are also referred to as“look-up tables.”

50

Engine Coolant Temperature Sensor G62

and Engine Coolant Temperature Sensor

(on Radiator) G83

The actual coolant temperature values aremeasured at two different points in thecooling circuit. Engine Coolant TemperatureSensor G62 is located on the coolant outletpipe at the rear of the engine and EngineCoolant Temperature Sensor (on Radiator)G83 is located at the radiator outlet.

Both sensors transmit their signals toEngine Control Module 1 J623 only. EngineControl Module 2 J624 receives thenecessary information via the internal CANdata bus from Engine Control Module 1J623.

Effects of failure

An engine temperature model is calculatedfrom the values for the engine load (intakeair mass), engine speed, intake airtemperature when the engine was started,plus the time elapsed since the engine wasstarted. While the engine is running, thismodel is constantly compared with thetemperature signal from Engine CoolantTemperature Sensor G62.

If the measured temperature from EngineCoolant Temperature Sensor G62 fallsbelow the calculated model temperature, itis assumed that Engine CoolantTemperature Sensor G62 is transmitting afaulty signal. Calculations continue usingthe established model temperature as aback-up temperature.

SSP250/121

SSP250/356

Engine Coolant Temperature Sensor(on Radiator) G83 at the radiator outlet

Engine Coolant TemperatureSensor G62 on the coolant outletpipe at the rear of the engine

Subsystems

51

After-Run Coolant Pump V51

After-Run Coolant Pump V51 is anelectrically driven pump activated accordingto maps stored in Engine Control Module 1J623. It is located in the large coolingcircuit, and has two functions in the circuit:

• It supports the mechanically drivencoolant pump at low engine speeds. Thisguarantees adequate coolant circulationeven during stop-and-go driving. After-Run Coolant Pump V51 is activated byEngine Control Module 1 J623 if requiredby its stored control maps afterevaluation of the engine speed andcoolant temperature input signals.

• After-Run Coolant Pump V51 alsoensures the circulation of coolant afterthe engine is turned off. After-RunCoolant Pump V51 is map-controlledby Engine Control Module 1 J623depending on the coolant temperaturesat the radiator and engine outlets, theengine oil temperature, and the intakeair temperature.

If constant short trips are made with thevehicle, the temperature required toactivate the After-Run Coolant Pump V51 isnever reached. To prevent it from seizingfor lack of use under these conditions, theAfter-Run Coolant Pump V51 is activatedfor approximately five seconds each timethe engine is started.

Effects of failure

The self-diagnosis system does not detecta blocked After-Run Coolant Pump V51.

Subsystems

SSP250/340

SSP250/342

52

Subsystems

Map Controlled Engine

Cooling Thermostat F265

Map Controlled Engine Cooling ThermostatF265 is inserted from above into the upperpart of the crankcase. It controls coolantflow between the small and the largecooling circuits.

Different engine operating phases requiredifferent engine temperatures for optimumperformance. Control maps that takethe engine operating state into account arestored in Engine Control Module 1 J623which uses them to determine whento activate Map Controlled Engine CoolingThermostat F265 to attain thedesired temperature.

Effects of failure

If there is no operating voltage present, thelarge cooling circuit is opened by the waxthermocouple expansion element at acoolant temperature of 230°F (110°C) orabove without the benefit of resistorheating and the coolant fans are actuated.

SSP250/059

Wax Thermocouple

Heating Resistor

Lifting Pin

SSP250/123

53

Subsystems

Coolant Fan V7 and Coolant Fan 2 V177

Coolant Fan V7 and Coolant Fan 2 V177 arelocated at the front of the enginecompartment behind the air conditioningcondenser and the radiator.

The fans are activated as required byEngine Control Module 1 J623 using astored control map.

Coolant Fan 2 V177

The fan controllers are integrated into theoutput stages for the coolant fans. Basedon the signals from Engine Control Module1 J623, the coolant fans can be operatedindividually and at two different fan speeds.

Output Stage forCoolant Fan V7

Coolant Fan V7

Output Stage forCoolant Fan 2 V177

SSP250/344

54

Functional Diagram

N30 Cylinder 1 Fuel InjectorN31 Cylinder 2 Fuel InjectorN32 Cylinder 3 Fuel InjectorN33 Cylinder 4 Fuel InjectorN70 Ignition Coil 1 with Power Output StageN80 Evaporative Emission Canister Purge

Regulator ValveN83 Cylinder 5 Fuel InjectorN84 Cylinder 6 Fuel InjectorN112 Secondary Air Injection Solenoid ValveN127 Ignition Coil 2 with Power Output StageN291 Ignition Coil 3 with Power Output StageN292 Ignition Coil 4 with Power Output StageN323 Ignition Coil 5 with Power Output StageN324 Ignition Coil 6 with Power Output Stage

S Fuse

Color Coding

= Input Signal

= Output Signal

= Positive

= Ground

= CAN Data Bus

ME 7.1.1 Functional Diagramfor Phaeton W12 Engine

Components

E221 Control Unit in Steering WheelE227 Button for Cruise Control

F Brake Light SwitchF8 Kick-Down SwitchF47 Brake Pedal Switch

G39 Heated Oxygen SensorG42 Intake Air Temperature SensorG61 Knock Sensor 1G66 Knock Sensor 2G70 Mass Air Flow SensorG79 Throttle Position SensorG83 Engine Coolant Temperature Sensor

(on Radiator)G108 Heated Oxygen Sensor 2G130 Oxygen Sensor Behind Three Way Catalytic

ConverterG131 Oxygen Sensor 2 Behind Three Way

Catalytic ConverterG185 Sender 2 for Accelerator Pedal PositionG186 Throttle DriveG187 Angle Sensor 1 for Throttle DriveG188 Angle Sensor 2 for Throttle Drive

J271 Motronic Engine Control Module PowerSupply Relay

J338 Throttle Valve Control ModuleJ428 Control Module for Distance RegulationJ527 Steering Column Electronic Systems

Control ModuleJ623 Engine Control Module 1J670 Motronic Current Supply Relay 2

55

Functional Diagram

SSP250/302-304

Terminal 31

Terminal 30

Terminal 30 SVTerminal 15 SV

Terminal 30


g

edc

baf

z

S

S S SS

J271 J670

N30 N31 N32 N33 N83 N84

N70 N127 N291 N292 N323 N324

F8 G83

G61 G66

J623

E227 E221

J527 J428

F47 F N80 N112 G70 G42 G39 G130 G108 G131

S S S S S

Brake

Lights

G187 G188 G186

J338

G79 G185

zTerminal 31

56

Functional Diagram

Components

F265 Map Controlled Engine Cooling Thermostat

G6 Fuel PumpG23 Transfer Fuel PumpG28 Engine Speed SensorG40 Camshaft Position SensorG62 Engine Coolant Temperature SensorG300 Camshaft Position Sensor 3

J17 Fuel Pump RelayJ49 Fuel Pump 2 RelayJ235 Engine Coolant Pump RelayJ299 Secondary Air Injection Pump RelayJ623 Engine Control Module 1J624 Engine Control Module 2

N145 Right Electro-Hydraulic Engine MountSolenoid Valve

N205 Valve 1 for Camshaft AdjustmentN318 Camshaft Adjustment Valve 1 (Exhaust)

S Fuse

V7 Coolant FanV51 After-Run Coolant PumpV101 Secondary Air Injection Pump MotorV177 Coolant Fan 2

Auxiliary Signals

A Low Drivetrain CAN Data BusB High Drivetrain CAN Data BusC Low Internal CAN Data BusD High Internal CAN Data Bus

T16 16-Pin Connector (Diagnosis Connection)

Color Coding

= Input Signal

= Output Signal

= Positive

= Ground

= CAN Data Bus

57

Functional Diagram

gTerminal 30

edc

baf

baf

S S S S S


gh

Terminal 30

dcTerminal 30 SVTerminal 15 SV

J299

V101 V51

N145 N205 N318 F265

J623

J235

V7 V177M M

G40 G300 G62

Terminal 31

z

Terminal 31

z

M MG6 G23

J17

S

J49

S

A

B

A

B

C

D

J624

G28

T16

SSP250/306-308

58

Functional Diagram

Components

G163 Camshaft Position Sensor 2G198 Knock Sensor 3G199 Knock Sensor 4G246 Mass Air Flow Sensor 2G285 Heated Oxygen Sensor 3G286 Heated Oxygen Sensor 4G287 Oxygen Sensor 3 Behind Three-Way

Catalytic ConverterG288 Oxygen Sensor 4 Behind Three-Way

Catalytic ConverterG296 Throttle Drive 2

(Power Accelerator Actuation)G297 Angle Sensor 1 (on Throttle Drive 2 Power

Accelerator Actuation)G298 Angle Sensor 2 (on Throttle Drive 2 Power

Accelerator Actuation)G301 Camshaft Position Sensor 4

J544 Throttle Valve Control Module 2J545 Secondary Air Injection Pump Relay 2J624 Engine Control Module 2

N85 Cylinder 7 Fuel InjectorN86 Cylinder 8 Fuel InjectorN208 Valve 2 for Camshaft AdjustmentN299 Cylinder 9 Fuel InjectorN300 Cylinder 10 Fuel InjectorN301 Cylinder 11 Fuel InjectorN302 Cylinder 12 Fuel InjectorN319 Camshaft Adjustment Valve 2 (Exhaust)N320 Secondary Air Injection Solenoid Valve 2N325 Ignition Coil 7 with Power Output StageN326 Ignition Coil 8 with Power Output StageN327 Ignition Coil 9 with Power Output StageN328 Ignition Coil 10 with Power Output StageN329 Ignition Coil 11 with Power Output StageN330 Ignition Coil 12 with Power Output StageN333 Evaporative Emission Canister Purge

Regulator Valve 2

S Fuse

V189 Secondary Air Injection Pump Motor 2

Color Coding

= Input Signal

= Output Signal

= Positive

= Ground

= CAN Data Bus

59

Functional Diagram

SSP250/310-312

N85 N86 N299 N300 N301 N302

S

S

N333 N320 G246 G285 G287 G286 G288

J624

Terminal 31

z

Terminal 31

hg

Terminal 30



c

baf

h

Terminal 30

d

N325 N326 N327 N328 N329 N330

SS

J545

V189

S

N208 N319

G163 G301

J544G296G298G297

G199G198

60

Service

Self-Diagnosis System

The two engine control modules permitextensive self-diagnosis of all subsystemsand electrical components.

They communicate with various vehiclediagnosis systems.

• VAS 5051

• VAS 5052

Using the Vehicle Diagnosis, Test andInformation System VAS 5051 it is possibleto carry out the following:

• Vehicle self-diagnosis

• Measurements

• Guided fault-finding

• Administration

Using the mobile Vehicle Diagnosis andService Information System VAS 5052 it ispossible to carry out or operate thefollowing:

• Vehicle self-diagnosis

• Service information system

• Administration

You must interrogate the DTCmemory of both Engine ControlModule 1 J623 and EngineControl Module 2 J624 duringdiagnosis procedures.

VAS 5051

SSP250/235

VAS 5052

SSP250/378

61

Service

Reading the Fault Memory

If faults occur in the system, they aredetected by the self-diagnosis system andstored in the fault memory. The faultmemory can be read in function 02 withthe vehicle diagnosis system.

Please note that repairs group 01

is integrated in “Guided fault-finding.” The “Read data block”and “Actuator diagnosis”functions are also located there.


The following components are monitoredby the self-diagnosis system throughEngine Control Module 1 J623:

SSP250/350

T16

DrivetrainCAN Data Bus

Inte

rnal

CA

N D

ata

Bus

J623

J 624

J17, G6

J49, G23

J338, G186

N30, N31, N32,N33, N83, N84N70, N127,N291, N292,N323, N324

N205

N318

N80

N112

J299, V101

J271, J670

J235, V51

F265

N145

V7

V177

G70, G42

G28

G62

G83

G39

G108

G130G131

G40G300

G61G66

J338G187, G188

G79, G185

F8

F, F47

V144

E45, E227

Service

62


The following components are monitoredby the self-diagnosis system throughEngine Control Module 2 J624:

SSP250/374

J 624

J544G296

T16N325, N326, N327,N328, N329, N330

N85, N86, N299,N300, N301, N302

N208

N319

N333

N320

V189, J545

G28

G246, G299

G285

G286

G287

G288

G163G301

G198G199

J338G187, G188

J 623

Inte

rnal

CA

N D

ata

Bus

DrivetrainCAN Data Bus

V144

Service

Erasing the Fault Memory

After “Interrogate fault memory” the erasefunction deletes the contents of the faultmemory. The readiness code and variousadaptation values such as the camshaftadaptation values and the lambdaadaptation values are also erased. To checkthat the fault memory has been erasedcorrectly, the ignition must be turned offonce.

After completing “Erase faultmemory,” check whetherthe camshafts have beenre-adapted. If there has beenno adaptation, the camshafttiming will remain unadjusted,resulting in a noticeablereduction in performance.

There are two procedures for adaptingthe camshafts:

• With a short idling phase after the faultmemory has been erased and the enginehas been restarted.

• By starting basic adjustment followingthe instructions in the Repair Manual.

Careful consideration should begiven before erasing the faultmemory because the readinesscode is also deleted at thesame time, making it necessaryto start “Generate readinesscode.” The readiness code mustalways be generated at theconclusion of any repair work, sothat it is not deleted again whenfurther work is carried out.The readiness code is generatedwith VAS 5051 in the “Guidedfault-finding” function.

Readiness Code

Once all of the diagnoses have beenconducted, the 8-digit readiness code mustbe set. It is possible to assign a 0(diagnosis carried out) or 1 (diagnosis notcarried out) to each position in the numbercode. The readiness code does not showwhether or not there are faults in thesystem. An illuminated MalfunctionIndicator Lamp K83 indicates that one ormore faults have been detected and stored.

A vehicle may only leave theworkshop and be delivered to thecustomer if the readiness codehas been generated.

63

Notes

64

Knowledge Assessment

65

An on-line Knowledge Assessment (exam) is available for this Self-Study Program.

The Knowledge Assessment may or may not be required for Certification.

You can find this Knowledge Assessment at:

www.vwwebsource.com

From the vwwebsource.com Homepage, do the following:

– Click on the Certification tab

– Type the course number in the Search box

– Click “Go!” and wait until the screen refreshes

– Click “Start” to begin the Assessment

For Assistance, please call:

Certification Program Headquarters

1 – 877 – CU4 – CERT(1 – 877 – 284 – 2378)

(8:00 a.m. to 8:00 p.m. EST)

Or, E-Mail:

[email protected]

Volkswagen of America, Inc.3800 Hamlin RoadAuburn Hills, MI 48326Printed in U.S.A.August 2003

892303 the phaeton w12 engine management system

Documents

primary engine control

cruise control system

engine mount damping

evap system

ignition system

high engine performance

system overview

retrieval system