fuel injection azl

Service 5

Service Department. Technical Information Printed in Czech RepublicS00.5310.00.20

Workshop ManualFABIA 2000

2.0/85 Engine, Fuel InjectionEdition 03.01Engine code AZL

Service5

The Workshop Manual is intended only for use within the Organisation Škoda.It is not permitted to pass it on to other persons.

© ŠKODA AUTO a. s.

Printed in Czech RepublicS00.5310.00.20

FABIA 2000 2.0/85 Engine, Fuel Injection

List of SupplementsEdition 11.04S00.5310.01.20

List of Supplements to Workshop Manual

FABIA 2000

2.0/85 Engine, Fuel InjectionEdition 03.01

Supple-ment Edition Subject Article Number

03.01 Basic Edition S00.5310.00.20

1 11.04 S00.5310.01.20


List of Supplements Edition 11.04S00.5310.01.20


Table of ContentsEdition 11.04S00.5310.01.20

I

Table of Contents

01 – Self-diagnosisSelf-diagnosis I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Properties of the self-diagnosis ...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Technical data of self-diagnosis ...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Meaning of the exhaust gas warning light -K83- . ...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Connecting vehicle system tester -V.A.G 1552- and selecting engine electronics control unit ..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Interrogating and erasing fault memory of engine control unit ..... . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Automatic test sequence ........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Performing actuator diagnosis ....... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Self-diagnosis II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Readiness code ........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Reading Readiness Code ........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Generating readiness code ........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Self-diagnosis III . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Fault table, fault codes 16485...17606 ........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Self-diagnosis IV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Fault table, fault codes 17621...18104 ........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Self-diagnosis V . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Reading measured value block ...... .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Reading measured value blocks, display groups 001 to 029 ........ . . . . . . . . . . . . . . . . . . . . . . . . . . .

Self-diagnosis VII . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Reading measured value block, display groups 030 to 062 .. ...... . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Self-diagnosis VIII . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Reading measured value blocks, display groups 66 to 126 .. ...... . . . . . . . . . . . . . . . . . . . . . . . . . . . .

24 – Fuel Formation, InjectionRepairing the injection system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- General notes on the injection system ......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Overview of fitting location ........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Removing and installing parts of the injection system ......... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Disassembling and assembling bottom part of intake manifold ....... . . . . . . . . . . . . . . . . . . . . . . . . .

- Disassembling and assembling the air filter ...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Safety measures ........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Rules of cleanliness ..... ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Testing throttle valve control unit -J338- ....... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Testing accelerator pedal position sender ....... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Testing injection valves ........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Test fuel pressure regulator and holding pressure ........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Testing functions II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Testing lambda probe -G39- and lambda control upstream of catalytic converter ..... .. . . .

- Testing lambda probe ageing upstream of catalytic converter -G39- ...... . . . . . . . . . . . . . . . . . . .

- Testing lambda probe -G130- and lambda control downstream of catalytic converter .....

Engine control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Table of Contents Edition 11.04S00.5310.01.20

II

- Wiring and Component Test with Test Box V.A.G. 1598/31 ........ . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Testing voltage supply for engine control unit ..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Procedure after voltage supply has been interrupted ... ..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Replacing engine control unit .. ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Coding engine control unit ..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Adjusting the engine control unit to the throttle valve control unit ... .. . . . . . . . . . . . . . . . . . . . . . . . .

Testing auxiliary signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Testing the speed signal ....... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Test data bus ..... ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Activating and deactivating cruise control system (CCS) ........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

28 – Ignition SystemRepairing ignition system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- General notes on the ignition system ....... .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Safety measures ........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Removing and installing parts of the ignition system ... ...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

- Testing camshaft position sensor -G163- .. ..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Self-diagnosis IEdition 11.04S00.5310.01.20

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01-1 Self-diagnosis I

Properties of the self-diagnosis

The self-diagnosis monitors only a part of the injection and ignition system. The „Current Flow Diagrams, Elec-trical Fault Finding and Fitting Locations“ binder should always be used for fault finding.

The MOTRONIC engine control unit -J220- is equipped with a fault memory.

If malfunctions occur in the monitored sensors or compo-nents, they are stored in the fault memory with indication of the fault type.

The engine control unit analyses the information and dis-tinguishes different fault codes ⇒ Chap. 01-3 or 01-4 and stores these until the contents of the fault memory are erased.

Faults that only occur temporarily (sporadically) are out-put with the suffix „sporadically occurred fault“. On the display these faults are indicated by the suffix „SP“. Pos-sible causes of sporadic faults are e.g. a loose contact or a momentary line interruption. If a sporadic fault no longer occurs within 40 warming-up phases (engine started at a temperature of 50°C and switched off at more than 72 °C), the fault is then automatically erased fom the fault memory.

After the fault or faults have been rectified, it is necessary to erase the fault memory ⇒ 01-1 page 5 and also to re-generate the readiness code ⇒ Chapter 01-2.

♦ The following description only relates to vehicle sys-tem tester -V.A.G 1552- using the program card -5.0-, or higher.

♦ If fault read-out scan tool -V.A.G 1551- with program card -8.0- or higher and integrated printer, or if vehicle system tester -V.A.S 5051- is used, slight variations in the readouts in the display are possible.

Technical data of self-diagnosis

Control unit identification:

The control unit version is displayed when the vehicle system tester -V.A.G 1552- is connected and address word 01 „Engine electronics“ is selected ⇒ 01-1 page 4.

01 – Self-diagnosis

Note

Note


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Equipment

Functions available when using the vehicle sys-tem tester -V.A.G 1552-

The preconditions for selecting the desired functions are given in the following table.

Engine identification characters AZL

System denomination Motronic 7.5 ME

Exhaust limits conforming to EU4, EU3 DDK, EU2 DDK

Electronic throttle system Yes

Self-diagnosis Yes

Actuator diagnosis Yes

Fault memory Permanent memory1)

1) Independent of the voltage supply.

Memory for initialisation values Volatile memory2)

2) The values are erased if the voltage supply is interrupted.

Lambda control 2 probes

Knock control 2 knock sensors

Intake manifold change-over No

Camshaft adjustment No

Boost-pressure control No

Secondary air system Yes

Exhaust gas recirculation No

Note

Operation Precondition

Function on the vehicle system tester -V.A.G 1552-

Engine not run-ning, ignition switched on

Engine idling Normal driving

01 Interrogating control unit version yes yes yes

02 Interrogating fault memory yes1)

1) Only to be carried out with the ignition switched on and if the engine does not start (activate starter for at least 6 seconds).

yes yes

03 Actuator diagnosis yes no no

04 Basic setting2)

2) To be carried out after the following operations: replacing engine control unit, throttle valve control unit, or after disconnecting battery. The air conditioning and the ACF system are automatically switched off in function 04.

yes yes yes

05 Erasing fault memory yes yes yes

06 Ending output yes yes yes

07 Coding control unit yes no no

08 Reading measured value block yes yes yes

15 Reading Readiness Code yes yes yes



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Meaning of the exhaust gas warning light -K83-

For engines complying with exhaust emission stand-ard EU-4, EU-3 DDK

If the engine control unit detects faults, which impair the exhaust gases, this is indicated by the lighting up of the exhaust warning lamp -K83-.

Fitting location of exhaust warning light:

♦ The exhaust warning light -K83- may flash or come on as a steady light. The fault memory must be interro-gated whatever happens ⇒ 01-1 page 5.

♦ The warning light flashes: There is a fault, which is likely to damage the catalytic converter in this driving condition. In this driving condition only low perform-ance driving is allowed!

♦ The warning light comes on as a steady light: There is a fault which deteriorates the exhaust gas quality. Read fault memory of engine control unit.

♦ There is a vehicle performance fault or the customer is making a complaint and the exhaust warning light -K83- does not light up so the fault memory should be interrogated since there may be faults stored there which do not immediately switch on the exhaust warn-ing light -K83-.

Check for proper operation

– Switch on ignition.

The exhaust warning light -K83- must light up.

If the exhaust gas warning light -K83- does not come on when the ignition is switched on:

– Check dash panel insert and exhaust gas warning light -K83- ⇒ Electrical equipment; Rep. Gr. 90.

If the exhaust gas warning light -K83- comes on when the ignition is switched on:

– Start engine and run in idle.

The exhaust gas warning light -K83- must go out after a few seconds.

If the exhaust gas warning light -K83- does not go out:

– Interrogate the fault memory of the engine control unit, remove any faults which exist and delete the fault memory ⇒ 01-1 page 5.

S01-0091

CHECK

CHECKNote



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Connecting vehicle system tester -V.A.G 1552- and selecting engine elec-tronics control unit

Special tools, test and measuring equipment and auxiliary items required

♦ Vehicle system tester -V.A.G 1552- with cable -V.A.G 1551/3, 3A, 3B oder 3C-

Test conditions

• The fuses must be in proper order.

• Battery voltage must be at least 11.5 volts.

• Assembly earth connections o.k.

Procedure

– Fold back trim panel -1-.

– Connect vehicle system tester -V.A.G 1552-.

– Enter address word 01 „Engine electronics“.


The control unit identification number and the coding are shown on the vehicle system tester display, e.g.:

♦ 06A906032CC = Part No. of the control unit (for cur-rent version see spare part catalogue)

♦ 2.0 l R4/2V = Displacement 2.0 l, 4-cyl. inline engine, 2 valves per cylinder

♦ G = CCS activated (if nothing is displayed at this point, CCS is not active)

♦ 3658 = programme number

♦ Coding 00001 = Coding of control unit ⇒ Chap. 24-4

♦ WSC xxxxx = Workshop code of the -V.A.G 1552- with which the last coding was performed

♦ If the control unit version displayed does not corre-spond to the vehicle, replace the control unit ⇒ Chapter 24-4.

♦ Incorrect coding of the engine control unit results in:

♦ Handling problems (jerky gear change, load change jolts etc.)

♦ Increase in fuel consumption

♦ Increase in pollution

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Note



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♦ Storage of non-existent faults in fault memory

♦ Impossibility of performing certain functions (lambda control, actuation of activated charcoal filter system, etc.)

Interrogating and erasing fault memory of engine control unit

Interrogate and erase the fault memories of al control units ⇒ 01-1 page 5.



Procedure

– Connect vehicle system tester -V.A.G 1552-. Start en-gine and enter address word 01 „Engine electronics“ ⇒ 01-1 page 4.

Only if the engine does not start:

– Operate starter for about 6 seconds. after this do not switch off ignition.

– Select function 02 „Interrogate fault memory“.

The number of stored faults or „No fault recognised“ ap-pears in the display.

If no fault is stored:

– Press key.

If one or several faults are stored:

– Rectify the faults displayed by referring to the fault ta-ble ⇒ Chap. 01-3 or 01-4.

– Select function 05 „Erase fault memory“.

The fault memory is not erased if the ignition was switched off during the functions of „Interrogating fault memory“ and „Erasing fault memory“.

– Select function 06 „End output“ and switch ignition off.

– Read out readiness code ⇒ Chap. 01-2. If the fault memory has been erased or if the continuous voltage supply from the engine control unit was interrupted, it is then necessary to re-generate the readiness code.

Automatic test sequence

During testing and installation other control units may also detect faults, e.g. pulled-out connectors. This is why, when the work is concluded, that it is necessary to inter-rogate and erase the fault memory on all control units. For this you must proceed as follows:

X faults detected

→

Vehicle system test HELPThe fault memory is erased

Note



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– Enter address word 00 „Automatic Test Sequence“. The tester -V.A.G 1552- sends all known address words in sequence.

If a control unit responds with its identification, the display will indicate the number of faults in the memory or „No fault detected“.

– Erase the fault memory and then carry out a test drive.

During the test drive the following operating conditions must be fulfilled:

♦ The coolant temperature should rise beyond 80°C.

♦ Once this temperature is reached, the following oper-ating states must be reached several times: Idling, part load, full load, overrun, enrichment.

♦ In case of full load the speed should be increased be-yond 3500 rpm.

– Once again interrogate the fault memories of all the control units with the address word 00 „Automatic test sequence“.



If no fault has been recognized by the self-diagnosis, pro-ceed with fault finding as specified in the „Current Flow Diagrams, Electrical Fault Finding and Fitting Locations“ binder.

Performing actuator diagnosis

With the actuator diagnosis the following parts are acti-vated in the sequence indicated:

1. Activated charcoal filter system solenoid valve 1 -N80-

2. Secondary air pump relay -J299-

3. Injector cyl. 1 -N30-






♦ Handheld multimeter, e.g. -V.A.G 1526 A-

♦ Measuring tool set e.g. -V.A.G 1594 A, B oder C-

♦ Current flow diagram

Note



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Test conditions

• The fuses must be in proper order.

• Battery voltage must be at least 11.5 volts.

• All electrical consumers, e.g. lights and rear window heater, must be switched off.

♦ The actuator diagnosis can only be carried out when the engine is not running and the ignition is switched on.

♦ The final control diagnosis is aborted when the engine is started or when a moment of momentum is detect-ed.

♦ During the actuator diagnosis the individual actuators remain activated until the next actuator is selected by pressing key .

♦ The electric fuel delivery unit runs during the entire fi-nal control diagnosis.

♦ The actuators are tested acoustically or by touch.

Procedure

– Connect vehicle system tester -V.A.G 1552-. Switch ignition on and select address word 01 „Engine elec-tronics“ ⇒ 01-1 page 4.

– Select function 03 „final control diagnosis“.

Activate solenoid valve 1 for activated charcoal filter system -N80-:

– Press key.

Readout on display:

The solenoid valve (on right, at suspension strut dome) must continue clicking until the next control element is ac-tuated by pressing the key.

– Detach hose from the activated charcoal filter at the solenoid valve.

– Fit auxiliary hose onto the free connection of the valve.

– Blow into this hose during final control diagnosis. The valve must open and close.

If the solenoid valve does not click:

– Test resistance at solenoid valve -N80- ⇒ Chap. 24-1.

– Test cables for open circuit, short circuit to earth and to positive ⇒ Current Flow Diagrams, Electrical Fault Finding and Fitting Locations

Actuate secondary air pump relay -J299-:

– Press key.

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→

Vehicle system test Q03 - Actuator diagnosis

→

Actuator diagnosis ->Tank vent valve -N80

→

→



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01

Readout on display:

The secondary air pump relay must continue clicking until the next control element is actuated by pressing the key.

If the relay does not click:

– Test secondary air pump relay -J299- and cables for open circuit, short circuit to earth and to positive ⇒ Current Flow Diagrams, Electrical Fault Finding and Fitting Locations.

Actuate injectors -N30- to -N33-:

– Press key.

Readout on display:

The injector closes 5x.

– The next injector is operated by pressing the but-ton.

– Test all the injectors one after the other in this way.

If one of the injectors is not actuated:

– Test resistance of injector ⇒ Chap. 24-1.



The ignition must be switched off after final control diag-nosis is ended. If the ignition is not switched off before the engine is started, the engine will not start as the injectors and the ignition transformer are not operated.

Actuator diagnosis ->Secondary air pump relay -J299

→

→Actuator diagnosis ->Injector cylinder 1 -N30

→

Note


Self-diagnosis IIEdition 11.04S00.5310.01.20

01-2 page 1

01

01-2 Self-diagnosis II

Readiness code

Reading Readiness Code

Operation

The readiness code is an 8-digit numerical code that pro-vides information on the status of the emission-relevant diagnosis.

If the diagnosis is performed for a system, the corre-sponding digit of the numerical code switches from 1 to 0.

This diagnosis is performed at regular intervals during normal driving. If repairs have been done on a system rel-evant for the exhaust gas it is recommended to generate the readiness code as this guarantees that the systems operate according to the specifications. If a fault is detect-ed during the diagnosis it is entered in the fault memory.

The readiness code is erased if the fault memory is erased or if there is an interruption to the voltage supply.


♦ Vehicle system tester -V.A.G 1552- with cable -V.A.G 1551/3, 3A, 3B oder 3C-.

Procedure

– Connect vehicle system tester -V.A.G 1552- and enter address word 01 „Engine electronics“ ⇒ Chap. 01-1.

– Select function 15 „Readiness code“.

If all diagnoses were performed successfully, the display must indicate the following:


If the following readout appears in the display:

– Press key.

– Generate readiness code ⇒ 01-2 page 2.

Readiness code →00000000 - Test complete 01101101

Readiness code →01101101 - Test not complete 01101101

→


Self-diagnosis II Edition 11.04S00.5310.01.20

01-2 page 2

01

Meaning of the 8-digit numerical block of the readiness code

Generating readiness code



Test conditions

• Vehicle stationary.

• All electrical consumers, e.g. lights and rear window heater switched off.

• Air conditioning switched off.

• Intake air temperature less than 60 °C ⇒ display group 004, display block 4.

• Coolant temperature at least 80 °C ⇒ display group 004, display block 3.

Procedure

– Connect vehicle system tester -V.A.G 1552-. Switch ignition on and select address word 01 „Engine elec-tronics“ ⇒ Chap. 01-1.

Work step 1: Interrogating fault memory

– Select function 02 „Interrogate fault memory“.

The number of stored faults or „No fault recognised“ ap-pears in the display.

If a fault is stored in the memory:

– Rectify the faults displayed by referring to the fault ta-ble:

Fault table ⇒ Chap. 01-3 or 01-4.


– Press key.

The readiness code is only generated if all the display positions show 0

1 2 3 4 5 6 7 8 Diagnosis function

0 Catalytic converter

0 Catalytic converter heater (no diagnosis at present/always „0“)

0 Activated charcoal filter system

0 Secondary air system

0 Air conditioning system (no diagnosis at present/always „0“)

0 Lambda probes

0 Lambda probe heater

0 Exhaust gas recirculation (no diagnosis at present/always „0“)

X faults detected

→



01-2 page 3

01

Work step 2: Erasing fault memory

– Select function 05 „Erase fault memory“.

♦ The readiness code is reset or erased each time the fault memory is erased.

♦ The fault memory is not erased if the ignition was switched off during the functions of „Interrogating fault memory“ and „Erasing fault memory“.

– Press key.

Work step 3: Adjusting the engine control unit to the throttle valve control unit

– Select function 04 „Initiate basic setting“ and display group 060.

– Display field 4:

Specified value: ADP runs, ADP o.k.

– End adjustment only after 30 seconds have passed by

pressing the key.

If the specified values are not reached:

– Test throttle valve control unit ⇒ Chapter 24-2.

Work step 4: Diagnosis of secondary air injection system


The engine must not be switched off during the entire pe-riod.

– Select function 04 „Initiate basic setting“ and display group 077.

After initiating diagnosis the message in display field 4 changes from „Test OFF“ to „Test ON“.

– Leave engine idling until the following readout ap-pears in display field 4: „Syst. o.k.“.


– Interrogate fault memory ⇒ Chapter 01-1.

If the specified values are reached:

– Press key.

Work step 5: Diagnosis of activated charcoal filter system (tank vent system)

– Enter display group 070.

After initiating diagnosis the message in display field 4 changes from „Test OFF“ to „Test ON“.

– Leave engine running at idling speed until „TVV o.k.“ is displayed in display field 4.

Vehicle system test ->The fault memory is erased

Note

→

System in basic setting 60 ->xx % xx % 8 ADP runs

→

Note

System in basic setting 77 ->xxx/min xx.x g/s xx.x % Test ON

C

System in basic setting 70 → 29% 65% 342% Test ON



01-2 page 4

01


– Blip throttle about 3 times and repeat the process.



– Press key.

Work step 6: Testing operating state of lambda con-trol

The lambda control can only be tested at a catalytic con-verter temperature of more than 352 °C.

To achieve this, engine speed must be increased for sev-eral minutes to 2800...3200 rpm. Read off the catalytic converter temperature in measured value block 034.

– Select function 08 „Read measured value block“ and display group 034.

– Set engine speed to 2800...3200 rpm:

– Maintain engine speed at 2800...3200 rpm until the catalytic converter temperature in display field 2 is more than 352 °C.

This may take a few mlnutes.

– Press key.


– Check operating state of lambda control upstream of catalytic converter (display field 1):

Specified value: 111

– Check operating state of lambda control downstream of catalytic converter (display field 2):

Specified value: 110

Bits in display field 2 are only set to value 1 once the lambda probe downstream of the catalytic converter is active. The catalytic converter temperature must be more than 352 °C.

Meaning of 3-digit numerical block in the display fields 1 and 2:


→

Reading measured value block 34 ->3000 rpm 352 °C xx.xx Text

Note

C

Reading measured value block 30 ->111 110

Note

Meaning, if display positions = 1

1 2 3

1 Lambda control active (partial load)

1 Lambda probe operational

1 Lambda probe heater switched on



01-2 page 5

01



– Press key.

Work step 7: Diagnosis of lambda probe ageing (monitoring period)

– Select function 04 „Basic setting“ and display group 034.

– Depress brake pedal and accelerator simultaneously.

– Engine speed is increased and the readout in display field 4 switches from „Test OFF“ to „Test ON“.

Catalytic converter temperature in display field 2 must be at least 352 °C.

– Check period in display field 3.

Specified value: maximum 2.2 s

Specification in display field 4: „B1 S1 o.k.“




– Press key.

Work step 8: Catalyst diagnosis

This diagnosis is only successfully completed if no faults relating to the lambda probe or the activated charcoal fil-ter system exist.



– Engine speed is increased and the readout in display field 4 switches from „Test OFF“ to „Test ON“.

Catalytic converter temperature in display field 2 must be at least 352 °C.

– Continue running engine until „Cat B1 o.k.“ is dis-played.

It may also take a few minutes until the readout is changed from „Test ON“ to „Cat B1 o.k.“




– Press key.

Work step 9: Reading Readiness Code

→

System in basic setting 34 ->1600 rpm 352 °C 1.99 Test OFF

C

Note

System in basic setting 46 →2300 rpm 328.0°C 0.00 Test OFF

Note

→



01-2 page 6

01

– Read out readiness code ⇒ 01-2 page 1.


Self-diagnosis IIIEdition 11.04S00.5310.01.20

01-3 page 1

01

01-3 Self-diagnosis III

Fault table, fault codes 16485...17606

♦ The fault table is arranged according to the 5-digit fault code on the left.

♦ Faults related to the electronic throttle are indicated on the dash panel insert by the fault lamp for the elec-tronic accelerator control „EPC warning lamp“).

♦ The SAE code which is displayed on the right next to the fault code (e.g. P0107) can be ignored (at present only valid for USA).

♦ Explanations regarding fault types (e.g. „open circuit or short-circuit to earth“) ⇒Operating instructions for the vehicle system tester.

♦ If parts are output as faulty: First of all, test all the ca-bles and plug connections to these components as well as the earth cables of the system according to the current flow diagram. Replace the component only if this test does not reveal any fault. This applies in par-ticular if the fault is shown as sporadic (SP).

♦ When testing senders and other components of the fuel injection system and when testing electric cables, proceed according to appropriate current flow dia-gram ⇒ Current Flow Diagrams, Electrical Fault Find-ing and Fitting Locations.

♦ 16486 = Fault denomination

♦ P0113 = next fault code (at present only applicable for USA)

♦ 035 = fault type as number

♦ air mass meter -G70- = current path or fault point de-fective

♦ Signal too small = designate fault type with text

♦ „SP“ sporadically occurring fault = fault which does not occur often, e.g. a loose contact

Note

Note

Readout on -V.A.G 1552-

Rectifying fault

16485 Air mass meter -G70-

Implausible signal

– Read measured value block, display group 005 ⇒ Chapter 01-5

– Check wiring to meter -G70- ⇒ Current Flow Diagrams, Electrical Fault Finding and Fitting Locations


Signal too low – Read measured value block, display group 005 ⇒ Chapter 01-5

– Testing the intake system for tightness (unmetered air)

– Replace air filter element

– Check wiring to meter -G70- ⇒ Current Flow Diagrams, Electrical Fault Finding and Fitting Locations


Signal too high


Self-diagnosis III Edition 11.04S00.5310.01.20

01-3 page 2

01

16496 Intake air temperature sender -G42-

Signal too low – Read measured value block, display group 004 ⇒ Chap. 01-5

– Test resistance of intake air temperature sender -G42 - ⇒ Chap. 24-1

16497 Intake air temperature sender -G42-

Signal too high

16500 Sender for the coolant temperature -G62-

Implausible signal

– Read measured value block, display group 004 ⇒ Chap. 01-5

– Test resistance of coolant temperature sender -G42 - ⇒ Chap. 24-1

– Test coolant thermostat ⇒ 2.0/85 Engine, Mechanical Components; Rep. Gr. 19


Signal too low


Signal too high

16505 Throttle valve potenti-ometer -G69-

Implausible signal

– Test throttle valve control unit ⇒ Chapter 24-2


Signal too low


Signal too high

16514 Bank 1 - probe 1

Electrical fault in the circuit

– Test lambda probe -G39- and lambda control upstream of catalytic converter ⇒ Chapter 24-3


Voltage too high


Signal too slow


No activity

16519 Bank 1 - probe 1, heat-ing circuit

Electrical fault



– Test lambda probe -G130- and lambda control downstream of catalyt-ic converter ⇒ Chapter 24-3


Voltage too low


Voltage too high


Signal too slow


No activity


Electrical fault


Rectifying fault



01-3 page 3

01

16554 Bank 1, fuel metering system

Malfunction – Test fuel pressure regulator and holding pressure ⇒ Chap. 24-2

– Test injection valves ⇒ Chapter 24-2

– Test fuel delivery unit ⇒ 2.0/85 Engine, Mechanical Components; Rep. Gr. 20

– Inspect exhaust system for leaks ⇒ 2,0/85 kW Engine, Mechanical Components; Rep. Gr. 26

– Inspect secondary air system for leaks ⇒ 2.0/85 kW Engine, Mechan-ical Components; Rep. Gr. 26

– Inspect vacuum lines for leaks

– Inspect intake system for leaks


System too lean


System too rich

– Test fuel pressure regulator and holding pressure ⇒ Chap. 24-2


– Test solenoid valve for activated charcoal filter ⇒ Chapter 01-1, final control diagnosis

16585 Injector cyl. 1 -N30-


– Test injectors ⇒ Chapter 01-1, Final control diagnosis







16603 Maximum en-gine speed exceeded

– Rectify any mechanical damage

16605 Angle sender 2 for TV drive -G188-

Implausible signal




Signal too low


Signal too high

16610 Angle sender for 1/2 accelerator pedal posi-tion -G79- + -G185-

Implausible signal


– Test accelerator pedal position sender ⇒ Chapter 24-2

16611 Sender for accelerator pedal position -G79-

Signal too low


Signal too high

16614 Fuel pump relay -J17-


– Test fuel pump relay -J17- ⇒ Current Flow Diagrams, Electrical Fault Finding and Fitting Locations


Rectifying fault



01-3 page 4

01


Short circuit to earth



Short circuit to positive













16684 Combustion misfiring de-tected

– Test combustion misfiring, display group 014, 015, 016 ⇒ Chap. 01-5


– Test ignition leads and spark plugs ⇒ Chapter 28-1

– Inspect ignition transformer ⇒ Chapter 28-1

16685 Cyl. 1

Combustion misfiring de-tected

– Test combustion misfiring, display group 015 ⇒ Chap. 01-5




16686 Cyl. 2


16687 Cyl. 3


16688 Cyl. 4


– Test combustion misfiring, display group 016 ⇒ Chap. 01-5




16705 Engine speed sender -G28-

Implausible signal

– Test resistance of engine speed sender -G28- ⇒ Chap. 24-1

16706 Engine speed sender -G28-

No signal

16708 Knock control

Malfunction – Read measured value block, display group 026 ⇒ Chap. 01-5

16711 Knock sensor 1 -G61-

Signal too low


Signal too high


Signal too low


Signal too high


Rectifying fault



01-3 page 5

01

16724 Camshaft position/crankshaft position sen-sor

Incorrect as-signment

– Test camshaft position sensor -G163- ⇒ Chapter 28-1

16725 Camshaft position sen-sor ⇒ sender -G40 -

Implausible signal


Signal too low


Signal too high

16735 Ignition control cyl. 1

Malfunction – Test ignition leads and spark plugs ⇒ Chapter 28-1


– Read measured value block, display group 014 ⇒ Chapter 01-516736 Ignition control cyl. 2

Malfunction


Malfunction


Malfunction


Flow rate in-correct


– Test secondary air injection pump ⇒ 2.0/85 Engine, Mechanical Com-ponents; Rep. Gr. 26

– Test combination valve ⇒ 2.0/85 Engine, Mechanical Components; Rep. Gr. 26

– Inspect hoses and connection pipes to individual components, and also between components ⇒ 2.0/85 Engine, Mechanical Compo-nents; Rep. Gr. 26

16802 Secondary air pump re-lay -J299-

Malfunction – Test the relay or the secondary air pump ⇒ Chapter 01-1, final control diagnosis

16804 Bank 1, catalytic con-verter system

Efficiency too low

– Generate readiness code ⇒ Chapter 01-2

– Check emission levels if the same faults are displayed ⇒ Inspection and Maintenance; Rep. Gr. 02

16806 Bank 1, main catalytic converter

Efficiency too low

16824 Tank ventilation system

Malfunction – Test solenoid valve for activated charcoal filter ⇒ Chapter 01-1, final control diagnosis

– Inspect hoses and connection pipes from fuel tank up to injection rail ⇒ 2.0/85 Engine, Mechanical Components; Rep. Gr. 20

16825 Tank ventilation system

Flow rate in-correct

16885 Vehicle speed signal

Implausible signal

– Test vehicle speed signal ⇒ Chapter 24-5

16890 Idling control

Speed under nominal value


– Adapt engine control unit to throttle valve control unit ⇒ Chapter 24-4

– Inspect intake system for leaks16891 Idling control

Speed above nominal value

16894 Idling speed switch -F60-

Malfunction – Test throttle valve control unit ⇒ Chapter 24-2


Rectifying fault



01-3 page 6

01

16897 Immobilizer

incorrect code number

– Adapt engine control unit to electronic immobiliser ⇒ Electrical Sys-tem; Rep. Gr. 96.

16944 Voltage supply

Implausible signal

– Inspect engine control unit power supply ⇒ Chapter 24-4

– Test battery and alternator ⇒ Electrical System; Rep. Gr. 27

– procedure if voltage interrupted ⇒ Chapter 24-416946 Voltage supply

Voltage too low

16947 Voltage supply

Voltage too high

16952 CCS switch -E45-

Implausible signal

– Test cruise control system (CCS), display group 066 ⇒ Chap. 01-7

16955 Brake light switch -F-

Implausible signal


16984 Databus drive

missing mes-sage


– Inspect databus ⇒ Chapter 24-5

– Perform automatic test sequence ⇒ Chapter 01-1

16985 Control unit defective

– Replace engine control unit -J220- ⇒ Chapter 24-4

16986 Control unit program-ming

Malfunction – Check parts of the engine control unit and the gearbox control unit and replace the control unit if necessary





17022 Throttle valve control unit -J338-

Implausible signal


17026 Knock control

Control unit defective

– Replace engine control unit ⇒ Chapter 24-4

17069 Main relay ⇒ -J271-

Open circuit – Test the power supply relay -J271- for the engine control unit ⇒ Current Flow Diagrams, Electrical Fault Finding and Fitting Loca-tions17070

Main relay ⇒ -J271-Short circuit to earth







Output too small





Rectifying fault



01-3 page 7

01

17519 Lambda control (bank 1)

System too lean



System too rich




Open circuit





Open circuit

17535 Bank 1, mixture adap-tation (mult.)

System too rich



– Test activated charcoal filter solenoid valve 1 -N80- ⇒ Chap. 01-1, Fi-nal control diagnosis

17536 Bank 1, mixture adap-tation (mult.)

System too lean





– Inspect exhaust system for leaks ⇒ 2.0/85 kW Engine, Mechanical Components; Rep. Gr. 26

– Inspect secondary air injection system for leaks ⇒ 2.0/85 kW Engine, Mechanical Components; Rep. Gr. 26


17549 Load detection

implausible value







Below limit


Above limit





implausible control value


17559 Bank 1, mixture adap-tation range 1

Below lean-ness limit

– Testing the intake system for tightness (unmetered air)


Rectifying fault



01-3 page 8

01


Below lean-ness limit

– Inspect secondary air injection system for leaks ⇒ 2.0/85 kW Engine, Mechanical Components; Rep. Gr. 26





Above rich-ness limit





Above rich-ness limit


Implausible signal

– Check angle sender in measured value block, display group 060 ⇒ Chapter 01-6

– Test throttle valve control unit ⇒ Chapter 24-217580 Angle sender 2 for TV drive -G188-

Signal too low


Signal too high

17584 Bank1, lambda correc-tion according to cata-lytic converter

Regulating limit reached

– Test lambda probe ageing upstream of catalytic converter ⇒ Chapter 24-3



Rectifying fault



01-3 page 9

01

♦ re fault codes 16505 and 16506:

♦ As soon as one of these faults is detected, the engine control unit uses a substitute value which is generated from the engine speed and the inducted air mass.

17586 Linear lambda probe/pump current

Open circuit – Test lambda probe -G39- and lambda control upstream of catalytic converter ⇒ Chapter 24-3





17589 Linear lambda probe/reference voltage

Open circuit





17592 Linear lambda probe/combined earth cable

Open circuit






Electrical fault – Test lambda probe -G130- and lambda control downstream of catalyt-ic converter ⇒ Chapter 24-3


Rectifying fault

Note



01-3 page 10

01


Self-diagnosis IVEdition 11.04S00.5310.01.20

01-4 page 1

01

01-4 Self-diagnosis IV

Fault table, fault codes 17621...18104

Readout on - V.A.G 1552-

Rectifying fault



















Open circuit


Open circuit


Open circuit


Open circuit

17704 Cooling system

Fault – Test coolant temperature sender ⇒ Chapter 24-1

– Test coolant thermostat ⇒ 2.0/85 Engine, Mechanical Components; Rep. Gr. 19

17708 Combustion misfiring detected

Reason: Fuel short-age

– Refuel

– Test signal from fuel gauge sender

17733 Knock control Cyl. 1



– Eliminate abnormal engine running noises (loose ancillaries, bracket or bolt bent)

– Check wiring and plug connections according to the current flow dia-gram

– Slacken knock sensors and then tighten again to 20 Nm

– Change type of fuel







17743 Engine torque monitor-ing 2

Regulating limit exceed-ed




– Test resistance of coolant temperature sender -G42 - ⇒ Chap. 24-1

– Test resistance of intake air temperature sender -G42 - ⇒ Chap. 24-1

17744 Engine torque monitor-ing

Regulating limit exceed-ed


Self-diagnosis IV Edition 11.04S00.5310.01.20

01-4 page 2

01

17745 Bank 1, camshaft posi-tion sensor ⇒-G163



17746 Bank 1, camshaft posi-tion sensor ⇒-G163

Open circuit/Short circuit to positive

17747 Crankshaft position.- / engine speed sensor

Wrongly con-nected


– Test resistance of engine speed sender -G28- ⇒ Chap. 24-1

17748 Camshaft position/crankshaft position sensor

Incorrect as-signment

– Inspect camshaft position sensor -G163- for tight installation


Open circuit – Inspect ignition transformer ⇒ Chapter 28-1






Open circuit






Open circuit






Open circuit







– Test earth cables according to current flow diagram ⇒ Current Flow Di-agrams, Electrical Fault Finding and Fitting Locations17795

Control unit defective


17818 Tank ventilation valve -N80-



17832 Bank 1, secondary air system

Leak detect-ed


– Test secondary air system for leaks


Rectifying fault



01-4 page 3

01





Open circuit


Open circuit – Test the relay or the secondary air pump -J299- ⇒ Chapter 01-1, final control diagnosis






Open circuit



– Test fuel pump relay -J17- ⇒ Current Flow Diagrams, Electrical Fault Finding and Fitting Locations


Fuel pump relay -J17-Short circuit to earth



17921 2nd valve for variable intake manifold changeover -N261-


– Check wiring and plug connections according to the current flow dia-gram ⇒ Current Flow Diagrams, Electrical Fault Finding and Fitting Lo-cations

17922 2nd valve for variable intake manifold changeover -N261-


17923 Valve for variable in-take manifold changeo-ver -N156-




– Test the power supply relay for Motronic -J271- ⇒ Current Flow Dia-grams, Electrical Fault Finding and Fitting Locations

– Read measured value block, display group 004 ⇒ Chap. 01-517926 Main relay ⇒ -J271-


17931 Crash signal from air-bag CU

Implausible signal

– Test airbag ⇒ Body Work; Rep. Gr. 01

17947 Clutch pedal switch -F36-

Implausible signal



Open circuit – Test fuel pump relay -J17- ⇒ Current Flow Diagrams, Electrical Fault Finding and Fitting Locations


Rectifying fault



01-4 page 4

01

17950 Angle sender for TV drive -G187-1)

Implausible signal


– Test throttle valve control unit -J338- ⇒ Chap. 24-2


Signal too low


Signal too high

17953 Throttle valve control

Malfunction

17966 Throttle valve drive -G186-1)



Incorrect ba-sic setting


17968 Maximum engine speed exceeded

– Inspect engine for mechanical damage and erase fault memory ⇒ Chapter 01-1


Undervolt-age on basic setting

– Test alternator and battery ⇒ Electrical System; Rep. Gr. 27



Bottom limit not reached


– Inspect throttle valve for damage and dirt

– Test throttle valve control unit -J338- ⇒ Chap. 24-217976 Throttle valve control unit -J338-

Mechanical fault

17977 CCS switch -E45-

Implausible signal


17978 Engine control unit in-hibited

– Adapt engine control unit to electronic immobiliser ⇒ Electrical Sys-tem; Rep. Gr. 90.


Adaptation was not initi-ated


– Test throttle valve control unit -J338- ⇒ Chap. 24-2

18010 Voltage supply tml. 30

Voltage too low


– Test alternator and battery ⇒ Electrical System; Rep. Gr. 27



18014 Poor road info/engine spec. torque from ABS CU


– Read out fault memory of ABS control unit ⇒ Chassis; Rep. Gr. 45


18017 Deactivation actuated in case of an accident

– Interrogate fault memory of airbag control unit and erase ⇒ Body Work; Rep. Gr. 01



18020 Engine control unit

Incorrectly coded

– Code engine control unit ⇒ Chapter 24-4


Rectifying fault



01-4 page 5

01

18034 Databus drive

Missing mes-sage from gearbox CU



Signal too low



Signal too high

18041 Sender 2 for accelera-tor pedal position -G185-

Signal too low



18042 Sender 2 for accelera-tor pedal position -G185-

Signal too high

18044 Databus drive

Missing mes-sage from airbag CU


18047 Sender 1/2 for acceler-ator pedal position -G79- + -G185-

Implausible signal




18056 Databus drive

defective – Inspect databus ⇒ Chapter 24-5

– Read out fault memories of all control units (automatic test sequence) ⇒ Chapter 01-118057

Databus driveMissing mes-sage from ABS CU

18058 Databus drive

Missing mes-sage from combiinstru-ment

18090 Databus drive

implausible message from ABS CU

18091 Databus drive

implausible message from airbag-SG

18104 Databus drive

implausible message from steer-ing column

1) Throttle valve drive (electronic power control) -G186- is also known as throttle valve positioner (for intake manifold) -V60-.2) Angle sensor for throttle valve drive (electronic power control) -G187- is also known as throttle valve position sender -G127-.


Rectifying fault



01-4 page 6

01

♦ regarding fault code 17978:

♦ The immobilizer control unit is located in the dash panel insert and cannot be replaced individually.

♦ When attempting to start with a non-adapted key a static fault is stored in the memory. If a subsequent start attempt occurs with an adpated key the fault is changed to a sporadic fault.

Note


Self-diagnosis VEdition 11.04S00.5310.01.20

01-5 page 1

01

01-5 Self-diagnosis V

Reading measured value block



Test conditions

• The coolant temperature must be at least 80°C ⇒ dis-play group 004, display field 3.

• All electrical consumers, e.g. lights and rear window heater, must be switched off.

• If vehicle is equipped with air conditioning, this must be switched off.

• There must not be any faults present in the fault mem-ory ⇒ Chapter 01-1.

Procedure

– Connect vehicle system tester -V.A.G 1552-. Start en-gine and select the address word 01 „Engine electron-ics“ ⇒ Chapter 01-1.

– Select function 08 „Read measured value block“ and the desired display group number.

Display group number 004 is an example to represent the sequence.

Proceed according to the following table to switch to an-other display group:

– If the specifications are achieved in all the display

fields, press key .


Read measured value block HELPEnter display group number XXX

NoteRead measured value block 4 →

Note

Display group

-V.A.G 1551- -V.A.G 1552-

higher Press key Press key

lower Press key Press key

skip Press key Press key

3 ↑

1 ↓

C C

→


Self-diagnosis V Edition 11.04S00.5310.01.20

01-5 page 2

01

Reading measured value blocks, display groups 001 to 029

Display group 001 - Basic functions

♦ Re display field 3:

♦ Readout must fluctuate around zero. If zero is always displayed, the lambda control has switched from closed-loop to open-loop control because of a fault in the lambda control. Interrogate fault memory ⇒ Chapter 01-1.

Analysis of display group 001, display field 1 - engine speed (idling speed)

Analysis of display group 001, display field 2 - coolant temperature

• Engine idling

Read measured value block 1 → ← Readout on display

xxxx rpm xx.x °C xx.x % xxxxxx

1 2 3 4 ← Display fields Specification Analysis

Operating conditions 11111111 ⇒ 01-5 page 3

Lambda regulator upstream of cata-lytic converter

-10,0...10,0 % ⇒ 01-5 page 3

Coolant temperature 80.0...110.0 °C ⇒ 01-5 page 2

Engine speed (idling speed) 680...880 rpm ⇒ 01-5 page 2

Note

Readout on -V.A.G 1552- Rectifying fault

less than 680 rpm – Test throttle valve control unit ⇒ Chapter 24-2


greater than 880 rpm – Interrogate fault memory ⇒ Chapter 01-1




less than 80 °C – Conduct test drive if necessary

– Test resistance of coolant temperature sender ⇒ Chap. 24-1

greater than 110 °C – Clean radiator

– Test function of the radiator fan

– Test coolant thermostat, replace if necessary ⇒ 2.0/85 kW Engine, Mechanical Components; Rep. Gr. 19

– Test resistance of coolant temperature sender ⇒ Chap. 24-1



01-5 page 3

01

Analysis of display group 001, display field 3 - lambda controller upstream of catalytic converter

Analysis of display group 001, display field 4 - operating states

Display group 002 - basic functions - air mass meter


♦ What is displayed is the inducted air mass which is de-termined by the air mass meter.

♦ If a fault is detected at the air mass meter by the en-gine control unit, the substitute value of the throttle valve potentiometer in g/s is displayed.

♦ In the emergency mode resulting from a fault at the throttle valve control unit, the engine runs without idling speed stabilisation at a higher idling speed


Signal outside tolerance – Wait 30 seconds until readout has stabilised



– Check lambda learned values in display group 032 ⇒ Chapter 01-6

1 2 3 4 5 6 7 8 Meaning, if display positions = 1

1 Coolant temperature more than 80°C1 Speed below 2000 rpm

1 Throttle valve closed

1 Lambda control o.k.

1 Operating state - idling

1 AC compressor disconnected

1 No meaning

1 No fault detected in self-diagnosis

• Engine idling


xxxx rpm xxx % x.xx ms x.x g/s


Drawn in air mass 2.0...5.0 g/s ⇒ 01-5 page 4

Injection period 2.00...5.50 ms ⇒ 01-5 page 4

Engine load 15...35 % ⇒ 01-5 page 4


Note



01-5 page 4

01

which is dependent on the throttle valve position in an emergency mode position (approx. 1100...1500 rpm). Drawn in air mass approx. 4.5...5.5 g/s.

Analysis of display group 002, display field 2 - engine load

♦ The maximum engine load decreases approximately 10 % for each 1000 m above mean sea level.

♦ The maximum engine load decreases by up to 10 % at high temperatures.

♦ The following readouts must be reached when driving at full throttle: at 4000 rpm approx. 78 %, at 6000 rpm approx. 75 %.

Analysis of display group 002, display field 3 - injection time

Analysis of display group 002, display field 4 - inducted air mass


less than 15 % – Test throttle valve control unit ⇒ Chapter 24-2

greater than 35 % – Test injectors ⇒ Chapter 01-1, Final control diagnosis

– If necessary, replace spark plugs

– Disconnect electric consumer


Note


less than 2.00 ms – Test drive without full load for at least 10 minutes

– Test solenoid valve for activated charcoal filter ⇒ Chapter 01-1, fi-nal control diagnosis


– inspect fuel pressure regulator ⇒ Chapter 24-2

greater than 5.50 ms – Eliminate increased load (air conditioning, power steering etc.)


less than 2.0 g/s – Inspect intake system for leaks

greater than 5.0 g/s – Eliminate load (AC, el. components switched on, etc.)



01-5 page 5

01

Display group 003 - basic functions - air mass meter

Analysis of display group 003, display field 3 - throttle valve angle

Readout when accelerator pedal fully depressed is (90...100 %).


If a fault relating to the coolant temperature sender -G62- is stored in the fault memory, the engine control unit uses the intake air temperature as a substitute value (start temperature - substitute value) when the engine is start-

• Engine idling


xxxx rpm x.x g/s x.x % xx.x ° BTDC


Ignition angle 0...12.0 °BTDC —

Throttle valve angle 0,2...5,0 % ⇒ 01-5 page 5

Drawn in air mass 2.0...5.0 g/s ⇒ 01-5 page 4



greater than 5.0 % – Adapt engine control unit to throttle valve control unit ⇒ Chapter 24-4

– Interrogate fault memory ⇒ Chapter 01-1


Note

• Engine idling


xxxx rpm xx.xxx V xxx.x °C xxx.x °C1 2 3 4 ← Display fields Specification Analysis

Intake manifold tempera-ture

-45.0...140.0 °C ⇒ 01-5 page 6


Supply voltage of the engine control unit 12.500...14.500 V

⇒ 01-5 page 6


Note



01-5 page 6

01

ed. The temperature then rises according to a model se-quence stored in the control unit. Once the engine has reached normal operating temperature a fixed substitute value is displayed after a certain time. This fixed substi-tute value depends on the intake air temperature.

The readout must be higher than the temperature of the ambient air.

Analysis of display group 004, display field 2 - supply voltage to the engine control unit

Analysis of display group 004, display field 4 - intake air temperature

Display group 005 - basic functions

Testing speed signal ⇒ Chap. 24-5.


less than 12.500 V – Test generator and battery voltage, charge battery ⇒ Electrical Sys-tem; Rep. Gr. 27

– Increase engine speed slightly for a few minutes and switch off ad-ditional consumers


– Eliminate current consumption

greater than 14.500 V – Test voltage, replace voltage regulator if necessary

– Interrogate fault memory ⇒ Chapter 01-1


approx. 140.0 °C – Test resistance of intake air temperature sender -G42 - ⇒ Chap. 24-1

– Test cables to intake air temperature sender -G42- ⇒ Current Flow Diagrams, Electrical Fault Finding and Fitting Locations

approx. -46.5 °Capprox. 140 °C

(readout appears only for a short time and then jumps to 19.5 °C)

• Engine idling


xxxx rpm xxx % xxx km/h Text


Operating state (idling, part load, full load, enrich-ment, overrun)

Idling —

Vehicle speed 0 km/h —

Engine load 10...35 % ⇒ 01-5 page 4


Note



01-5 page 7

01



♦ The maximum engine load decreases approximately 10 % for each 1000 m above mean sea level.

♦ The maximum engine load decreases by up to 10 % at high temperatures.

♦ The following readouts must be reached when driving at full throttle: at 4000 rpm approx. 78 %, at 6000 rpm approx. 75 %.

Display group 010 ignition

• Engine idling


xxxx rpm xx.x % xxx.x °C x.x %


Level correction factor — —

Intake manifold temperature -45.0...140.0 °C —

Engine load 15,0...35,0 % ⇒ 01-5 page 4


Note

• Engine idling


xxxx rpm xx.x % x.x % xx.x ° BTDC


Ignition angle 0...12 °BTDC —

Throttle valve angle 0,2...5,0 % ⇒ 01-5 page 5

Engine load 15,0...35,0 % ⇒ 01-5 page 4




01-5 page 8

01

Display group 014 - ignition misfiring detection

Display group 015 - ignition misfiring detection cylinders 1 to 3

Display group 016 - ignition misfiring detection cyl. 4

• Engine idling


xxxx rpm xx.x % xxx Text


Status of misfiring detec-tion (activated, deactivat-ed)

activated —

Total of ignition misfirings 0...5 ⇒ 01-5 page 9

Engine load 15,0...35,0 % ⇒ 01-5 page 4


• Engine idling


xxx xxx xxx Text



activated —

Total of ignition misfirings cyl. 3 0 ⇒ 01-5 page 9



• Engine idling


xxx — — Text



activated —

— —

— —




01-5 page 9

01

Analysis of display groups 014, 015, 016 - total of ignition misfiring cyl. 1 to 4

Display group 022, ignition - knock control

Display group 023, ignition - knock control


greater than 5 – Inspect ignition transformer ⇒ Chapter 28-1

– Test spark plugs and spark cables with spark plug connector

– Test injectors ⇒ Chapter 01-1

– Check fuel level in tank

• Normal driving


xxxx rpm xxx.x % xx.x °CA xx.x °CA


Ignition angle retarded in cylinder 2 by knock con-trol

0...15.0 °CA ⇒ 01-5 page 10

Ignition angle retarded in cylinder 1 by knock control

0...15.0 °CA ⇒ 01-5 page 10

Engine load 0,0...100,0 % —

Engine speed 680...6500 rpm —

• Normal driving


xxxx rpm xxx.x % xx.x °CA xx.x °CA


Ignition angle retarded in cylinder 4 by knock con-trol

0...15.0 °CA ⇒ 01-5 page 10

Ignition angle retarded in cylinder 3 by knock control

0...15.0 °CA ⇒ 01-5 page 10

Engine load 0,0...100,0 % —




01-5 page 10

01

♦ Knock control active from an engine load of more than 40 %.

♦ If an engine load of 40 % is exceeded, the current re-tardation of the ignition angles are displayed. If the en-gine load was not reached, the values last used are displayed.

♦ If knocking can be heard without any retardation of the ignition angle detectable, increase engine speed for 5 seconds to more than 3500 rpm in order to activate the knock sensor fault detection (for self-diagnosis).

Analysis of display groups 022/023, display fields 3 and 4 - ignition angle retardation

Display group 026, ignition - knock sensor

♦ If no fault is found when testing the knock sensor, the wiring and the plug connections, inspect the ancillar-ies or the engine for damage.

♦ At higher engine speeds the readout of the knock sen-sor voltage signal may be as much as 5.1 V.

♦ If a difference of more than 50 % exists between the smallest and largest knock sensor signal, the cause may be corrosion at the plug connection.

Note


all cylinders greater than 15 °CA – Test knock sensors -G61- and -G66-

– Slacken knock sensor and tighten again to 20 Nm

– Tighten up loose parts

– Change type of fuel

one cylinder clearly deviates from the oth-ers

– Test knock sensors -G61- and -G66-

– Testing compression: ⇒ 2.0/85 TDI Engine, Mechanical Compo-nents; Rep. Gr. 15

– Tighten up loose parts

• Normal driving


x.xxx V x.xxx V x.xxx V x.xxx V


Knock sensor voltage sig-nal cyl. 4

0.400...2.000 V —

Knock sensor voltage signal cyl. 3 0.400...2.000 V —



Note



01-5 page 11

01

Display group 028, ignition - testing knock sensor

• Normal driving


xxxx rpm xxx.x % xxx.x °C Text


Test Knock sensor (Test OFF, Test ON, Syst. o.k., Syst. n.o.k.)

Syst. o.k. —


Engine load 20,0...100,0 % —




01-5 page 12

01


Self-diagnosis VIIEdition 11.04S00.5310.01.20

01-6 page 1

01

01-6 Self-diagnosis VII

Reading measured value block, display groups 030 to 062

Display group 030 - lambda control

Meaning of 3-digit numerical block in display fields 1 and 2:

Display group 031, lambda control - lambda values upstream of catalytic converter

• Engine idling

• Catalytic converter temperature at least 352 °C (display group 34, display field 2)


xxx xxx


Status lambda control downstream of catalytic converter

110 ⇒ 01-6 page 1

Status lambda control upstream of catalytic converter 111 ⇒ 01-6 page 1

1 1 1 Meaning, if display positions = 1

Lambda control active

Lambda probe operational

Lambda probe heater switched on

• Engine idling


x.xx x.xx — —


— —

— —

Lambda nominal value - Bank 1 0,99...1,01 —

Lambda actual value - Bank 1 0,96...1,04 —


Self-diagnosis VII Edition 11.04S00.5310.01.20

01-6 page 2

01

Display group 032, lambda control - lambda learned values

♦ to the display fields 1 and 2:

♦ Low readouts indicate that the engine is running too rich and the lambda control therefore produces a lean-er mixture.

♦ High readouts mean that the engine is running too lean and the lambda control therefore produces a rich-er mixture.

♦ If the control unit is dead all initialisation values are re-set.

♦ Condition for part load learning: Coolant temperature at least 75 °C, intake air temperature max. 90 °C, driv-ing mode.

♦ add = additive - The effect of the fault (e.g. unmetered air) becomes increasingly less as engine speed rises. In the case of an additive initialisation value the injec-tion period is changed by a fixed rate. This rate is in-dependent of the basic injection period.

♦ mul = multiplicative - The effect of the fault (e.g. faulty injector) becomes greater as engine speed rises. The multiplicative learned value is a percentage change in the injection period. This change is dependent on the basic injection period.

• Engine idling


xx.x % xx.x % — —


— —

— —

Lambda learned value at part load upstream of catalytic converter (multiplicative)

-10,0...10,0 % ⇒ 01-6 page 3

Lambda learned value at idling speed upstream of catalytic converter (additive)

-10,0...10,0 % ⇒ 01-6 page 3

Note



01-6 page 3

01

Analysis of display group 032, display fields 1 and 2 - lambda learned values

Display group 033, lambda control upstream of catalytic converter - lambda control values


♦ Readout must fluctuate around zero. If zero is always displayed, the lambda control has switched from closed-loop to open-loop control because of a fault in the lambda control. Interrogate fault memory ⇒ Chapter 01-1.

Readout on -V.A.G 1552 - Rectifying fault

low learned values – Disappears after driving on motorway or changing oil

– Test injectors ⇒ Chapter 01-1


– Test activated charcoal filter solenoid valve ⇒ Chapter 01-1

– Test air mass meter

– Testing lambda probe heater upstream of catalytic converter ⇒ Chapter 24-3

high learned values – Inspect intake system for leaks

– Test injected quantity ⇒ Chapter 24-2

– Test air mass meter



– Test exhaust manifold ⇒ 2.0/85 Engine, Mechanical Components; Rep. Gr. 26

– Testing lambda probe heater upstream of catalytic converter ⇒ Chapter 24-3

• Engine idling


xx.x % x.xxx V — —


— —

— —

Lambda probe voltage upstream of catalytic con-verter

1.400 V...1.600 V ⇒ 01-6 page 4

Lambda control before catalyst -10,0...10,0 % ⇒ Chap. 01-5, dis-play group 001, display field 3

Note



01-6 page 4

01


♦ Voltage signal „Mixture rich“ (low level of residual ox-ygen) is between 0.130...1.500 V.

♦ Voltage signal „Mixture rich“ (high level of residual ox-ygen) is at approx. 1.500...4.800 V.

Analysis of display group 033, display field 2 - lambda probe voltage upstream of catalytic converter

Display group 034, lambda control - diagnosis of lambda probe upstream of catalytic converter


♦ The period indicates the time between two jumps (e.g. rich - lean - rich mixture) and is thus a measure of the status of the lambda probe ageing. If the specified time is exceeded, the following appears in display field 4: B1 S1 n.o.k.

Note

Display field: 1 Rectifying fault

constant 0.000...1.400 V

or constant 1.600...3.000 V

– Testing lambda probe and lambda control upstream of catalytic con-verter ⇒ Chapter 24-3

constant 3.600 V

constant 0.000 V

• Brake pedal and accelerator depressed

• Vehicle stationary, engine running at fast idling

• Control unit in function 04 - initiate basic setting

System in basic setting 34 → ← Readout on display

xxxx rpm xxx.x °C x.x s Text


Result of test of lambda probe ageing upstream of catalytic converter (Test OFF /Test ON/B1 S1 o.k./B1 S1 n.o.k.)

B1 S1 o.k. ---

Period of lambda probe upstream of catalytic converter

max. 2.2 ---

Catalytic converter temperature min. 352 °C ---

Engine speed 1400...2800 rpm ---

Note



01-6 page 5

01

Display group 036, lambda control - operation downstream of catalytic converter

Analysis of display group 036, display field 1 - lambda probe voltage, lambda probe downstream of catalytic converter

♦ Voltage signal „Mixture rich (low level of residual oxy-gen)“ is at approx. 0.7...1.0 V.

♦ Voltage signal „Mixture lean (high level of residual ox-ygen)“ is at approx. 0.0...0.3 V.

♦ A voltage jump from 0.7...1.0 V to 0.0...0.3 V or vice versa takes place at the transition from „rich“ to „lean“ and vice versa (λ = 1.0).

♦ In view of the steep voltage jump the lambda control is not able to maintain constant the ideal mixture com-position which corresponds to λ = 1.0. The control constantly fluctuates back and forward between the „slightly too lean“ and „slightly too rich“ states.

♦ The readout must in some cases be less than 0.3 V and in some cases more than 0.6 V. The readout be-low 0.45 V indicates a lean mixture while above 0.45 V indicates a rich mixture.

♦ At idling speed, the lambda probe voltage upstream of the catalytic converter must fluctuate between a rich and leaner mixture. The lambda probe voltage down-stream of the catalytic converter should indicate a constant rich or lean mixture. If the voltage also fluctu-

• Engine idling


x.xxx V Text — —


— —

— —

Test lambda probe downstream of catalytic con-verter (B1 S2 o.k./B1 S2 n.o.k.)

B1 S2 o.k. —

Lambda probe voltage after catalytic converter 0.000...1.000 V ⇒ 01-6 page 5

Display field: 1 Rectifying fault

constant 0.000...0.300 V

or constant 0.700...1.000 V

– Testing lambda probe and lambda control downstream of catalyt-ic converter ⇒ Chapter 24-3

constant 1.000 V

– Testing lambda probe and lambda control downstream of catalyt-ic converter ⇒ Chapter 24-3

constant 0.400 ...0.500 V

constant 0.000 V

Note



01-6 page 6

01

ates downstream of the catalytic converter, either the catalytic converter is faulty (⇒ Read measured value block 046 ⇒ 01-6 page 7) or the probes have been wrongly connected (irregular engine running). Lamb-da control varies between -10...10 %.

Voltage of the 4-pin lambda probe in U λ in mV

A: Lambda probe voltage high

rich mixture (fuel surplus or air shortage)

high CO value

B: Lambda probe voltage low

lean mixture (fuel shortage or air surplus)

low CO value

Display group 037, lambda control - operation downstream of catalytic converter

• Engine idling



xx.x % x.xxx V x.xxx Text


Test lambda probe down-stream of catalytic con-verter (Test ON / Test OFF, Syst. o.k. / Syst. n.o.k.)

Syst. o.k. —

Waiting time of lambda control up-stream of catalytic converter

— —

Lambda probe voltage after catalytic converter 0.000...1.000 V ⇒ 01-6 page 5

Engine load 15,0...35,0 % —



01-6 page 7

01

Display group 041, lambda control - lambda probe heating

Depending on the operating state of the engine the lamb-da probe heaters are switched on or off, i.e. the readouts in display field 2 and 4 may show either Htg.u(d)C.ON or Htg.u(d)C.OFF.

Display group 046, lambda control - diagnosis of catalytic converter

• Engine idling


— Text — Text


Heater of lambda probe downstream of catalytic converter (Heating.aC.OFF, heat-ing.aC.ON)

Htg dC.OFF Htg dC.ON

—

— —

Heater of lambda probe upstream of catalytic con-verter (Heating.bC.OFF/heating.bC.ON)

Htg.uC.OFF Htg.uC.ON

—

— —

Note

• Brake pedal and accelerator depressed

• Vehicle stationary, engine running at fast idling



xxxx rpm xxx.x °C x.xx Text


Result of test of catalytic conversion (Test OFF / Test ON / Cat B1 o.k. / Cat B1 n.o.k.)

Cat B1 o.k. —

Amplitude ratio 0,00...0,55 —

Catalytic converter temperature min. 352.0 °C —




01-6 page 8

01

Display group 050, engine speed control - operating states


♦ What is displayed is the specification for the engine speed which is fixed by the engine control unit (inter-nal computed value in control unit).


♦ A/C High = air conditioning switched on to high heat-ing or cooling capacity

♦ A/C Low = air conditioning not switched on


♦ „Compr. OFF“ is always displayed on vehicles without air conditioning system.

• Engine idling


xxxx rpm xxxx rpm Text Text


Operating condition air conditioning compressor ON/OFF

Compr. ON or Compr. OFF

—

Operating condition of air condition-ing system

A/C High or A/C Low

—

Engine speed (idling speed - specified value) 780 rpm —

Engine speed (idling speed) 680...880 rpm ⇒ Chapter 01-5 display group 001,

display field 1

Note

Note

Note



01-6 page 9

01

Display group 054, engine speed control - operating states

Display group 055, engine speed control - idling speed stabilisation

Meaning of the 4-digit numerical block display field 4

• Engine idling


xxxx rpm Text xxx.x % xxx.x %


Throttle valve positioner angle

0...100 % —

Sender for accelerator pedal position 3...97 % ⇒ Chapter 01-5, display group 003,

display field 3

Operating state (idling, part load, full load, enrich-ment, overrun)

Idling —

Engine speed (idling speed) 680...880 rpm ⇒ Chap. 01-5, dis-play group 001, display field 1

• Engine idling


xxxx rpm x.xx % x.xx % xxxxx


Operating conditions xxxxx ⇒ 01-6 page 9

Initialisation value idling regulator -1,50...1,50 % —

Idling regulator -2,00...2,00 %1)

1) On a new engine the value is in the positive region because of the higher friction, on a run-in engine it is in the negative region.

—


1 2 3 4 5 Meaning if display position

1 Air conditioning compressor on

1 No meaning

1 Air conditioning switched on

1 No meaning

1 No meaning



01-6 page 10

01

Display group 056, engine speed control - idling speed stabilisation

Display group 060, engine speed control - adapting throttle valve control unit

♦ When display group 060 is selected in function 04 „In-itiate basic setting“, the engine control unit is adapted to the throttle valve control unit. This adjustment must always be performed if a different throttle valve control unit (or completely different engine) or a different en-gine control unit has been fitted.

♦ The ignition should be switched on in order to carry out the adaptation of the throttle valve control unit.

♦ If the voltage supply has been interrupted (battery dis-connected), it is also necessary to carry out adaption ⇒ Chap. 24-4.

• Engine idling


xxxx rpm xxxx rpm x.xx % xxxxx



Idling regulator -2,00...2,00 % —

Engine speed (idling speed - specified value) 780 rpm —


• Ignition switched on, engine switched off



xx % xx % x Text


Adaption state (ADP runs, ADP o.k. or ADP ERROR)

ADP o.k. —

Operating state of engine Counter of learning steps

0...8 —

Throttle valve angle potentiometer -G188- 97...3 % —

Throttle valve angle potentiometer -G187- 3...97 % ⇒ Chapter 01-5, display group 003,

display field 3

Note



01-6 page 11

01

Display group 061 - engine speed control, EPC

Display group 062 - engine speed control, EPC

• Engine idling or vehicle driven


xxxx rpm xx.xxx V xxx.x % xxxxx



Activate throttle valve positioner 0,0...100,0 % —

Supply voltage of the engine control unit 12,500...14,500 V —


• Ignition on or engine running


xx % xx % xx % xx %


Sender for accelerator pedal position -G185-

3...50 % —

Sender for accelerator pedal position -G79-

6...97 % —





01-6 page 12

01


Self-diagnosis VIIIEdition 11.04S00.5310.01.20

01-7 page 1

01

01-7 Self-diagnosis VIII

Reading measured value blocks, display groups 66 to 126

Display group 066 - cruise control system (only models with CCS)

Meaning of digits in 4-digit numerical block, display field 2, brake and clutch pedal switch, CCS switch

Meaning of digits in 4-digit numerical block, dis-play field 4, CCS switch

• Engine idling


x km/h xxxxxxxx x km/h xxxxxxxx


CCS switch position 0000xxxx ⇒ 01-7 page 1

Specified vehicle speed (value last stored by CCS) x km/h

—

Brake pedal, clutch pedal and CCS position 0000xxxx ⇒ 01-7 page 1

Vehicle speed x km/h —

1 2 3 4 Meaning if display position

1 Brake pedal depressed (brake light switch)

1 Brake pedal depressed (brake pedal switch)

1 Clutch depressed

1 CCS actuated


1 CCS sliding switch in OFF position (only if closed)


Self-diagnosis VIII Edition 11.04S00.5310.01.20

01-7 page 2

01

Display group 070 - exhaust gas reduction - diagnosis of activated charcoal filter system

TVV means Tank Vent Valve (activated charcoal filter so-lenoid valve). Diagnosis can only be initiated once each time the engine is started.

♦ Lambda regulator variation in negative range: activat-ed charcoal filter full.

♦ Lambda regulator variation in positive range: activat-ed charcoal filter empty.

1 CCS sliding switch in OFF position (closes or closed)

1 CCS pushbutton SET operated

1 CCS sliding switch -B- in RES position

• Engine idling

• Coolant temperature at least 40 °C (display group 001, display field 2)



xxx.x % xx.x % xxx.x % Text


Result of diagnosis (Test ON / Test OFF or TVV O.K. / TVV N.O.K)

TVV o.k. —

Idling speed controller variation dur-ing TVV diagnosis

0...150,0 % —

Lambda controller variation during TVV diagnosis -7,8...7,8 % —

On/off ratio of activated charcoal filter solenoid valve 0,0...100,0 % —


Note

Note



01-7 page 3

01

Display group 077 - exhaust gas reduction - diagnosis of secondary air injection system

Display group 100 - readiness code

Meaning of 8-digit numerical block for readiness code, display field 1

• Engine idling



xxxx rpm xx.x g/s xx.x % Text


Result of diagnosis (Test ON / Test OFF, Syst. o.k. / Syst. n.o.k.)

Syst. o.k. —

Air mass ratio, secondary air injection system

-7,0...7,0 % —

Air mass 1.0...10.0 g/s —


• Engine idling


xxxxxxxx xxx.x °C xxxx s xxxxxxxx


Diagnosis status — —

Time since engine start — —

Coolant temperature 80.0...110.0 °C ⇒ Chap. 01-6, dis-play group 001, display field 2

Readiness code 00000000 ⇒ 01-7 page 3

1 2 3 4 5 6 7 8 Diagnosis function

0 Catalytic converter

0 Catalytic converter heater (no diagnosis at present/always „0“)

0 Activated charcoal filter (tank vent system)


0 Air conditioning system (no diagnosis at present/always „0“)

0 Lambda probes

0 Lambda probe heater

0 Exhaust gas recirculation (not fitted/always „0“)



01-7 page 4

01

The Readiness code is only generated when all display positions are 0.

Display group 120 - traction control system -TCS-

Display group 125 - communication, databus messages

Display group 126 - communication, databus messages

Note on display fields 125 and 126:

Nominal value = 1; the control units with active data bus are displayed.

Note

• Driving


xxxx rpm xxx Nm xxx Nm Text


Status TCS active / TCS n. active

—

Actual engine load 0...260 Nm —

Nominal engine load 0...399 Nm —


• Engine idling


— Text Text Text


Status of the air-condition-ing system

Clima 1 ⇒ 01-7 page 5

Status of combiinstrument Combi 1 ⇒ 01-7 page 5

Status ABS ABS 1 ⇒ 01-7 page 5

— —

• Engine idling


— — Text Text


Status of the electricalsystem control unit

El. CU 1 ⇒ 01-7 page 5

Status airbag Airbag 1 ⇒ 01-7 page 5

— —

— —



01-7 page 5

01

Analysis: Display groups 125 and 126


Possible cause of fault Rectifying fault

if 0 displayed in-stead of 1

♦ CAN databus connection defective

♦ no CAN databus cables used - control unit

♦ CAN databus cables defective - control unit

– Perform the automatic test sequence for interrogation of all fault memories.



01-7 page 6

01


Repairing the injection systemEdition 03.01S00.5310.00.20

24-1 page 1

24

24-1 Repairing the injection system

General notes on the injection system

Repairing the ignition: ⇒ Rep. Gr. 28.

♦ The engine control unit is equipped with a self-diagno-sis. The first step, before commencing repairs or fault finding, is to interrogate the fault memories of all the control units using the automatic test sequence. This is necessary because different control units are inter-connected via data bus. Also check the vacuum hoses and connections (unmetered air).

♦ Fuel hoses in the engine compartment must be se-cured with spring band clamps. The use of clamp-type or screw-type clips is not allowed.

♦ The ignition must always be switched off before dis-connecting and re-connecting the battery otherwise the engine control unit may be damaged.

♦ Components marked with an * are checked by self-di-agnosis ⇒ Chap. 01-1.

♦ Components marked with ** can be tested with the fi-nal control diagnosis ⇒ Chap. 01-1.

♦ A minimum voltage of 11.5 V is required for the perfect functioning of the electric components.

♦ Do not use sealants containing silicone. Traces of sil-icone elements drawn in by the engine are not burnt in the engine and damage the lambda probe.

♦ Certain inspections may cause the control unit to de-tect and store a fault. It is therefore necessary to inter-rogate the fault memory after having completed all inspections and repairs, and if necessary erase ⇒ Chap. 01-1.

♦ Vehicles fitted with airbags are equipped with a crash fuel shut-off. It is intended to reduce the risk of a vehi-cle fire after a crash as the fuel pump is disconnected by the fuel pump relay. This installation also enhances the starting behaviour of the engine. When opening the door the fuel pump is activated for 2 seconds in or-der to build up the pressure in the fuel system.

Safety measures ⇒ 24-1 page 7.

Cleanliless rules ⇒ 24-1 page 7.

24 – Fuel Formation, Injection


Repairing the injection system Edition 03.01S00.5310.00.20

24-1 page 2

24

Overview of fitting location

1 - Solenoid valve 1 for activated charcoal filter -N80-*/**

Resistance 22...30 Ω Test ⇒ 2.0/85 Engine, Me-

chanical Components; Rep. Gr. 20

2 - 4-pin plug connector for lambda probe and lamb-

da probe heater downstream of catalytic converter

3 - 6-pin plug and socket connec-tor for lambda probe and lamb-

da probe heater upstream of catalytic converter

4 - Throttle valve control unit -J338- *

5 - Sender for coolant tempera-ture -G62- *

resistances ⇒ Fig. 1 in 24-1 page 6

6 - Air mass meter -G70- * with in-take air temperature sender -G42-**

Resistances for intake air temperature sender -G42- ⇒ Fig. 1 in 24-1 page 6

7 - Engine control unit *

Control unit for Motronic fuel injection system - J220-

testing voltage supply ⇒ Chap. 24-4

procedure if voltage inter-rupted ⇒ Chap. 24-4

replacing ⇒ Chap. 24-4. coding ⇒ Chap. 24-4

8 - Engine speed sender -G28-*

⇒ item 15 in 24-1 page 3

9 - Ignition transformer *

with power output stage - N112- with ignition coils -N-, -N128- inspecting ⇒ Chap. 28-1

10 - Injectors -N30-...-N33-*


11 - Secondary air pump -V101- secondary air injection system ⇒ 2.0/85 Engine, Mechanical Components; Rep. Gr. 26

12 - Knock sensor 2 -G66- *

13 - Connecting plug 3-pin, grey for engine speed sender -G28 -

14 - Knock sensor 1 -G61- *

15 - Fuel pressure regulator

16 - Camshaft position sensor -G163 - *

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inspecting ⇒ Chap. 28-1

Removing and installing parts of the injection system

1 - Top part of intake manifold2 - Connecting plug

81-pin insert or remove plug when

the ignition is switched off unlock for removing

3 - Engine control unit -J220-*

fitting location ⇒ 24-1 page 2

testing voltage supply ⇒ Chap. 24-4

procedure if voltage inter-rupted ⇒ Chap. 24-4

replacing ⇒ Chap. 24-4 coding ⇒ Chap. 24-4

4 - Connecting plug 40-pin insert or remove plug when

the ignition is switched off unlock for removing

5 - Air filter disassembling and assem-

bling ⇒ 24-1 page 6

6 - 10 Nm7 - to air guide pipe


8 - Air intake hose to secondary air pump

-V101 -

9 - 10 Nm10 - Connecting plug

2-pin to coolant temperature sender - G62-

11 - Sender for coolant temperature -G62-*

resistances ⇒ Fig. 1 in 24-1 page 6 before removing, reduce pressure in cooling system if necessary

12 - Retaining clip check tightness

13 - Connecting plug 3-pin, grey for engine speed sender -G28 -

14 - O-ring replace if damaged

15 - Engine speed sender -G28-*

specified resistance between contacts 2 + 3: 730...990 Ω (at 20 °C) resistance higher when engine at normal operating temperature

16 - Lambda probe downstream of catalytic converter -G130 - *, 50 Nm coat only thread with „G 052 112 A3“; paste must not get into the slots of the probe body with 4-pin connector

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contacts 3 and 4 gold-plated Voltage of lambda probe heater supplied through fuel pump relay -J17- test lambda probe -G130- and lambda control downstream of catalytic converter ⇒ Chap. 24-3

17 - Plug connection for lambda probe downstream of catalytic converter18 - Lambda probe upstream of catalytic converter -G39-*, 50 Nm

coat only thread with „G 052 112 A3“; paste must not get into the slots of the probe body with 6-pin connector contacts gold-plated Voltage of lambda probe heater supplied through fuel pump relay -J17- Test lambda probe -G39- and lambda control upstream of catalytic converter ⇒ Chap. 24-3 Fitting location: in the exhaust manifold

19 - Plug connection for lambda probe upstream of catalytic converter20 - Bottom part of intake manifold

disassembling and assembling ⇒ 24-1 page 5

21 - Fuel rail with injection valves disassemble and assemble bottom part of intake manifold ⇒ 24-1 page 5

22 - Fuel return-flow line blue secure with spring band clams check fitting position to fuel pump in fuel tank ⇒ 2.0 l/85 Engine, Mechanical Components; Rep. Gr. 20

23 - Fuel feed line black secure with spring band clams check fitting position from fuel filter ⇒ 2.0/85 Engine, Mechanical Components; Rep. Gr. 20

24 - Gasket replace if damaged check fitting position

25 - To crankcase vent valve26 - Air intake hose



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Disassembling and assembling bottom part of intake manifold

1 - Fuel pressure regulator testing fuel pressure regula-

tor and pressure in system ⇒ Chap. 24-2

2 - Vacuum hose3 - Cable rail

for connectors of injectors - N30-...-N33-

4 - Bottom part of intake mani-fold

5 - 10 Nm6 - O-ring

replace if damaged

7 - To intake hose ⇒ item 7 in 24-1 page 3

8 - Injectors -N30-...-N33-*/**

resistance: 14,0...17,0 Ω (at 20 °C), resistance is about 4 to 6 Ω higher when engine is at normal operating tempera-ture Ω

9 - Retaining clip check tightness

10 - Fuel distributor11 - Fuel return-flow line12 - Fuel feed line13 - Air guide pipe

to injectors

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Disassembling and assembling the air filter

1 - 6 Nm

2 - Air mass meter -G70-* with in-take air temperature sender - G42-*

Resistances for intake air temperature sender -G42- ⇒ Fig. 1 in 24-1 page 6

3 - Gasket replace if damaged

4 - Air filter top part5 - Air deflector

in air filter top part

6 - Filter insert7 - Air filter bottom part8 - 10 Nm9 - Air deflector

Fig. 1: Resistances for coolant temperature sender -G62- and intake air temperature sender -G62-

♦ Coolant temperature sender - G62- at contacts 1 + 2.

♦ Intake air temperature sender -G42- at contacts 1 + 3.

The diagram is divided into two temperature ranges:

A - from 0 to 50 °CB - from 50 to 105 °C

Read out examples:

♦ For a temperature of 30 °C the specification is 1500...2000 Ω

♦ For a temperature of 80 °C the specification is 275...375 Ω

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Fig. 2: Removing and installing engine trim panel

Removing

– Withdraw dipstick.

– Remove engine trim panel in direction of -arrows-.

Safety measures

Observe the following points to prevent injury to persons and/or damage to the injection and ignition system:

♦ For reasons of safety fuse No. 61 must be removed from the fuse holder before opening the fuel system, as the door contact switch could activate the fuel pump.

♦ Do not touch or remove ignition leads with the engine running or at start speed.

♦ Ignition must be switched off before disconnecting and re-connecting cables of the fuel injection and igni-tion system as well as of test equipment.

If test and measuring devices are required during test drives observe the following:

♦ Always secure the test and measuring devices on the rear seat and have a second person operate them there.

If the test and measuring devices are operated from the passenger seat the passenger could be injured by the re-lease of the passenger airbag in the event of an accident.

♦ If the engine must be operated at start speed without the engine starting:

– Unplug the 4-pin connector from ignition transformer -arrow-.

– Remove fuse 35 for injectors and fuse 61 for fuel pump.

Rules of cleanliness

When working on the fuel supply/fuel injection system, pay careful attention to the following „5 rules“ for cleanli-ness.

♦ Thoroughly clean the connection points and their sur-roundings before releasing.

♦ Place removed parts on a clean surface and cover. Do not use fuzzy cloths!

♦ Carefully cover or close opened components if the re-pair is not completed immediately.

S24-0485

WARNING!

The fuel system is under pressure! Before opening the system lay cleaning cloths around the connec-tion point. Reduce pressure by carefully releasing the connection point.

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♦ Only install clean parts. Remove spare parts from their wrapping immediately before fitting. Do not use any parts which have been stored unwrapped, e.g. on a shelf or in a tool box.

♦ When the system is open: avoid working with com-pressed air. Avoid moving the vehicle.


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24-2 Testing components

Testing throttle valve control unit -J338-

Components for throttle valve control unit -J338-: Throttle valve drive -V60-, throttle valve drive angle sender 1 -G187- and throttle valve drive angle sender 2 -G188-.

If the throttle valve control unit is replaced, then adapt this throttle valve control unit to the engine control unit ⇒ Chapter 24-4.





Test condition

• Throttle valve is not damaged or dirty.

Test sequence

– Unplug the 6-pin connector at the throttle valve control unit.

– Measure resistance of throttle valve drive between contacts 3 + 5.

Specified value: 1...5 Ω

If the specified value is not reached:

– Replace throttle valve control unit -J338-.

If the specified value is reached:

– Test voltage supply of throttle valve control unit and cables to engine control unit ⇒ 24-2 page 1.

Checking voltage supply

– Unplug the 6-pin connector at the throttle valve control unit.

– Connect the multimeter for voltage measurement to contacts 2 + 6 of the connector.


Specified value: min. 4,5 V

– Switch off ignition.

– Connect the multimeter for voltage measurement to contact 2 of the connector and to earth.



Note

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If wiring is o.k.:

– Replace engine control unit ⇒ Chapter 24-4.

Testing accelerator pedal position send-er




♦ Test box -V.A.G 1598/31-


Operation

The two accelerator pedal position senders -G79- and -G185- are located at the accelerator pedal and pass on the driver input to the engine control unit completely inde-pendently of each other (when accelerator is depressed). Both senders are located in a housing.

Test condition

• Battery voltage at least 11.5 V.

Test sequence

– Remove storage compartment on driver side ⇒ Body Work; Rep. Gr. 68.

– Separate the 6-pin plug connection of the accelerator pedal position sender.


– Connect the multimeter for voltage measurement to the following contacts of the connector:

Contact 1 + earth

Contact 1 + 5

Contact 2 + earth

Contact 2 + 3







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If the lines are not found to be faulty:

– Replace engine control unit ⇒ Chapter 24-4.

Testing injection valves

Inspecting the injection rate, tightness and jet formation of the injectors


♦ Remote control -V.A.G 1348/3A-

♦ Adapter -V.A.G 1348/3-2-

♦ Measuring glasses, e.g. -V.A.G 1602-

♦ Measuring tool set, e.g. -V.A.G 1594 A, B oder C-

Test condition

• Fuel pump relay -J17- O.K. ⇒ Current Flow Dia-grams, Electrical Fault Finding and Fitting Locations

• The fuel pressure must be OK, test ⇒ 24-2 page 4

• Fuel temperature 15...20 °C, fuel must according to the valid standards

Test sequence

– Unplug connectors at all the injectors.

– Remove fuel rail together with injectors.

– Detach vacuum hose from fuel pressure regulator.

– Lift fuel rail together with injectors off intake manifold and support.

Check tightness

– Initiate final control diagnosis and actuate injector of cylinder 1 -N30- ⇒ Chapter 01-1; the fuel delivery unit must run.

– Test the tightness of the injectors (visual inspection). With the fuel delivery unit running, only 1 to 2 drops a minute should drip out at each valve.

If the fuel loss is greater than this:

– End final control diagnosis and replace the leaking in-jector.

Replace seals at the same time.

Test injected quantity and spray pattern

When testing the injection rate also check the jet forma-tion. The jet must be the same for all valves.

Note

Note



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– Insert injector to be tested in a measuring glass.

– Connect one contact of injector to engine earth.

– Connect the second contact of the injector to the re-mote control.

– Connect terminal to battery positive (+).

– Connect battery positive (+) and fuse socket No. 61 with adapter cable and adapter -V.A.G 1348/3-2-.

The fuel delivery unit must start running.

– Operate remote control for 30 seconds.

– Repeat test at the other injectors. Always use a new measuring glass.

– Once all the injectors have been driven, position the graduated measuring glasses on an even base.

– Switch off voltage supply of fuel delivery unit.

– Compare the individual quantities of fuel injected.

Specified value: 88...98 ml per valve

If the measurement obtained for one or several injectors is below or above the specification:

– Replace the defective injection valve ⇒ Chapter 24-1.

The injectors are installed in the reverse order. Pay atten-tion to the following:

♦ Replace the O-rings and all the injectors and moisten lightly with clean engine oil.

♦ Insert injectors vertically and into the correct position in the fuel rail and secure with retaining clips.

♦ Fit fuel rail with secured injectors onto intake manifold and press down evenly.

Test fuel pressure regulator and holding pressure

The fuel pressure regulator regulates the fuel pressure in line with the intake manifold pressure.


♦ Pressure measuring device -V.A.G 1318-

♦ Adapter -V.A.G 1318/10-



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Test condition

• Delivery rate of fuel delivery unit o.k., testing ⇒ 2.0/85 Engine, Mechanical Components; Rep. Gr. 20

Test sequence

– Pull off the fuel feed line -1- and gather residual fuel in a cloth.

– Connect up the pressure measuring device.

– Open shut-off cock of the pressure measuring device. Lever points in direction of flow.


– Measure fuel pressure.

Specified value: approx. 0.25 MPa (2.5 bar).


– Detach vacuum hose -1- from connection -2-.

The fuel pressure must rise to approx. 0.3 MPa (3.0 bar).


If the pressure does not rise:

– Test for leaks and holding pressure. Observe pres-sure drop at gauge. A pressure of at least 0.2 MPa (2.0 bar) must be indicated on the gauge after 10 min-utes.

If the holding pressure drops below 0.2 MPa (2 bar):

WARNING!

The fuel system is under pressure! Place a cloth around the connecting point before releasing hose connections or when opening the system. Then re-lease pressure by carefully detaching.



24-2 page 6

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– After the pressure has been built up, switch ignition off. At the same time close the shut-off cock of the pressure measuring device (lever at right angles to di-rection of flow of fuel -arrow-).

– Observe pressure drop at gauge.

If the pressure again drops:

– Test non-return valve of fuel delivery unit ⇒ 2.0/85 kW Engine, Mechanical Components; Rep. Gr. 20.

If the pressure does not drop:

– Open shut-off cock of pressure measuring device -V.A.G 1318- (lever in direction of flow of fuel).


– After the pressure has been built up, switch ignition off. Press together the return-flow hose at the same time.

If the pressure does not drop:

– Replace the fuel pressure regulator.

If the pressure again drops:

– Inspect connections, O-rings and fuel distributor for leaks.

– Inspect pressure measuring device for leaks.

Before taking off the pressure measuring device, place cleaning cloths around the loose hoses of the feed line.

Note


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24-3 Testing functions II

Testing lambda probe -G39- and lambda control upstream of catalytic converter



♦ Adapter cable set, e.g. -V.A.G 1594 A-

Test conditions

• Fuse 43 must be o.k.


• The fuel pump relay must be o.k.

Test sequence

– Connect vehicle system tester -V.A.G 1552-. Start en-gine and select address word 01 „Engine electronics“ ⇒ Chap. 01-1.

– Check display groups 030, 031, 032, 033, 034 and 036 ⇒ Chap. 01-6.


– Test resistance of heating element between contacts 3 + 4, voltage supply for heater and cables to -Z19- ⇒ Current Flow Diagrams, Electrical Fault Finding and Fitting Locations, as necessary.

At ambient temperature the resistance of the heating ele-ment should be approx. 1...5 Ω. The resistance increases considerably even if the temperature rises only slightly.

– Test voltage supply of heater and cables to -Z19-.

If the specified resistance and voltage supply for heater and cables to -Z19- are o.k.

– Use handheld multimeter to measure voltage between the contacts 1 and 5 of connector -2- at the wiring loom.

– Start engine.

Specified value: 0.40...0.50 V



– Replace lambda probe -G39-.


– Test cables between engine control unit and connec-tor of lambda probe ⇒ Current Flow Diagrams, Elec-trical Fault Finding and Fitting Locations

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If the cable is not found to be faulty:

– Replace engine control unit ⇒ Chap. 24-4.

Testing lambda probe ageing upstream of catalytic converter -G39-


♦ Vehicle system tester -V.A.G 1552 - with cable -V.A.G 1551/3, 3A, 3B oder 3C-

Test condition

• Coolant temperature at least 80 °C ⇒ Read measured value block 004, display field 3 ⇒ Chap. 01-5

Inspect proper operation

– Connect vehicle system tester -V.A.G 1552-. Start en-gine and select address word 01 „Engine electronics“ ⇒ Chap. 01-1.

– Select function 04 for „Initiate basic setting“ and dis-play group 034.


– Engine speed is raised to 1400...2800 rpm.

This may take a few minutes.

– Maintain engine speed at 1400...2800 rpm until the re-adout in display field 4 switches from „Test off.“ to „Test runs“. Catalytic converter temperature in display field 2 must be at least 352 °C.

– Check period in display field 3:

Specified value: max. 2.20 sec.

– Maintain engine speed at 1400...2800 rpm until the re-adout in display field 4 shows ”B1 S1 o.k.”.


– Conduct a test drive in order to eliminate any residues on the lambda probe and repeat the test.

Pay attention to safety measures during the road test ⇒ Chap. 24-1.

If the specified value is again not reached:

– Replace lambda probe upstream of catalytic converter -G39-.

System in basic setting 34 ->1600 rpm 355 °C 2.20 s B1 S1 o.k.

Note


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Testing lambda probe -G130- and lamb-da control downstream of catalytic con-verter




Test conditions

• Fuse 43 must be o.k.


• The fuel pump relay must be o.k.

• Coolant temperature at least 80 °C ⇒ Read measured value block 004, display field 3 ⇒ Chap. 01-5

Test sequence

– Check display groups 030, 031, 036 and 037 ⇒ Chap. 01-6.


– Test resistance of heating element between contacts 1 + 2, voltage supply for heater and cables to -Z29-, as necessary.

At ambient temperature the resistance of the heating ele-ment should be approx. 1...5 Ω. The resistance increases considerably even if the temperature rises only slightly.

If the specified resistance and voltage supply and cables to -Z29- are o.k.

– Use handheld multimeter to measure voltage between the contacts 3 and 4 of connector at the wiring loom.

– Start engine.

Specified value: 0.40...0.50 V



– Replace lambda probe downstream of catalytic con-verter -G130 -.


– Test cables to lambda probe -G130- ⇒ Current Flow Diagrams, Electrical Fault Finding and Fitting Loca-tions.

If the cable is not found to be faulty:


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24-4 Engine control unit

Wiring and Component Test with Test Box V.A.G. 1598/31


♦ Test box -V.A.G 1598/31-

♦ The test box -V.A.G 1598/31- is designed in such a way that it can be simultaneously connected to the wiring loom of the engine control unit and to the actual engine control unit.

♦ The advantage being that the electronic engine con-trol remains fully operational with the test box con-nected (e.g. measuring signals while the engine is running).

♦ Refer to the relevant test procedures to determine whether the control unit is connected to the test box or not.

♦ The contact numbers of the connector of the control unit and the socket numbers of the test box are iden-tical.


– Release the connector catches and unplug the control unit connectors.

– Connect test box -V.A.G 1598/31- to connector of wir-ing loom. The earth clip of the test box must be con-nected to the negative battery terminal.

– Perform test as described in the relevant repair se-quences.

Testing voltage supply for engine con-trol unit



♦ Test box -V.A.G 1598/31-




Note

V.A.G. 1598/31

S01-0089

DANGER!

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Test conditions


• Fuses no. 3, 14, 17, 48, 52 and 56 must be in proper order.

• Generator o.k., test ⇒ Current Flow Diagrams, Elec-trical Fault Finding and Fitting Locations.

Test sequence

– Connect vehicle system tester -V.A.G 1552-. Start en-gine and select the address word 01 „Engine electron-ics“ ⇒ Chapter 01-1.

– Select function 08 „Read measured value block“ and display group 004.

– Read off readout in display field 2.

Specified value: min. 11.5 V



– Connect test box -V.A.G 1598/31- to connector of wir-ing loom ⇒ 24-4 page 1. The engine control unit is not connected here.

Testing voltage of terminal 30

– Measure supply voltage between sockets 1 + 62 of the test box:



– Test cable connections to relay plate according to the current flow diagram ⇒ Current Flow Diagrams, Elec-trical Fault Finding and Fitting Locations.

Testing voltage of terminal 15

– Use multimeter to measure voltage between sockets 1 + 121 at the test box.




– Test cable connections to relay plate according to cur-rent flow diagram: ⇒ Current Flow Diagrams, Electri-cal Fault Finding and Fitting Locations.

Procedure after voltage supply has been interrupted

If the power supply is interrupted the engine control unit forgets all initialisation or basic setting values and the Readiness Code is erased. Depnding on the mileage

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which the vehicle has driven, this may result in consider-able driveability problems.



Procedure

After the voltage supply has been interrupted, it is neces-sary to carry out the following steps:

– Switch ignition on for at least 10 seconds.

– Switch ignition off for at least 30 seconds.

– Adapt engine control unit to throttle valve control unit ⇒ 24-4 page 5.

– Perform idling speed test ⇒ Chap. 01-5, display group 001, display field 1.

– Conduct a lengthy test drive until the problems have been rectified.

During the test drive the following operating conditions must be fulfilled:

♦ The coolant temperature should rise beyond 80°C♦ Once this temperature is reached, the operating

states of idling speed, part load, fuel shut-off on over-run, must be reached several times.

♦ in case of full load the speed should be increased be-yond 3500 rpm.

– Read out readiness code ⇒ Chap. 01-2.

Replacing engine control unit



Procedure

– Enter the control unit identification and thus also the coding of the previous control unit as follows:


The control unit identification number and the coding are shown on the display, e.g.:


Remove air filter ⇒ Chap. 24-1.

06A906032CC 2.0l R4/2V 3658 ->Coding 00001 WSCXXXXX



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– Release the plug locks and unplug control unit con-nectors -arrow-.

– Press open the latches of the fixture -arrows A- and pull the engine control unit forward -arrow B-.

– Release the second plug lock and unplug the control unit connector.

– Installation is carried out in the reverse order.

♦ Check current coding and code new control unit ⇒ 24-4 page 4.

♦ Adapt new control unit to the electronic immobiliser ⇒ Electrical System; Rep. Gr. 90.

♦ Adapt engine control unit to throttle valve control unit ⇒ 24-4 page 5.

♦ Activate CCS ⇒ Chapter 24-5.

♦ Test idling speed ⇒ Chap. 01-5, display group 001, display field 1.

♦ Interrogate fault memory, rectify any faults and erase fault memory ⇒ Chap. 01-1.

♦ Generate readiness code ⇒ Chapter 01-2.

Coding engine control unit

♦ A 5-digit code must always be displayed during the time the control unit identification is shown.

♦ If the code displayed does not match the vehicle, or if the control unit has been replaced, it is then neces-sary to code the control unit as follows.



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Procedure


– Select function 07 „coding control unit“.

– Enter the relevant code number of the vehicle and

confirm with button .

The control unit identification number and the coding are shown on the display, e.g.:

If this display appears, an incorrect code number has been entered.


♦ The engine control unit does not use the code entered and shown in the display until after the ignition has been switched off. Incorrect coding results in:

♦ Handling problems (jerky gear change, load change jolts etc.)

♦ Increase in fuel consumption

♦ Increase in pollution

♦ Storage of non-existent faults in fault memory

♦ non-execution of functions (lambda control, activated charcoal filter system actuation, etc.)

♦ On front-wheel-drive vehicles the Traction Control System does not operate (TCS warning light on)

Adjusting the engine control unit to the throttle valve control unit

This adaptation teaches the engine control unit the vari-ous positions of the throttle valve with the ignition on and the engine stopped. These positions are stored in the en-gine control unit. The feedback of the throttle valve posi-tion is provided by the two angle sensors for the throttle valve drive.

Adaptation must be performed if:

♦ the power supply was interrupted

♦ the throttle valve control unit was removed and in-stalled

♦ the throttle valve control unit was replaced

♦ if another engine or another throttle valve control unit was installed

Code control unit QEnter code number XXXXX (0-00127)

Q

for vehicles with Code number

Air Conditioning 00001

without air conditioning 00021

06A906032CC 2.0l R4/2V 3658 ->Coding 00001 WSCXXXXX

Function unknown or cannot ->be carried out at the moment

Note



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Test condition

• There must not be any fault present in the fault mem-ory ⇒ Chap. 01-1, Interrogating fault memory.


• The throttle valve must be in idling speed position.

• Coolant temperature must be 5...95 °C ⇒ Chap. 01-5 display group 004, display field 3.

• If a cruise control system is fitted, its setting must be O.K.

Procedure


– Select function 04 „Basic setting“ and display group 060.

In this state, the throttle valve is moved by a mechanical spring integrated in the throttle valve control unit, into an emergency running position. The values generated by the two angle senders in this emergency position are stored by the engine control unit.

Subsequently the throttle valve is opened at a given val-ue. If this value is reached, the throttle valve positioner is again switched dead. Now the mechanical spring must close the throttle valve within a given period in the previ-ously initialised emergency position (spring test).

The throttle valve is subsequently closed by the throttle valve positioner: the values sent by the angle sender to the throttle valve control unit are stored in the engine con-trol unit.

If during driving the engine control unit switches the throt-tle valve positioner dead, this is indicated by a fluctuating increased idling speed. The engine then has a very poor throttle response.

– Check specifications in display fields 3 and 4.

Specification in display field 3: 8

Specification in display field 4: ADP runs

ADP o.k.


The adaptation was successfully performed.

To store the values:

– Switch ignition off for at least 30 seconds.

System in basic setting 60 -> 8% 60% 0 ADP runs

System in basic setting 60 -> 60% 94% 8 ADP o.k.



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♦ If the basic setting is aborted by the control unit, this may be due to the following reasons:

♦ The throttle valve does not reach the mechanical idling limit due to dirt, e.g. carbon deposits or another mechanical fault.

♦ The battery voltage is too low.

♦ The throttle valve control unit or the cable connection is faulty, test ⇒ Chapter 24-2.

♦ If the basic setting is aborted, the fault is still in the fault memory. When the ignition is switched on again the basic setting is automatically performed again.


Note



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24-5 Testing auxiliary signals

Testing the speed signal


♦ Test box -V.A.G 1598/31-

♦ Diode test lamp, e.g. -V.A.G 1527 B-



Test conditions


• Speedometer o.k., testing ⇒ Electrical System; Rep. Gr. 90.

Test sequence

– Connect test box -V.A.G 1598/31 - to wiring loom to engine control unit ⇒ Chap. 24-4. The engine control unit is not connected.

– Raise vehicle at front left.

– Connect diode test lamp to sockets 4 (terminal 15) + 54 (cruise control signal) of the test box.


– Rotate front left wheel and observe diode test lamp.

Specified value: the LED must flicker

If the LED does not flicker:

– Test the cables to the speedometer and to the vehicle speed sender ⇒ Current Flow Diagrams, Electrical Fault Finding and Fitting Locations.

Test data bus

Operation

The engine control unit communicates over a CAN data-bus with all the control units with databus capability.

The control units that are compatible with the data bus are connected via two twisted data bus cables (CAN_High and CAN_Low) and exchange information (messages). Both the engine control unit and the other CAN data bus control units detect missing information on the data bus as faults.

Test condition

• A fault has been detected by the CAN data bus self-diagnosis.


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♦ Test box -V.A.G 1598/31-




Test sequence


– Unlock connector at control unit and unplug.

– Connect the -V.A.G 1598/31- to the engine control unit. The wiring loom of the control unit is not connect-ed for this test.

– Test the central terminating resistor in the engine con-trol unit:

– Carry out a resistance measurement for this purpose between sockets 58 and 60 of the test box.

Specified value: 60...72 Ω

If the resistance value is not within the nominal value range:


If the resistance value is within the nominal value range:

– Test CAN databus ⇒ Electrical System; Rep. Gr. 90

Activating and deactivating cruise con-trol system (CCS)


♦ Vehicle system tester -V.A.G 1552 - with cable -V.A.G 1551/3, 3A, 3B oder 3C-

Test conditions

• There must not be any faults present in the fault mem-ory ⇒ Chap. 01-1.

Test sequence


Readout on display, e.g.:

If „2.0 l R4/2V G“ is displayed, CCS is activated.

Readout on display, e.g.:

If „2.0 l R4/2V G“ is displayed, CCS is not activated.

– Press key and select function 11 „Login proce-dure“.

06A906032CC 2.0 l R4/2V G 3658 ->Coding 00071 WSC XXXXX

06A906032BL 2.0 l R4/2V 3530 ->Coding 00071 WSC XXXXX

Login procedure Enter code number XXXXX

→


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Enter code number by referring to the table below and confirm entry with key.


After the CCS is activated, conduct a test drive as an op-erational check.

Q

Code number

Cruise control system (CCS)

11463 Cruise control system (CCS) is activat-ed

16167 Cruise control system (CCS) is deacti-vated


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28-1 Repairing ignition system

General notes on the ignition system

♦ This section deals specifically with the components relating to the ignition system. The other components of the fuel injection and ignition system ⇒ Chap. 24-1 and following.

♦ Switch off the ignition before disconnecting and con-necting the battery, as this may damage the 4AV con-trol unit.

♦ The engine control unit is equipped with a self-diagno-sis.

♦ Components marked with an * are checked by self-di-agnosis ⇒ Chap. 01-1.

♦ A minimum voltage of 11.5 V is required for the perfect functioning of the electric components.

♦ Certain inspections may cause the control unit to de-tect and store a fault. That is why it is necessary to in-terrogate and erase the fault memory after completing all test and repair work ⇒ Chap. 01-1.

Safety measures ⇒ 28-1 page 1.

Safety measures

Observe the following points to prevent injury to persons and/or damage to the injection and ignition system:

♦ Do not disconnect or connect ignition cables when the engine is running or operating at starting speed.

♦ Do not disconnect or connect cables of the fuel injec-tion and ignition system, also not cables of test equip-ment, unless the ignition is switched off.

♦ To operate the engine at starter speed without the en-gine actually starting:

– Unplug 4-pin connector -1- from ignition transformer -2-.

– Remove fuse 28 for the fuel pump.

If test and measuring devices are required during test drives observe the following:

♦ Attach test and measuring equipment always on the rear seat and have them operated from there by a sec-ond person.

♦ If the test and measuring devices are operated from the passenger seat the passenger could be injured by the release of the passenger airbag in the event of an accident.

28 – Ignition System

S97-0319

1

2

3

4

6

7

10 14

15

18

19

22

23

5

8

9

12

13

16

17

20

21

11

24

25

26

27

28

29

30

31

32

33

34

35

36

37

38

39

40

41

42

43

44


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Removing and installing parts of the ignition system

1 - Ignition lead with shielded plug and spark-

plug

2 - Spark plug, 20-30 Nm use special spark plug

wrench (e.g. -3122 B-) for re-moving and installing

type and electrode gap ⇒ Inspection and Mainte-nance; Rep. Gr. 02

3 - 20 Nm The torque influences the

knock sensor function

4 - Knock sensor 2 -G66-*

Sensor and connecting plug contacts are gold-plated

5 - Triple-pin plug and socket connector contacts gold-plated black for knock sensor 1

-G61- brown for knock sensor 2

-G66-

6 - Knock sensor 1 -G61-*

Sensor and connecting plug contacts are gold-plated

7 - Camshaft position sensor -G163-*

check ⇒ 28-1 page 3

8 - Connecting plug black, 3 pins for camshaft position sensor

-G163-

9 - Connecting plug for ignition transformer black, 4 pins

10 - Ignition transformer (N, N128) with identification for ignition leads:A = Cylinder 1B = Cylinder 2C = Cylinder 3D = Cylinder 4 with power output stage - N122- resistances ⇒ Fig. 1 in 28-1 page 3

11 - 10 Nm

S28-0126

D

C A

B

10

9

8

7

5 6 3 5 4 3

2

1

11


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Fig. 1: Resistances of ignition coils

Specified value: 4...6 kΩ.

Testing camshaft position sensor -G163-




Test conditions

• Battery voltage 11.5 V

Test sequence

– Unplug 3-pin connector -1- from camshaft position sensor -2-.

– Connect handheld multimeter for voltage measure-ment to contacts 1 + 3 of connector -1-.


Specified value: at least 4.5 V



If the wiring is in proper order and the desired voltage was measured at contacts 1 + 3

– Replace camshaft position sensor -G163-.

If the wiring is in proper order and the desired voltage was not measured at contacts 1 + 3


S28-0099

2

3

1

2

1 N28-0146


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fuel injection azl

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