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Technical Characteristics:
Common rail injection system with Piezo fuel injectors
Diesel particulate filter with upstream oxidation catalyst
Intake manifold with flap valve control
Electric exhaust gas return valve
Adjustable exhaust gas turbocharger with displacement feedback
Low and high pressure Exhaust Gas Recirculation (EGR) system

2.0 Liter TDI Technical Data
Design 4-Cylinder In-Line Engine
Displacement 120 in3 (1968 cm3)
Bore 3.189 in. (81 mm)
Stroke 3.760 in. (95.5 mm)
Valves per Cylinder 4
Compression Ratio 16.5:1
Maximum Output 140 hp (103 kW) at 4000 rpm
Maximum Torque 236 lb-ft (320 Nm) at 1750 rpm up to 2500 rpm
Engine Management Bosch EDC 17 (Common Rail Control Unit)
Fuel ULSD / ASTM D975-06b 2-D-S<15 (Ultra-Low Sulfur Diesel, under 15 ppm)
Exhaust Gas Treatment High and Low Pressure Exhaust Gas Return, Oxidation Catalytic
Converter, Diesel Particulate Filter, NOx Storage Catalytic Converter

The 2.0 Liter TDI common rail engine uses a forged crankshaft to accommodate high
mechanical loads. Instead of the customary eight counterweights, this crankshaft has
only four. Using four counterweights reduces the load on the crankshaft bearings, as well
as noise emissions that can occur due to the intrinsic motion and vibrations of the
engine.

The 2.0 Liter TDI common rail engine pistons have no valve pockets. This reduces the
cylinder clearance and improves the swirl formation in the cylinder. Swirl is the circular flow
about the vertical axis of the cylinder. Swirl has a significant influence on the mixture formation.

For cooling the piston ring zone, the piston has an annular cooling channel into which
piston spray jets inject oil.

The piston bowl, where the injected fuel is circulated and mixed with air, is matched with
the spray pattern of the injection jets and has a wider and flatter geometry than the
piston in a pump-injection engine. This allows more homogeneous carburation and
reduces soot formation.

The 2.0 Liter TDI common rail engine has a crossflow aluminum cylinder head with two
intake and two exhaust valves per cylinder. The valves are arranged vertically upright.
The fuel injectors are fixed in the cylinder head with clamps. They can be removed
through small caps in the valve cover. An additional feature of the cylinder head are
pressure sensors that are integrated into the glow plugs.

Two intake and two exhaust valves per cylinder are arranged vertically suspended in the
cylinder head. The vertically suspended and centrally situated fuel injector is arranged
directly over the center of the piston bowl.

The two overhead camshafts are linked by spur gears with an integrated backlash
adjuster. They are driven by the crankshaft with a toothed belt and the exhaust
camshaft timing gear. The valves are actuated by low friction roller cam followers with
hydraulic valve lash adjusters.

Shape, size, and arrangement of the intake and exhaust channels ensure a good degree
of fill and a favorable charge cycle in the combustion chamber.

The intake ports are designed as swirl and fill channels. The air fl owing in through the fill
channel produces the desired high level of charge motion. The swirl channel ensures
good filling of the combustion chamber, particularly at high engine speeds.

Intake Manifold with Flap Valves
Infinitely variable flap valves are located in the intake manifold. Through the positioning
of the flap valves, the swirl of the intake air is adjusted based on the engine speed and
load.

The flap valves are moved by a pushrod connected to the Intake Flap Motor V157. This
step motor is activated by the Engine Control Module (ECM) J623. The Intake Manifold
Runner Position Sensor G336 is integrated in the Intake Flap Motor V157, and
electronically regulates its movement. It also provides the Engine Control Module (ECM)
J623 with feedback of the current position of the flap valves.

During idling and at low engine speeds, the flap valves are closed. This leads to high swirl
formation, with results in good mixture formation.

During driving operation, the fl ap valves are adjusted continuously based on the load
and engine speed. Thus for each operating range the optimum air movement is available.
Starting at an engine speed of approximately 3000 rpm, the fl ap valves are completely
open. The increased throughput of air insures good filling of the combustion chamber.

At startup, during emergency operation, and at full load the flap valves are opened.

 

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Camshaft Operation
The intake and exhaust camshafts are linked by means of spur gearing with an integrated
backlash adjuster. The spur gear on the exhaust camshaft drives the spur gear on the
intake camshaft. Valve lash compensation ensures quiet camshaft operation.

The wider part of the spur gear (stationary spur gear) is a press-fit on the exhaust
camshaft. There are ramps on the front face of the stationary spur gear. The narrower part
of the spur gear (the moving spur gear) can move in both radial and axial directions. There
are recesses for the stationary spur gear ramps in the rear face of the moving spur gear.

Both parts of the spur gear are pushed together in an axial direction by the force of a
disk spring. At the same time, they are rotated by the ramps. The rotation leads to a
gear displacement of the two spur gear parts and effects the lash adjustment between
the intake and exhaust camshaft gears.

Cylinder Head Gasket
The cylinder head gasket is a four-layer design and has two special attributes that
improve the sealing of the combustion chambers.
* Vertically profiled combustion chamber seals
* Rear flank support

Vertically profiled combustion chamber seals:
The sealing edge at the cylinder bore is referred to as the combustion chamber seal. It is
vertically profiled, which means that the edge profile has varying heights around the
perimeter of the combustion chamber. This special geometry provides for the uniform
distribution of cylinder head gasket sealing forces around the combustion chambers. This
prevents deformation at the cylinder bores and fluctuations in the sealing gap.

Rear Flank Support:
The profile in the area of the two outer cylinders of the cylinder head gasket are referred
to as “rear flank support.” The rear flank support effects a uniform distribution of the
gasket sealing forces in these areas. This reduces flexing of the cylinder head and
deformation of the outer cylinders.

Toothed Belt Drive
The camshaft, the coolant pump, and the high-pressure pump (HPFP) for the common rail
injection system are driven by a toothed belt.

Accessory Drive
The generator and air conditioning compressor are driven by a ribbed V-belt. The profile
surface of the ribbed V-belt has a fibrous coating. This improves the frictional properties
of the belt, reducing unpleasant noise that can occur in wet and cold conditions.

Balance Shaft Module
The balance shaft module is installed below the crankshaft in the oil pan. The balance shaft module
is driven by the crankshaft by a gear drive. The duocentric oil pump is integrated in the balance shaft
module.

Design
The balance shaft module consists of a gray cast iron housing, two counter-rotating balance shafts,
a helical-toothed gear drive, and an integrated duocentric oil pump. The rotation of the crankshaft is
transferred to the intermediate gear on the outside of the housing. This drives the fi rst balance shaft.
From this balance shaft, the motion is then transferred inside the housing to the second balance shaft
and to the duocentric oil pump.

The gear drive is designed so that the balance shafts rotate at double the crankshaft speed.
The tooth backlash of the gear drive is adjusted with the help of a coating on the intermediate
gear. This coating wears off during startup of the engine and results in excellent mating of the
teeth on the two gears.

The intermediate gear must always be replaced if the intermediate gear or the drive gear of the
first balance shaft have been loosened.

 

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Oil Circuit
A duocentric oil pump generates the oil pressure required for the engine. It is integrated into the
balance shaft module and is driven by a balance shaft drive shaft. The pressure relief valve is a
safety valve. It prevents damage to engine components from excessive oil pressure, such as at
high speeds and low ambient temperatures.

The oil pressure control valve regulates the oil pressure in the engine. It opens as soon as the oil
pressure reaches the maximum permissible value. The bypass valve opens when the oil filter is clogged
to safeguard the lubrication of the engine.

Crankcase Ventilation (CCV)
In combustion engines, pressure differentials between the combustion chamber and the crankcase
generate air flow between piston rings and cylinder barrel, which are referred to as blow-by gases.
These oily gases are returned to the intake area through the crankcase ventilation system to prevent
pollution.

Effective oil separation keeps engine oil in the crankcase and prevents it from entering the intake
manifold. This multistage system separates more oil than a single-stage system.

The oil separation is effected in three stages:
*Coarse separation
*Fine separation
*Damping section

The crankcase ventilation components, the oil filler inlet, and the pressure reservoir for the vacuum
system of the engine are all integrated in the cylinder head cover.

Coarse Separation
The blow-by gases move from the crankshaft and camshaft chamber into a stabilizing section, which is
integrated in the cylinder head cover. In this section, the larger oil droplets are separated onto the walls
and collect on the floor. The oil can drip into the cylinder head through the openings in the stabilizing
section.

Fine Separation
The fine separation takes place over a cyclone separator consisting of a total of four cyclones.
Depending on the amount of the pressure differential between the intake manifold and the crankcase, two
or four cyclones are activated by spring steel flutter valves.

Due to the geometry of the cyclones, the air is set into a rotating motion. The resulting centrifugal force
slings the oil mist onto the separator wall. The oil droplets are deposited on the wall of the cyclone and
are captured in a collector section.

When the engine is OFF, a flutter valve opens. This valve closes during engine operation due to the
increased pressure in the cylinder head. The sole purpose of this valve is to let oil drain back into the
engine sump when the engine is OFF.

Damping Section
To prevent disruptive swirl upon introduction of the gases in the intake manifold, a damping section
connects to the cyclone oil separator. In this section the motion energy of the gases from the cyclone
is reduced, and a residual quantity of oil is again separated out.

Pressure Control Valve
The pressure control valve regulates the pressure for ventilation of the crankcase. It consists of a
diaphragm and a pressure spring. When blow-by gases are present, the pressure control valve limits
the vacuum in the crankcase. Excessive vacuum in the crankcase could result in damage to the engine
seals. If the vacuum in the intake port is too small, the valve opens through the force of the pressure
spring.

 

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Coolant Circuit
In the coolant circuit, the coolant is circulated by a mechanical coolant pump. It is driven by the toothed
belt. The circuit is controlled by an expansion-element thermostat, the coolant control unit.

An engine block heater was not planned to be available until early in 2009 and will be a dealer-installed item.

High and Low Pressure Exhaust / Gas Recirculation (EGR) System
The most effective measure to reduce nitrogen oxides (NOx) with an internal combustion engine is
by introducing very high exhaust gas recirculation rates into the combustion chamber. An additional
advantage is to introduce these very high exhaust gases at very low temperatures.

The current cooled EGR systems that exist in many applications today had to be modified. To meet
BIN 5 emission standards, the entire operating characteristics of the engine up to full-load required
EGR operation.

The air mass regulation of the High-Pressure EGR is regulated by the EGR Vacuum Regulator Solenoid
Valve N18 and servo and by the turbocharger vane direction. The short path of the High-Pressure EGR
is used in order to reach the desired EGR rate while driving at lower engine speeds and loads.

The combined EGR operation is continuously adjusted depending on engine operating conditions
and revolutions-per-minute (RPM). Thus, no-load engine operation results in high amounts of High
Pressure EGR application.

With rising engine load and engine RPM, the recirculation of exhaust gases is shifted to the Low
Pressure EGR system to increase the recirculation rate. This happens in order to obtain optimal
NOx reduction at middle and high engine loads. Particularly in the high engine loads, the cooled Low
Pressure EGR is a very large advantage over the High Pressure EGR system.

Common Rail Injection System
The common rail injection system is a high-pressure accumulator injection system for diesel engines.
The term “common rail” refers to the shared fuel high-pressure accumulator for all fuel injectors in a
cylinder bank. In this type of injection system, pressure generation and fuel injection are performed
separately. A separate high-pressure pump generates the high fuel pressure required for injection.
This fuel pressure is stored in a high-pressure accumulator (rail) and supplied to the fuel injectors
over short injection lines.

The common rail injection system can adapt the injection pressure and the timing of the injection to
the operating conditions of the engine.

*The injection pressure is selectable and can be adapted to the operating conditions of the engine.
*A high injection pressure up to a maximum of 26,107 psi (1800 bar) enables good mixture formation.
*A flexible course of injection with multiple pre- and post-injections.

The fuel injectors are controlled over a piezo actuator. The switching speed of a piezo actuator is
approximately four times faster than a solenoid valve. Compared to solenoid actuated fuel injectors, piezo
technology also involves approximately 75% less moving mass at the nozzle pin. This results in the
following advantages:
*Very short switching times
*Multiple injections possible per work cycle
*Precise metering of injection quantities

Course of Injection
Due to the very short switching times of the piezocontrolled fuel injectors, it is possible to control the
injection phases and quantities fl exibly and precisely. This enables the course of injection to be adapted
to the operating conditions of the engine. Up to five partial injections can be performed per course of
injection.

Auxiliary Fuel Pump V393
The Auxiliary Fuel Pump V393 is a roller-cell pump. It is located in the engine compartment and has
the task of feeding fuel from the fuel tank to the high-pressure pump. The Auxiliary Fuel Pump V393
is actuated by the Engine Control Module (ECM) J623 through a relay and increases the fuel pressure
presupplied by the Transfer Fuel Pump (FP) G6 in the fuel tank to approximately 73 psi (5 bar).

If the Auxiliary Fuel Pump fails, the engine continues to runs with reduced power.
An engine startup is not possible.

High-Pressure Pump (HPFP)
The high-pressure pump is a single-piston pump. It is driven via the toothed belt by the crankshaft at
engine speed. The high-pressure pump has the job of generating the high fuel pressure of up to 26,107 psi (1800 bar)
needed for injection.

Pressure is generated by the rotation of two cams offset by 180 degrees on the pump drive shaft.
The injection is always in the operating cycle of the respective cylinder. This keeps the pump drive evenly
loaded and pressure fluctuations in the high-pressure area are minimized.

Because the HPFP is in operation of the respective cylinder, when setting the control times of the
engine, the position of the high-pressure pump drive shaft must also be set.

To protect the high-pressure pump from dirt particles, a filter screen is installed before the high-pressure
pump in the fuel inlet.

The high-pressure pump is supplied with adequate fuel by the Auxiliary Fuel Pump V393 in each
operating range of the engine.

The fuel enters the high-pressure area of the engine through the Fuel Metering Valve N290.
The pump piston is moved upward and downward by the cams on the pump drive shaft.

Intake Stroke - The downward motion of the pump piston increases the volume the compression space.
This results in a pressure differential between the fuel in the high-pressure pump and the compression
space. The intake valve opens and fuel flows into the compression space.

Delivery Stroke - With the beginning of the upward motion of the pump piston, the pressure in the compression space
increases and the intake valve closes. As soon as the fuel pressure in the compression space exceeds the pressure in
the high-pressure area, the exhaust valve (check valve) opens and fuel enters the high-pressure accumulator (rail).

Fuel Metering Valve N290 is integrated in the highpressure pump. It ensures demand-based control of the fuel
pressure in the high-pressure area. The Fuel Metering Valve N290 controls the fuel quantity that is needed for
high-pressure generation. This represents an advantage, in that the high-pressure pump must generate only
the pressure needed for the momentary operating situation. The power consumption of the high-pressure pump
is reduced and unnecessary warming up of the fuel is avoided.

The non-energized state the Fuel Metering Valve N290 is open. To reduce the feed quantity to the
compression space, the valve is actuated by the Engine Control Module (ECM) J623 with a pulsewidth
modulated (PWM) signal. Through the PWM signal the Fuel Metering Valve N290 is closed cyclically.
Depending on the duty cycle, the position of the locking piston changes as does the amount of fuel
into the compression space of the high-pressure pump.

Failure causes Engine power is reduction. Engine management operates in emergency mode.

Overview of Fuel system:
1 – Transfer Fuel Pump (FP) G6 Feeds fuel continuously in the presupply area (from the fuel tank).
2 – Fuel Filter with Preheating Valve The preheating valve prevents the filter from becoming clogged due to crystallization of paraffin in low ambient temperatures.
3 – Auxiliary Fuel Pump V393 Feeds fuel from the presupply area to the fuel pump.
4 – Filter Screen Protects the high-pressure pump from dirt particles.
5 – Fuel Temperature Sensor G81 Determines the current fuel temperature.
6 – High-Pressure Pump Generates the high fuel pressure needed for injection.
7 – Fuel Metering Valve N290 Regulates the quantity of fuel to be compressed based on demand.
8 – Fuel Pressure Regulator Valve N276 Adjusts the fuel pressure in the high-pressure area.
9 – High-Pressure Accumulator (Rail) For all cylinders, stores the fuel needed for injection under high pressure.
10 – Fuel Pressure Sensor G247 Determines the current fuel pressure in the highpressure area.
11 – Pressure Retention Valve Retains the return pressure of the fuel injectors at approximately 145 psi (10 bar). This pressure is needed for the function of the fuel injectors.
12 – Cylinder 1 through 4 Fuel Injectors N30, N31, N32, N33.

The term “common rail” refers to the shared fuel high-pressure accumulator for all fuel injectors in a cylinder bank.

The characteristics of this injection system are:
The injection pressure is selectable and can be adapted to the operating conditions of the engine.
A high injection pressure up to a maximum of 26,107 psi (1800 bar) enables good mixture formation.
A flexible course of injection with multiple pre- and post-injections.

In this common rail system of the 2.0 Liter TDI engine, piezo-controlled Fuel Injectors N30, N31,
N32, and N33 are used. The fuel injectors are controlled over a piezo actuator. The switching
speed of a piezo actuator is approximately four times faster than a solenoid valve. Compared
to solenoid actuated fuel injectors, piezo technology also involves approximately 75% less
moving mass at the nozzle pin.

 

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Exhaust Gas Turbocharger
The boost pressure in the 2.0 Liter TDI engine is generated by an adjustable turbocharger. It has
adjustable guide vanes that can be used to influence the fl ow of exhaust gas onto the turbine wheel. The
advantage is that optimum boost pressure and good combustion are achieved over the entire engine
speed range. The adjustable guide vanes ensure high torque and good starting behavior in the lower
speed range, as well as low fuel consumption and low exhaust gas emissions in the upper speed range.

Flow Damper:
A fl ow damper is located behind the outlet of the turbocharger in the charge air section. It has the task
of reducing disagreeable noise from the turbocharger, such as whistling. Design and Function During
full-load acceleration the turbocharger must build up boost pressure very quickly. The turbine and
compressor wheel are accelerated quickly and the turbocharger approaches its pump limit. This can lead
to burbling in the air fl ow, which causes disturbing noise that radiates into the charge air section.

The charge air causes the air in the resonance sections of the fl ow damper to vibrate. The vibration
has approximately the same frequency as the noise in the charge air. Disturbing noise is minimized by
superimposition of the charge air sound waves with the vibration of the air in the resonance sections of
A linkage controlled by vacuum is used to adjust the guide vanes.

The boost pressure control manages the volume of air that is compressed by the turbocharger.

The Wastegate Bypass Regulator Valve N75 is an electro-pneumatic valve. This valve is used to control
the vacuum needed to adjust the guide vanes over the vacuum cell.

If the Wastegate Bypass Regulator Valve N75 fails the vacuum cell is not supplied with vacuum. A
spring in the vacuum cell pushes the linkage of the adjusting mechanism so that the guide vanes of
the turbocharger are brought into a steep approach angle (emergency mode position). With lower engine
speed and thus lower exhaust gas pressure, only a low boost pressure is available. The engine has less
power, and an active regeneration of the particulate filter (DPF) is not possible.

A cylinder pressure sensor is integrated into each of the Glow Plugs. The glow element is attached
to an extension, which can apply pressure to a diaphragm. The diaphragm has strain gauges that
change resistance by deformation. The integrated electronics calculate tension, which is proportional to
the combustion chamber pressure.

The pressure sensor collects cylinder burn-data such as the burn moment and the situation of the burn
in relation to the crankshaft. This can result in an increase or decrease of the injection amount, as the
pressure is indirectly related to the injection amount. Correcting the injection using pressure sensor
information balances the injection for all cylinders. In addition, this correction applies to manufacturing
tolerances and engine aging.

As a direct result of the pressure sensors, emission tolerances are clearly reduced over the life span of
the engine.

The regulation of the burn is accomplished by shifting the start of injection. Thus, the burn stabilizes during
times of very large exhaust recirculation rates and misfi res and other running issues can be avoided.
Also, the pressures can help to balance the time delays caused by bad fuel (low Cetane).

If one of the pressure sensors fails, a substitute value will be used from the other pressure sensors.

The air pressure in the intake manifold is determined from the Charge Air Pressure Sensor G31 signal.
Engine Control Module (ECM) J623 needs the signal to control the boost pressure.

Engine Control Module (ECM) J623 uses the signal of Intake Air Temperature (IAT) Sensor G42 to
control the boost pressure. Because the temperature infl uences the density of the charge air, the signal
is used by Engine Control Module (ECM) J623 as a correction value.

If the Charge Air Pressure Sensor G31 signal fails, there is no substitute function. The boost pressure
control is disengaged and the engine power decreases significantly. The particulate filter cannot
be actively regenerated.

Charge Pressure Actuator Position Sensor G581 is integrated in the vacuum cell of the turbocharger. It
is a displacement sensor that enables Engine Control Module (ECM) J623 to determine the position of the
guide vanes in the turbocharger.

The signal of Charge Pressure Actuator Position Sensor G581 delivers the position of the guide vanes
of the turbocharger to Engine Control Module (ECM) J623. Together with the signal of Charge Air Pressure
Sensor G31, this allows conclusions about the state of boost pressure control

If Charge Pressure Actuator Position Sensor G581 fails, the signal from Charge Air Pressure Sensor
G31 and the engine speed are used to determine the position of the guide vanes. Malfunction Indicator
Lamp (MIL) K83 is actuated.

 

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EGR Vacuum Regulator Solenoid Valve N18:
The EGR Vacuum Regulator Solenoid Valve N18 is an electric motor controlled valve plate. It is actuated
by the Engine Control Module (ECM) J623 and can be infinitely adjusted by the electric motor. The angle
of the valve plate controls the quantity of returned exhaust gas.

If EGR Vacuum Regulator Solenoid Valve N18 fails, the valve plate is closed by a valve spring. No exhaust
gas can be returned.

EGR Potentiometer G212 captures the position of the valve plate in the exhaust gas return valve.

Based on the signal, Engine Control Module (ECM) J623 recognizes the position of the valve plate. This
enables control of returned exhaust gas volume and thus the nitrogen oxide content in the exhaust gas.

If EGR Potentiometer G212 fails, the exhaust gas return is deactivated. The EGR Vacuum Regulator
Solenoid Valve N18 drive is switched to the nonenergized state and the valve plate is closed by a
valve spring.

Low Pressure Exhaust Gas Recirculation (EGR) Valve with EGR Potentiometer and EGR Valve N345:
The exhaust gas return cooler is a switchable cooler that allows the engine and diesel particulate fi lter
to reach their operating temperatures more quickly. The exhaust gas cooler is activated when the coolant
temperatures reach 99ºF (37ºC) The Exhaust Gas Recirculation (EGR) Cooler Switch-Over Valve N345 is
an electrically-controlled valve plate . It is actuated by the Engine Control Module (ECM) J623 and can be
infinitely adjusted by the electric motor. The position of the valve plate controls the quantity of the returned
exhaust gas.

If the Exhaust Gas Recirculation (EGR) Cooler Switch-Over Valve N345 fails, the valve plate is closed by a
spring. No exhaust gas can be returned.

The EGR Potentiometer captures the position of the valve plate in the Low Pressure exhaust gas
recirculation valve.

Based on the signal, the Engine Control Module (ECM) J623 recognizes the position of the valve plate.
This enables control of the returned exhaust gas volume and thus the nitrogen oxide content in the
exhaust gas.

If the EGR potentiometer fails, the Low Pressure recirculation is deactivated. The Low Pressure EGR
Vacuum Regulator Solenoid Valve N345 drive is switched to the non-energized state and the valve
plate is closed by the valve spring.

EGR dilutes the O2 in the incoming air stream and provides gases inert to combustion to act as absorbents
of combustion heat to reduce peak in-cylinder temperatures. NOx is produced in a narrow band of high
cylinder temperatures and pressures.

Because diesels are not throttled, EGR does not lower throttling losses in the way that it does for Spark Ignition engines.

adding EGR to a diesel reduces the specific heat ratio of the combustion gases in the power-stroke. This reduces the
amount of power that can be extracted by the piston. EGR also tends to reduce the amount of fuel burned in the power
stroke. This is evident by the increase in particulate emissions that corresponds to an increase in EGR.

By feeding the lower oxygen exhaust gas into the intake, diesel EGR systems lower combustion temperature, reducing
emissions of NOx. This makes combustion less efficient, compromising economy and power. The normally "dry" intake
system of a diesel engine is now subject to fouling from soot, unburned fuel and oil in the EGR bleed, which has little
effect on airflow. However, when combined with oil vapor from a PCV system, can cause buildup of sticky tar in the
anywhere along the intake stream.

Engine manufacturers have refused to release details of the effect of EGR on fuel economy, the EPA regulations of
2002 that led to the introduction of cooled EGR were associated with a 3% drop in engine efficiency, bucking a
trend of a .5% a year increase.

Removal of EGR increases cylinder temperatures, increases NOx, but lowers particulate matter, because the
fuel is burned more effectively, and efficiently.

 

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Throttle Valve Control Module J338:
In the direction of fl ow, Throttle Valve Control Module J338 is mounted before EGR Vacuum Regulator
Solenoid Valve N18.

There is an electric motor in Throttle Valve Control Module J338 that moves the throttle with a gear.
Adjustment of the throttle is infi nite and can be adapted to the respective load and speed of the
engine.

The Throttle Valve Control Module J338 has the following tasks:
In certain operating situations, a differential between intake manifold pressure and exhaust gas pressure
is generated through the throttle. This pressure differential facilitates exhaust gas return.

In the regeneration mode of the diesel particulate filter, the intake air volume is regulated with the
throttle. When the Throttle Valve Control Module J338 motor is switched off, the throttle is closed.
Less air is taken in and compressed, and the engine shuts down smoothly.

If the Throttle Valve Control Module J338 fails, correct regulation of the exhaust gas return rate is not
possible. An active regeneration of the diesel particulate fi lter does not take place.

Throttle Position (TP) Sensor G69 is integrated in the throttle drive. The sensor element captures the
position of the throttle.

Based on the signal, Engine Control Module (ECM) J623 recognizes the position of the throttle. This
information is needed for control of exhaust gas return and particulate fi lter regeneration.

If Throttle Position (TP) Sensor G69 fails, the exhaust gas return is deactivated and active regeneration of
the diesel particulate filter does not take place.

The exhaust throttle valve is a new component. In the direction of exhaust fl ow, the Exhaust Throttle
Valve is located behind the NOx storage catalytic converter.

There is an electric motor inside of the Exhaust Throttle Valve that moves the throttle plate with a
gear. Adjustment of the throttle plate is infi nite and can be adapted to respective load and speed of the
engine.

The Exhaust Throttle Valve has the following tasks:
In certain operating conditions, a differential pressure is generated between the NOx storage catalyst and the turbocharger.
This increase in pressure helps with Low Pressure EGR return.

If the Throttle Valve Control Module fails, the correct regulation of exhaust gas recirculation rate is not
possible. Regeneration of the NOx storage catalyst does not take place.

The throttle Position Sensor is integrated into the throttle valve drive. The purpose of this sensor is to
capture the position of the exhaust throttle valve.

Based on the signal, Engine Control Module (ECM) J623 recognizes the position of the throttle. This
information is needed for control of exhaust gas recirculation

If Throttle Position (TP) Sensor G69 fails, the exhaust gas recirculation is deactivated.

 

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Exhaust System

The exhaust system of the 2.0L Common-Rail is very different from previous engines. The exhaust system
consists of the following main components:
*Oxidation Catalytic Converter
*Particulate Filter
*Nitrogen Oxide Catalytic Converter
*H2S Catalytic Converter

In addition to internal engine measures in the 2.0 Liter TDI CR engine with common rail injection system,
soot particle emissions are further reduced through a diesel particulate filter.

The diesel particulate filter is in the same housing with the oxidation catalyst. It is located close to the engine
(immediately after the turbocharger) so that it will reach operating temperature quickly. The oxidation catalyst
is located before the particulate filter in the direction of flow.

This design with the oxidation catalyst upstream offers the following advantages in connection with
the common rail injection system:

Because of the upstream placement of the oxidation catalyst, the temperature of the
exhaust gas is increased before it enters the diesel particulate fi lter. As a result, the operating
temperature of the diesel particulate filter is reached quickly.

In trailing throttle condition, over cooling of the diesel particulate filter by the cold intake air is
prevented. In this case, the oxidation catalyst acts as a heat exchanger, from which the warmth
is routed through the exhaust gas fl ow to the particulate filter.

In the regeneration operation, the temperature of the exhaust gas is accurately controlled. The
Exhaust Gas Temperature (EGT) Sensor 3 G495 determines the temperature of the exhaust
gas directly before the particulate fi lter. As a result, the fuel quantity of the post-injection is
precisely calculated to increase the exhaust gas temperature in the regeneration operation.

Oxidation Catalyst
The carrier material of the oxidation catalyst is metal, so the light-off temperature is reached quickly. This
metal body has an aluminum oxide carrier coating, onto which platinum and palladium are vapordeposited
as catalyst for the hydrocarbons (HC) and the carbon monoxide (CO).

Function: The oxidation catalyst converts a large portion of the hydrocarbons (HC) and the carbon
monoxide (CO) into water vapor and carbon dioxide.

Diesel Particulate Filter (DPF)
The diesel particulate fi lter consists of a honeycombshaped ceramic body made of aluminum titanide. The
ceramic body is partitioned into a large number of small channels, which are alternately open and closed
at the ends. This results in inlet and outlet channels that are separated by filter walls.

The filter walls are porous and coated with a carrier coating of aluminum oxide. Vapor-deposited onto this
carrier layer is the precious metal platinum, which acts as catalyst.

Function: As the soot-containing exhaust gas flows through the porous fi lter walls of the inlet channels, the soot
particles are captured in the inlet channels.

Regeneration
The particulate filter must be regenerated regularly so that it does not become clogged with soot particles
and its function impaired. During regeneration, the soot particles collected in the particulate filter are
burned off (oxidized). The regeneration of the particulate filter is performed in the following stages:

*Warm-up phase
*Passive regeneration
*Active regeneration
*Customer-initiated regeneration drive
*Service regeneration

Warm-Up Phase: To heat up a cold oxidation catalyst and particulate filter as quickly as possible and thus bring them to
operating temperature, the engine management system introduces a post-injection after the main injection.

This fuel combusts in the cylinder and increases the combustion temperature. Through the air fl ow in the
exhaust gas tract, the resulting heat reaches the oxidation catalyst and the particulate filter and heats
them.

The warm-up phase is complete when the operating temperature of the oxidation catalyst and the
particulate filter has been reached for a specific period of time.

Passive Regeneration: During passive regeneration the soot particles are continuously burned
without the intervention of Engine Control Module (ECM) J623. This occurs primarily at higher
engine load, such as in highway driving, when exhaust gas temperatures range from 662°F to
932°F (350°C to 500°C). At these temperatures the soot particles are converted into carbon
dioxide through a combustion reaction with nitrogen dioxide.

Active Regeneration: In a large portion of the operating range the exhaust gas temperatures are too low for a passive
regeneration. Because soot particles can no longer be eliminated passively, soot accumulates in the filter. As soon as a
specific soot load has been reached in the filter, the Engine Control Module (ECM) J623 initiates an active regeneration.
The soot particles are burned off at an exhaust gas temperature of 1022°F to 1202°F (550°C to 650°C).

Active Regeneration Function: The soot load of the particulate fi lter is calculated by two pre-programmed
load models in the Engine Control Module (ECM) J623. One of the load models is determined from the driving
profile of the user and the signals from the exhaust gas temperature sensors and Heated Oxygen Sensor
(HO2S) G39. Another soot load model is the flow resistance of the particulate filter. It is calculated from
the signals of Exhaust Pressure Sensor 1 G450, Exhaust Gas Temperature (EGT) Sensor 3 G495, and Mass Air
Flow (MAF) Sensor G70.

Engine Control Module (ECM) J623 has several ways to control the increase of exhaust gas temperatures
during active regeneration - The intake air supply is regulated by Throttle Valve Control Module J338.
•The exhaust gas return is deactivated to increase the combustion temperature and the oxygen
content in the combustion chamber.
• Shortly after a delayed “late” main injection, the fi rst post-injection is initiated to increase the
combustion temperature.
• Late after the main injection an additional postinjection is initiated. This fuel does not combust
in the cylinder, but instead vaporizes in the combustion chamber.
• The unburned hydrocarbons of this fuel vapor are oxidized in the oxidation catalyst. This ensures
an increase in the exhaust gas temperature to approximately 1202°F (650°C) as it reaches the
particulate filter.
• To calculate the injection quantity for the late post-injection, Engine Control Module (ECM) J623
uses the signal of Exhaust Gas Temperature (EGT) Sensor 3 G495 located before the particulate filter.
• The boost pressure is adjusted so that the torque during the regeneration operation does not change
noticeably for the driver.

Customer-Initiated Regeneration Drive:
An exhaust gas temperature high enough for particulate filter regeneration is not reached when
the vehicle is only driven for short-distances. If the load condition of the diesel particulate filter
reaches a threshold value, Diesel Particle Filter Indicator Lamp K231 in the instrument panel will
light up. This signal prompts the driver to perform a regeneration drive. The vehicle must be driven
for a short period of time at increased speed to ensure that an adequately high exhaust gas
temperature is reached. The operating conditions must remain constant over the period for a
successful regeneration.

Details of the driving behavior required
when the Diesel Particle Filter Indicator
Lamp K231 comes on can be found in
the Owner’s Manual.

Service Regeneration:
If the regeneration drive is not successfully completed and the load condition of the diesel
particulate fi lter has reached 1.41 ounces (40 grams), Diesel Particle Filter Indicator Lamp
K231 and Glow Plug Indicator Lamp K29 will light up simultaneously. The text “Check Engine –
Service Shop” will/may appear in the instrument panel display. This prompts the driver to
visit the nearest service shop. In this case, the Engine Control Module (ECM) J623 blocks
active regeneration of the diesel particulate filter to prevent damage to the filter and the
particulate filter can only be regenerated by service regeneration with the VAS 5051 (or VCDS).

When the load condition reaches 1.59
ounces (45 grams), service regeneration
is no longer possible. Because the
danger of destroying the filter is too
great with this load, the filter must be
replaced.

Distance Regeneration:
“Distance regeneration” is a distance-dependent regeneration of the particulate fi lter. The Engine
Control Module (ECM) J623 initiates an active regeneration automatically if during the last 466 to
621 miles (750 to 1000 km) of travel no successful regeneration has taken place, regardless of the load
condition in the diesel particulate filter. Distance regeneration serves as additional safeguard to minimize
the load condition of the diesel particulate filter.

 

[PowerslavePA]

itrogen Oxide Catalytic Converter
To attain the BIN5/LEV2 emission level, an efficient
system for exhaust gas after-treatment is required. The NOx storage catalyst is used to supplement the
particulate filter system. Oxidation Catalytic Converter Diesel Particulate Filter By placing the NOx storage
catalytic converter away from the engine in the vehicle underbody, the thermal aging is considerably reduced.
This also takes advantage that the CO and HC that have already been oxidized by the particulate filter. This
allows an optimum NOx conversion in the NOx catalytic converter.

The exhaust system has two lambda sensors. The lambda sensor upstream of the oxidation catalytic
converter regulates the air-reduced operating modes for the NOx catalytic converter. It is also used for
the initial value for the air model stored in the engine control unit. This air model help to determine the
model-based NOx and soot emissions of the engine.

The second lambda sensor, which is placed downstream of the NOx catalytic converter, detects
an excess of reduction medium in the regeneration phase. This is used to determine loading and the
aging condition of the NOx catalytic converter. The three temperature sensors integrated into the
exhaust system enable the OBD functions for the catalytic components and are used as initial values in
the regulation of the regeneration operating modes ad the exhaust temperature model.

Additional Engine Operating Modes for Exhaust After-Treatment

DeNox Mode:
The enhancement of the exhaust after-treatment system with a NOx storage catalytic converter
requires the introduction of new regeneration modes to ensure NOx conversion throughout the storage
unit’s service life. Unlike particulate fi lter regeneration, a substoichiometric exhaust gas composition is
necessary for the regeneration of the NOx storage catalytic converter. In sub-stoichiometric operation,
the nitrogen oxides stored during the lean operation are reduced by the exhaust enriched reduction media
consisting of HC, CO and H2.
DeSOx Mode:
A further regeneration mode is provided by the sulphur removal of the NOx storage catalytic
converter (DeSOx Mode). This is necessary as the sulphur contained in the fuel causes sulfate
formation which slowly deactivates the NOX storage catalytic converter. The de-sulphurization
procedure is designed for a sulfur content of 15 ppm parts per million (ppm) Due to the high
thermal stability of the sulfates, significant levels of sulphur reduction are only possible at
temperatures above 620 C (1150 F).

The sulphur reduction procedure has been designed so that the storage capacity of the catalytic converter
can mostly be restored without irreversible damage to the storage material. The sub-stoichiometric mode is
very demanding in terms of engine management. To be able to set air mass and exhaust gas recirculation
independently on each other, two separate control circuits are used. The air mass is set using the intake
manifold throttle valve. The exhaust recirculation rate is set using a new, model-based regulation concept.

A suitable combination of high pressure and low pressure EGR, with corresponding compression
temperatures, enable stable rich operation even in the low load range with the fuel qualities that are
typical for the USA. In addition to this, the injection strategy for the rich mode is changed. Up to six
injections are used depending on characteristic values to attain a stable and low-soot combustion.
This is particularly important in the sulphur reduction process to prevent soot accumulation in the
particulate filter.

To attain the necessary exhaust gas temperatures in DeSOx operation, the confl ict of interests between
the component protection of the turbocharger and the higher sulfur-reduction performance was resolved
using very late, non-combustion post-injection. The fuel partially reacts at the oxidation catalytic converter
with the residual oxygen contained in the exhaust gas and therefore creates residual heat for the sulfur
reduction of the NOx storage catalytic converter. These interventions in engine management are regulated
to a neutral torque, meaning that the process has no noticeable effect on driving characteristics. The
regeneration intervals depend on the corresponding load conditions of the NOx storage catalytic converter
with sulfur, nitrogen oxide or the soot load of the particulate filter. The maximum load conditions were adjusted
to the permissible operating thresholds of the components.

DeNOx Concept
Taking the necessary engine operation and regeneration conditions as well as the catalytic
converter properties into consideration, the corresponding regeneration mode is prioritized by a
coordination program in the engine control module. DeNOx regeneration is given a higher priority
than other regenerations to prevent thermal NOx desorption. A loading and discharging model is
stored in the engine control module for DeNOx regeneration. This maps the characteristics of the
DeNOx storage catalytic converter. The load condition of the catalytic converter is modeled during
engine operation that is dependent on the exhaust temperature and volume velocity as well as the
calculated raw NOx emissions. If the NOx load value exceeds a threshold value which represents
the optimum conversion rate for the catalytic converter, the regeneration is conducted when the
operating condition of the engine permits a regeneration mode to be activated.

Two criteria, which relate to the lambda signal or a NOx discharge model, are available for determining
the end of regeneration. As soon as the lambda sensor detects a rise in the reduction medium after the
NOx storage catalytic converter, it is free of nitrogen oxide and regeneration has ended.

Due to cross-sensitivity of the lambda probe, this criteria is not permissible under a certain threshold
temperature. For this reason, the discharge of the NOx storage catalytic converter is also modeled
on the basis of the requirement and provision of reduction medium to reduce the stored NOx.

Sulfur reduction concept:
The requirement for a DeSOx mode is necessitated by the sulfur load of the NOx storage catalytic
converter and is calculated from fuel consumption and the sulfur content of the fuel.
To shorten the heating cycle of the exhaust system, sulfur reduction in the NOx storage
catalytic converter is only conducted at the end of a particulate filter regeneration cycle.
After reaching the desulphurisation temperature, the engine begins to use a long time-limited rich phase to
enable an efficient desulphurization. The rich mode will be periodically interrupted to prevent excessive
soot accumulation in the particulate filter. It is also interrupted when reaching a high exhaust gas
temperature threshold. Likewise, this process will be interrupted at very low and very high engine loads.
The sulfur discharge is calculated in the engine control module. It depends on the sulfur load, the
lambda value and the exhaust gas temperature. The de-sulfurization process will be ended by reaching
the lower sulfur load threshold of the maximum time period.

The H2S catalytic converter, which was specially developed for this application, is placed downstream
of the NOx storage catalytic converter and converts the H2S, which is created during the DeSOx
regeneration mode, completely into SO2. The duration of the sulfur reduction process depends
on the speed of sulfur reduction that is calculated for the NOx storage catalytic converter. This, in turn,
depends on the lambda ratio and the temperature as it is calculated by the engine control module.
The sulfur discharge is calculated in the engine control module. It depends on the sulfur load, the
lambda value and the exhaust temperature. The de-sulfurization process will be ended by reaching the
sulfur load threshold or the maximum duration.

 

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Preheating System

The 2.0 Liter TDI engine with common rail injection system has a diesel quick-start preheating system.
This system allows an immediate “spark-ignition” start without long preheating time in virtually any
climactic condition.

Advantages of the preheating system:
*“Spark engine” start at temperatures to –11.2°F (–24°C). Extremely quick preheating time.
*Within two seconds a temperature of up to 1832°F (1000°C) is reached on the glow-plug.
*Controllable temperatures for preheating and postheating.
*Self-diagnostic capability.
*Part of the On-Board Diagnosis Preheating System.

Preheating:
The steel glow plugs are activated by the Engine Control Module (ECM) J623 over the Automatic Glow
Time Control Module J179 in phase displacement with the aid of a pulse-width modulated (PWM)
signal. The voltage on the individual glow plugs is adjusted over the frequency of the PWM impulses.
For quick start with an ambient temperature of less than 64°F (18°C), a maximum voltage of 11.5 volts is
present during preheating. This ensures that the glow plug heats up as quickly as possible (maximum two
seconds) to over 1832°F (1000°C), thus reducing the preheating time of the engine.

Post-Heating:
The PWM signal is reduced to 4.4 volts for post heating.

Post-heating is performed up to a coolant temperature of 64°F (18°C) after the engine start for a
maximum of five minutes. Post-heating helps reduce hydrocarbon emissions and combustion noise during
the engine warm-up phase.

Phase-Displaced Activation of the Glow Plugs:
To relieve the vehicle electrical system voltage during the preheating phases, the glow plugs
are activated in phase displacement. The falling signal flank always controls the next glow plug.

SPECIAL TOOLS:

T10172/9 Adapter - Adapter for work piece holder T10172 Assembly Sleeve
T10377 Assembly Sleeve - For assembly of the O-ring on the injection nozzle
T10384 Ratchet Ring Wrench - For removal and installation of the diesel particulate filter
T10385 Insert Tool - For removal and installation of the exhaust gas return pipe
T40064/1 Pressure Piece - for extractor T40064 for removal of the toothed-belt wheel for the highpressure pump
T40094 Camshaft Insert Tool, T40094/1 Fixture, T40094/2 Fixture, T40094/9 Fixture, T40094/10 Fixture, T40094/11 Cover - For removal and installation of the camshaft
T40095 Clamp - For removal and installation of the camshaft
T40096/1 Chuck - For securing the divided camshaft wheel during installation and removal of the camshaft
T40159 Insert Tool with Ball Head - For assembly work on the intake manifold
T10401 Socket For removal and installation of the EGR

 

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W 504 00 /507 00

Addinol Addinol Mega light MV0539 LE SAE 5W-30
Agip Agip 7008 SAE 5W-30
Agip Autol Carrera Longlife III SAE 5W-30
Aral Aral SuperTronic Longlife III SAE 5W-30
Astris Astris Matro L-3 SAE 5W-30
Avia Aviasynth 5W-30 longlife III SAE 5W-30
BP BP Visco 7000 Longlife III SAE 5W-30
Bucher AG Motorex Profile V-XL SAE 5W-30
Castrol Castrol Edge SAE 5W-30
Castrol Castrol SLX Longlife III SAE 5W-30
Castrol Castrol TXT 507 00 SAE 5W-30
Castrol Longlife III Hochleistungsmotorenöl SAE 5W-30
Castrol SLX Professional Powerflow VW Longlife III SAE 5W-30
Castrol Castrol SLX Professional Powerflow Lo SAE 5W-30
Castrol Castrol SLX Professional LL03 SAE 5W-30
Castrol Castrol SLX LongLife III Topup SAE 5W-30
Cepsa CEPSA STAR TDI SYNT SAE 5W-30
De Oliebron Tor Extendo SAE 5W-30
Elf Elf Solaris LLX SAE 5W-30
Elf Elf Excellium TDI SAE 5W-30
ENI R&M Division Agip Formula FUTURE SAE 5W-30
Eurol Eurol Syntence Longlife SAE 5W-30
Eurolub Eurolub WIV ECO SAE 5W-30
FL Selenia Selenia Multipower Specs SAE 5W-30
Fuchs Fuchs TITAN GT1 Longlife III SAE 5W-30
Fuchs TITAN GT1 Pro C-3 SAE 5W-30
Galp energia Galp Formula Longlife III SAE 5W-30
Gamaparts GAMAPARTS Super LongLife III SAE 5W-30
Gulf Oil Gulf Formula GVX SAE 5W-30
Hunold Eurolub WIV ECO SAE 5W-30
Kuwait Petroleum Q8 Formula V Long Life SAE 5W-30
Liqui Moly Top Tec 4200 SAE 5W-30
Liqui Moly Liqui Moly Pro-Engine M 600 SAE 5W-30
Meguin megol Motorenoel Compatible SAE 5W-30
Millers Oils Millers XF Longlife SAE 5W-30
Mitan Alpine Longlife III SAE 5W-30
Mobil Mobil 1 ESP Formula SAE 5W-30
Mobil Mobil SHC Formula V SAE 5W-30
MOL MOL Dynamic Gold Longlife SAE 5W-30
Motul MOTUL Specific 50400 507 00 SAE 5W-30
MRD Motor GOLD Longlife III SAE 5W-30
Neste Oil Neste City Pro W LongLife III SAE 5W-30
New-Process AG New Process eco syn Plus SAE 5W-30
Ölwerke Julius Schindler OJS Econo-Veritas Longlife III 5W-30 SAE 5W-30
OMV OMV BIXXOL special V7 SAE 5W-30
Paz Lubricants & Chemicals Ltd Paz Extreme 507.00 SAE 5W-30
Pennzoil Pennzoil Platinum VX SAE 5W-30
Pennzoil Pennzoil Platinum VX SAE 5W-30
Pennzoil Pennzoil Ultra Euro L SAE 5W-30
Penrite Oil ENVIRO + SAE 5W-30
Pentosin Pento Super Performance III SAE 5W-30
Petronas Petronas Syntium 5000 AV SAE 5W-30
Quaker State Q Diesel Plus SAE 5W-30
Quaker State Q European Engine VX SAE 5W-30
Quaker State QS Q Diesel Plus SAE 5W-30
Quaker State QS Ultimate Durability European L SAE 5W-30
Quaker State Quaker State Q Diesel Plus SAE 5W-30
Ravenol Ravenol Vollsynthetisches Multioel Protect VMP SAE 5W-30
Ravenol RAVENOL WIV III SAE 5W-30
real,- real,-Quality GSL SAE 5W-30
Repsol Repsol Elite Longlife 50700/50400 SAE 5W-30
Rowe Hightec Ecosynt Longlife III SAE 5W-30
Rowe Multi Synt DPF SAE 5W-30
Shanghai Lizhong LiZhong No.1 SAE 5W-30
Shell Shell Helix Diesel Ultra Extra SAE 5W-30
Shell Shell Helix Diesel Ultra Extra SAE 5W-30
Shell Shell Helix Ultra AV-L SAE 5W-30
Shell Shell Helix Ultra Extra SAE 5W-30
Shell Shell Helix Ultra VX SAE 5W-30
Sinopec Great Wall Ultra Gold V5457 SAE 5W-30
SRS SRS ViVA 1 SLV plus SAE 5W-30
SWD GECCO Motorenöl VZW SAE 5W-30
SWD swd PRIMUS LLX SAE 5W-30
Techno GmbH Tecar Motorenoel 504 00 / 507 00 SAE 5W-30
Total Total Activa 504/507 SAE 5W-30
Total Total Quartz INEO 507/507 SAE 5W-30
Unil Opal Opaljet Energy 3 SAE 5W-30
Valvoline Valvoline SynPower XL-III SAE 5W-30
VAPS Vapsoil 507 00 SAE 5W-30
Vapsoil Vapsoil 507 00 SAE 5W-30
Volkswagen Original Teile ® LongLife III Hochleistungsmotorenöl SAE 5W-30
Wolf Wolf Masterlube Synflow LL III SAE 5W-30
Würth Triathlon Endurance III SAE 5W-30
Yacco VX 2103 FAP SAE 5W-30
Zeller+Gmelin Divinol Syntholight DPF SAE 5W-30

 

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Policies and Procedures Bulletin Number: VWP-13-05

Subject: Engine Exhaust Flap Limited Warranty Extension (US Dealers)
Date: Mar. 12, 2013

This document modifies the Volkswagen Warranty Policies and Procedures Manual.

Engine Exhaust Flap Limited Warranty Extension Volkswagen has extended the Emissions Control Systems Warranty for engine exhaust flap replacement
under specific conditions to 10 years or 120,000 miles, whichever occurs first, from the vehicle’s original in-service date, for certain 2009 – 2012 Model Y
ear Volkswagen 2.0 L TDI® Clean Diesel Engine vehicles with engine codes CBEA, CJAA and CKRA.

This warranty extension is fully transferable to subsequent owners.

The vehicle’s original in-service date is defined as the date the vehicle was delivered to either the original
purchaser or the original lessee; or if the vehicle was first placed in service as a “demonstrator” or
“company” car, on the date such vehicle was first placed in service.

What is the Problem
Volkswagen has determined that under specific conditions, certain deficiencies affecting the engine
exhaust flap could make the engine exhaust flap susceptible to degraded performance. If this happens,
the Malfunction Indicator Lamp (MIL) on the instrument cluster may illuminate due to the presence of
specific fault codes caused by a faulty engine exhaust flap. Volkswagen has not identified any vehicle
drivability concerns related to this issue.

Please be aware that other conditions (unrelated to the issue described in this bulletin) may cause the MIL
in the vehicle to illuminate. Customers should be prepared to cover all diagnosis and repair costs for
these other, unrelated conditions.

What does this Warranty Extension Cover:
This warranty extension covers only the diagnosis and replacement of the engine exhaust flap.
What is Not Covered Under This Warranty Extension

This warranty extension will not cover:
Any damage or malfunctions caused by installation of non-EPA or non-CARB certified parts, or
parts that alter the performance of the engine, engine controls, or exhaust system, such as the
installation of engine management components (“chipped” or “tuned” ECMs) not approved by
Volkswagen.

Other conditions unrelated to the engine exhaust flap that may cause the MIL to illuminate. These
conditions may require repairs that are needed for proper diagnosis of the underlying condition.
Any repairs that are (1) necessary for proper diagnosis of these other conditions or (2) required to
bring the vehicle’s emission system up to factory specifications are not covered by this warranty
extension.

Damage or malfunctions caused by outside influence, such as damage due to an accident, or
vehicle misuse or neglect, as well as repairs that are (1) necessary for proper diagnosis of these
other conditions or (2) required to bring the vehicle up to factory specifications are not covered by
this warranty extension.

Repair Procedure
Refer to Technical Bulletin Instance Number 2031583 for the applicable repair procedure.

Vehicle Eligibility
To determine if a vehicle is eligible for the Engine Exhaust Flap Limited Warranty Extension, check the
VIN in ElsaWeb > Vehicle-Specific Notes > Vehicle Data. If the warranty extension is applicable to the
vehicle, the "Enhanced Coverage" section of the "Vehicle Data" screen in ElsaWeb will be populated with
the warranty extension parameters.

SAGA Warranty Claim Type and Service Number
Dealers must use the following claim type and service number when submitting warranty claims for the
Engine Exhaust Flap Limited Warranty Extension.
> Claim Type: 110
> Service Number: 2671

Questions
For any questions regarding this warranty extension, please contact the Warranty Helpline at 1-866-306-8447
or [email protected].