VELOCITY VR 6000 VWUSA.COM SSP 823603 3.2L 3.6L VR6 FSI Engine

User Manual: VELOCITY VR 6000

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Service Training

Self Study Program 823603

VW 3.2 and 3.6 liter FSI Engine

Volkswagen of America, Inc.

Volkswagen Academy

Printed in U.S.A.

Printed 10/2006

Course Number 823603

based on the latest information available at the time of printing

and is subject to the copyright and other intellectual property

rights of Volkswagen of America, Inc., its afﬁliated companies

and its licensors. All rights are reserved to make changes at

any time without notice. No part of this document may be

reproduced, stored in a retrieval system, or transmitted in any

form or by any means, electronic, mechanical, photocopying,

recording or otherwise, nor may these materials be modiﬁed

or reposted to other sites without the prior expressed written

permission of the publisher.

All requests for permission to copy and redistribute

information should be referred to Volkswagen of America,

Inc.

Always check Technical Bulletins and the latest electronic

repair information for information that may supersede any

information included in this booklet.

Trademarks: All brand names and product names used in

this manual are trade names, service marks, trademarks,

or registered trademarks; and are the property of their

respective owners.

Overview ..................................................1

Basics .....................................................4

Engine Mechanics ..........................................15

Engine Management ........................................40

Operating Diagrams ........................................59

Service ...................................................65

Knowledge Assessment .....................................67

iii

Contents

This Self-Study Program provides information

regarding the design and function of new

models.

This Self-Study Program is not a Repair Manual.

This information will not be updated.

For maintenance and repair procedures,

always refer to the latest electronic

service information.

Note Important!

Page intentionally left blank

Overview

The 3.2L and the 3.6L V6 FSI engines belong to

the VR family of engines. Their reduced V-angle,

compared with a traditional V-engine, gives them an

extremely compact and space-saving design.

The VR engines have a long history at Volkswagen.

The VR success began in 1992 with the start of

production of the 2.8L VR6 engine. In 2002, the

VR6 was converted to four-valve technology. In 2003

the capacity of the VR6 was increased to 3.2 liters,

resulting in a power increase of up to 250 hp. Then,

in 2006, the capacity was increased to 3.6 liters,

resulting in a power increase of up to 280 hp.

The VR engines are highly suitable for a broad range

of applications due to their compact design.

This self-study program is designed for use in the

Volkswagen Group, and therefore does not address

the application of the engine in a speciﬁc vehicle.

If reference is made to a particular vehicle, this is

intended only as an example, to describe design,

operation or to help better understand this manual.

Overview

S360_371

Overview

The new 3.2L and 3.6L V6 FSI engines are the

newest representatives of the VR engine series.

The displacement was increased to 3.2 liters or

3.6 liters, combined with the switch to the FSI

technology. This yields a noticeable increase in power

and torque compared with the previous engines.

The 3.6L engine has a maximum rated power of

280 hp (206 kW) and produces a maximum torque of

265 lb.fts (360 Nm).

Special Features of both Engines:

Compact size

FSI direct gasoline injection

Four-valve technology with roller rocker arms

Internal exhaust gas recirculation

Single-piece variable-length intake manifold made

of plastic

Cast iron crankcase

Chain drive located on the transmission side with

integral drive for the high-pressure fuel pump

Continuously variable intake and exhaust

camshafts

The use of FSI direct fuel injection technology makes

it possible to meet current Low Emission Vehicle

(LEV2) emission standards.

•

S360_203

Overview

Technical Data for the 3.2L V6 Engine

Construction 6 cylinders VR Engine

Displacement 193.3 cu.in (3168 cm3)

Bore 3.4 in (86 mm)

Stroke 3.58 in (90.9 mm)

V Angle 10.6°

Valves per cylinder 4

Compression ratio 12:1

Max Output 250 hp (184 kW) @ 6250 rpm

Max Torque 243 lbs.ft (330 Nm) @ 2750-

3750 rpm

Engine management Motronic MED 9.1

Exhaust emission

control

Three-way catalytic converters

with O2 sensor

Emission standard LEV2

Torque-power Curve

Power in hp

Torque in lb.ft S360_116

2000 4000 6000

250

200

150

100

250

125

200

150

175

225

Technical Data for the 3.6L V6 FSI Engine

Construction 6 cylinders VR Engine

Displacement 219.5 cu.in (3597 cm3)

Bore 3.5 in (89 mm)

Stroke 3.8 in (96.4 mm)

V Angle 10.6°

Valves per cylinder 4

Compression ratio 12:1

Max Output 280 hp (206 kW) @ 6200 rpm

Max Torque 265 lbs.ft (360 Nm) @ 2500-

5000 rpm

Engine management Motronic MED 9.1

Exhaust emission

control

Three-way catalytic converters

with O2 sensor

Emission standard LEV2

Torque-power Curve

Power in hp

Torque in lb.ft S360_115

2000 4000 6000

250

200

150

100

250

125

200

150

175

225

The Variable Intake Manifold

The variable intake manifold design increases low

rpm torque and high rpm power by taking advantage

of the self-charging or “ram effect” that exists at

some engine speeds.

By “tuning” the intake manifold air duct length,

engineers can produce this ram effect for a given rpm

range. A manifold that has two different lengths of air

ducts can produce the ram effect over a broader rpm

range.

The 3.2 and 3.6-liter V6 engines use two lengths of

air ducts but not in the same way as the dual path

manifolds used on other engines.

Instead of using high velocity air ﬂow in a long

narrow manifold duct to ram more air into an engine

at low rpm and then opening a short, large diameter

duct for high rpm, the 3.2 and 3.6-liter V6 engines

take advantage of the pressure wave created by

the pressure differential that exists between the

combustion chamber and the intake manifold.

All air enters the intake manifold plenum and torque

port, then is drawn down the long intake ducts to

the cylinders.

Basics

Intake Manifold Plenum

Change-Over Barrel

Vacuum Motor

Performance Port

Torque Port

S360_370

Basics

A second plenum called the performance port,

which is attached to a set of short manifold ducts,

joins the long intake ducts near the cylinder head. A

performance port valve, similar in design to a throttle

valve, separates the performance port from the short

ducts.

Note that the performance port does not have any

passage to the intake manifold other than through

the performance port valve. It does not have access

to the torque port and does not admit any more air

into the cylinders than what is already drawn down

the long intake ducts.

At engine speeds below 900 rpm the performance

port is open for idling. The performance port valve is

actuated. At engine speeds between 900 rpm and

4100 rpm, the performance port is closed and the

engine produces its maximum low end torque (the

performance port valve is not actuated).

At engine speeds above 4100 rpm the performance

port is open (the performance port valve is actuated).

Torque Port Performance Port

Performance Port Valve Open

Torque Port Performance Port

Performance Port Valve Closed

Performance Port Valve Close

S360_352 S360_351

S360_353 S360_354

Basics

Performance Port Valve Actuation

Intake manifold change-over is engine speed

dependent. The Motronic Engine Control Module

J220 activates the Intake Manifold Change-Over

Valve N156, which supplies vacuum to the vacuum

solenoid that operates the performance port valve.

A vacuum reservoir with non-return valve is used

to store a vacuum supply for the performance valve

operation. This is necessary as manifold vacuum

may be insufﬁcient to actuate the vacuum solenoid

at high engine speeds.

Performance Port Valve (Open)

From Torque Port

To Intake Valve

To Performance Port

Vacuum Solenoid

Signal from Motronic

Engine Control

Module J220

Intake Manifold

Change-Over Valve

N156

Non-Return Valve

To Fuel Pressure Regulator

Vacuum Reservoir

S360_355

Basics

Principles of Variable Resonance

Intake Manifold Operation

After combustion has taken place in a cylinder,

there is a pressure differential between the cylinder

combustion chamber and the intake manifold. When

the intake valves open, an intake wave forms in the

intake manifold. This low pressure wave moves from

the intake valve ports toward the torque port at the

speed of sound.

Torque Port Performance Port

Performance Port Valve Closed

Performance Port Valve ClosedReﬂection Point

Intake Valve Closing

The open end of the intake duct at the torque port

has the same effect on the intake wave as a solid

wall has on a ball. The wave is reﬂected back toward

the intake valve ports in the form of a high pressure

wave.

S360_356

S360_357

Basics

At an optimal intake manifold length, the maximum

pressure reaches the intake valve ports shortly

before the valves close. By this time the piston

has started back up the cylinder, compressing the

air/fuel mixture.

The pressure wave forces more air into the cylinder

against this rising compression pressure, ﬁlling the

cylinder with more air/ fuel mixture than would be

possible from just the piston moving downward on

the intake stroke alone. This adds to what is called

self-charging or “ram effect.”

As engine speed increases, the high pressure wave

will have less time to reach the inlet port. Because

the pressure wave is only able to move at the

speed of sound, it will reach the intake valve ports

too late. The valves will already be closed, and the

“ram effect” cannot take place. This problem can be

solved by shortening the intake manifold.

Performance Port Valve Closed

Intake Valve Closing

Performance Port Valve Closed

Intake Valve Closed

Pressure Wave

Pressure Wave Closed

S360_358

S360_359

Basics

In the 3.2 and 3.6-liter V6 engines, the performance

port valve turns to the performance position at

engine speeds below 900 rpm and above 4100 rpm.

This opens up the path to the performance port. The

performance port is designed so that the intake and

pressure waves will have a shorter path back to the

intake valve ports.

The performance port is ﬁlled with air when the

intake valve ports are closed.

When the intake valves open, the intake wave

moves up both manifold intake ducts toward the

torque port and the performance port at the same

speed.

Because the distance it must travel is shorter, the

intake wave reaches the open end of the intake duct

at the performance port before it reaches the open

end of the intake duct at the torque port.

Performance Port Valve Open

Intake Valve Closed

Performance Port Valve Open

Intake Valve Open

Reﬂection Point for Performance Port

Reﬂection Point

for Torque Port

Performance Port Filled with Air

Performance Port

Valve Open

S360_360

S360_361

S360_362

Basics

The performance port pressure wave is reﬂected

back toward the intake valve ports, and that air is

forced into the combustion chamber before the

intake valves close.

The pressure wave arriving too late from the torque

port is reﬂected by the closed intake valves and

pushes its air charge up the intake duct, ﬁlling the

performance port in preparation for the next cycle.

Performance Port Valve Open

Input Valve Closing

but Still Open

Pressure Wave for Performance

Port Charges the Cylinder with Air

Pressure Wave Fills Performance Port

Performance Port Valve Open

Intake Valve Closed

S360_363

S360_364

Basics

195_0 94

The Air Mass Meter with

Reverse Flow Recognition

To guarantee optimal mixture composition and

lower fuel consumption, the engine management

system needs to know exactly how much air the

engine intakes. The air mass meter supplies this

information.

The opening and closing actions of the valves cause

the air mass inside the intake manifold to ﬂow in

reverse. The hot-ﬁlm air mass meter with reverse

ﬂow recognition detects reverse ﬂow of the air mass

and makes allowance for this in the signal it sends

to the engine control unit. Thus, the air mass is

metered very accurately.

Design

The electronic circuit and the sensor element of the

air mass meter are accommodated in a compact

plastic housing.

Located at the lower end of the housing is a

metering duct into which the sensor element

projects. The metering duct extracts a partial ﬂow

from the air stream inside the intake manifold and

guides this partial ﬂow past the sensor element. The

sensor element measures the intake and reverse air

mass ﬂows in the partial air ﬂow. The resulting signal

for the air mass measurement is processed in the

electronic circuit and sent to the engine control unit.

Measurement of the

Intake Air

Cut-out Mass Airﬂow Sensor

Sensor

Element

Intake Air Flow

Temperature Sensor

Heating Resistor

S360_179

S360_178

Air Mass Meter

Reverse Flow

Intake Manifold S360_365

Basics

Functional Principle

Two temperature sensors (T1 and T2) and a heating

element are mounted on the sensor.

The sensors and heating element are attached to a

glass membrane. Glass is used because of its poor

thermal conductivity. This prevents heat which the

heating element radiates from reaching the sensors

through the glass membrane. This can result in

measurement errors.

The heating element warms up the air above the

glass membrane. The two sensors register the same

air temperature, since the heat radiates uniformly

without air ﬂow and the sensors are equidistant from

the heating element.

Sensor

Element

Intake Air Flow

Temperature Sensor 1

Heating Resistor

S360_179b

Temperature Sensor 2Returning Air

Temperature Sensor

T1 T2

195_0 42

S360_366

Basics

T1 T2

Induced Air Mass Recognition

In the intake cycle, an air stream is ducted from T1

to T2 via the sensor element. The air cools sensor

T1 down and warms up when it passes over the

heating element, with the result that sensor T2 does

not cool down as much as T1.

The temperature of T1 is then lower than that of T2.

This temperature difference sends a signal to the

electronic circuit that air induction has occurred.

Reverse Air Mass Flow

Recognition

If the air ﬂows over the sensor element in the

opposite direction, T2 will be cooled down more

than T1. From this, the electric circuit recognizes

reverse ﬂow of the air mass. It subtracts the reverse

air mass ﬂow from the intake air mass and signals

the result to the engine control unit.

The engine control unit then obtains an electrical

signal: it indicates the actual induced air mass and

is able to meter the injected fuel quantity more

accurately.

T1 T2

195_0 43

S360_367

S360_368

T1 T2

195_0 44

Notes

Engine Mechanics

The cylinder block has been signiﬁcantly redesigned

compared with the 3.2L manifold injection engine.

The goal was to obtain a displacement of 3.6 liters

without changing the exterior dimensions of the

engine. This was achieved by changing the V-angle

and the offset.

Both FSI engines, the 3.2L and the 3.6L, have the

new cylinder block. It is made of cast iron with

lamellar graphite.

Further innovations compared with the 3.2L manifold

injection engine include:

Oil pump integral with the cylinder block

Better oil return from the cylinder block to the oil

pan

Improved cylinder block rigidity, while reducing

weight at the same time

Volume of coolant in the cylinder block reduced by

0.7 liter, allowing the coolant to heat up faster.

•

The Cylinder Block

S360_004

Engine Mechanics

The V-angle

The V-angle of the cylinder block is 10.6°.

By changing the V-angle from 15° to 10.6°, it was

possible to provide the necessary cylinder wall

thickness without changing the dimensions of the

engine.

Offset

By reducing the V-angle, the cylinder longitudinal

axis moves outward relative to the bottom of the

crankshaft.

The distance between the cylinder longitudinal axis

and the crankshaft center axis is the Offset.

The Offset is increased from 12.5 mm to 22 mm

compared with the manifold injection engine.

V angle

10.6°

Cylinder Longitudinal Axis

Crankshaft Center Axis

Offset

22 mm

S360_003

Engine Mechanics

The Crankshaft

It is made of cast iron and has 7 bearings, as in the

3.2L manifold injection engine.

The Pistons

The pistons are recessed and are made of aluminum

alloy. In order to improve their break-in properties,

they have a graphite coating.

The pistons are different for the cylinder bank 1 and

the cylinder bank 2. They differ in the arrangement

of the valve pockets and the combustion chamber

recess.

The location and design of the piston recess

generates a swirling motion of the injected fuel and

mixes it with the intake air.

The Connecting Rods

The connecting rods are not cast but milled. The

connecting rod eye is of a trapezoidal design. The

connecting rod bearings are molybdenum coated.

This provides good running-in properties and high

load capacity

Piston Recess

Running-in Coating

S360_001

Engine Mechanics

The cylinder head is made of an aluminum-silicon-

copper alloy and is identical for both engines. It is a

new design as a result of the direct fuel injection.

The cylinder head has been lengthened to

accommodate the chain drive and to strengthen the

high-pressure fuel pump mounting location.

The fuel injectors for both cylinder banks are located

on the intake side of the cylinder head.

The fuel injector bores for cylinders 1, 3 and 5 are

located above the intake manifold ﬂange. The fuel

injectors for cylinders 2, 4 and 6 are installed below

the intake manifold ﬂange.

As a result of this layout, the fuel injectors for

cylinders 1, 3 and 5 pass through the cylinder head

intake manifold.

In order to compensate for the effect of the fuel

injectors on the airﬂow characteristics in the intake

manifold, the valve spacing for all cylinders has been

increased from 34.5 mm to 36.5 mm. This reduces

the change in airﬂow direction resulting from the fuel

injectors when ﬁlling the cylinders.

High-Pressure Fuel Pump Location

The Cylinder Head

Injectors 1, 3, 5

Injectors 2, 4, 6

S360_006

S360_007

S360_011

Fuel injectors of two different lengths

are required because of the two different

positions for the fuel injectors.

Engine Mechanics

By adjusting the camshafts, power and torque can

be increased, fuel consumption can be improved

and emissions reduced, depending on the load

characteristics of the engine.

The camshafts are adjusted by two vane type

adjusters. Both camshafts can be adjusted

continuously in the direction of early valve opening

and late valve opening.

To adjust the camshafts, the Engine Control Module

(ECM) actuates the solenoids:

N205 Camshaft Adjustment Valve 1 and

N318 Camshaft Adjustment Valve 1 (exhaust).

•

Maximum adjustment of the camshafts:

Intake camshaft 52° from the crankshaft angle and

Exhaust camshaft 42° from the crankshaft angle.

Both camshaft adjusters are adjusted by two valves

with the assistance of the engine oil pressure.

Adjusting both camshafts enables a maximum valve

overlap of 42° crankshaft angle. The valve overlap

allows for internal exhaust gas recirculation.

•

Camshaft Adjustment

Vane Type Adjuster for Intake Camshaft

N318 Camshaft Adjustment Valve 1 (Exhaust)N205 Camshaft Adjustment Valve 1

Vane Type Adjuster for Exhaust Camshaft

S360_012

Engine Mechanics

Internal exhaust gas recirculation counteracts the

formation of nitrous oxides (NOx).

Just as with external exhaust gas recirculation, the

reduced formation of NOx is based on lowering

combustion temperature by introducing combustion

gases.

The presence of combustion gases in the fresh

fuel-air mixture produces a slight oxygen deﬁcit.

Combustion is not as hot as with an excess of

oxygen.

Nitrous oxides are formed in greater concentrations

under relatively high combustion temperatures.

By reducing combustion temperature in the engine

and with the lack of oxygen, the formation of NOx is

reduced.

Internal Exhaust Gas

Recirculation

Operation

During the exhaust stroke, the intake and the exhaust

valves are both open simultaneously. As a result

of the high intake manifold vacuum, some of the

combustion gases are drawn out of the combustion

chamber back into the intake manifold and swirled

into the combustion chamber with the next induction

stroke for the next combustion cycle.

Beneﬁts of the internal exhaust gas recirculation:

Improved fuel consumption due to reduced gas

exchange

Partial load range expanded with exhaust gas

recirculation

Smoother idle

Exhaust gas recirculation possible even with a cold

engine

•

Intake Valve opens

Valve Overlap

Cycle 3

Inlet Manifold Vacuum

Cycle 1

Cycle 2

Cycle 4

Exhaust Valve closes

Intake ValveExhaust Valve

S360_124

Engine Mechanics

Crankcase Ventilation

It prevents hydrocarbon-enriched vapors (blow-by

gases) from escaping from the crankcase into the

atmosphere. Crankcase ventilation consists of vent

passages in the cylinder block and cylinder head, the

cyclone oil separator and the crankcase ventilation

heater.

Operation

The blow-by gases in the crankcase are drawn out by

intake manifold vacuum through:

the vent ports in the cylinder block,

the vent ports in the cylinder head,

the cyclone oil separator and

the crankcase ventilation heater

The blow-by gases are then rerouted into the intake

manifold.

•

Ventilation Ports in the Cylinder

Block and Cylinder Head

Crankcase

Ventilation Heater

Cyclone Oil Separator

S360_064

S360_253

Crankcase Ventilation Heating

The heating element is installed in the ﬂexible tube

from the cyclone oil separator to the intake manifold,

and prevents icing of the blow-by gases when the

intake air is extremely cold.

Heating Element S360_026

In the event of a defective pressure

regulator valve, the full intake manifold

vacuum and internal crankcase pressure

are constantly applied to the crankcase

ventilation. This causes a large amount

of oil to be drawn out of the crankcase,

possibly resulting in engine damage.

Engine Mechanics

Intake Manifold

Oil Vent Opening

into the Crankcase

Oil Droplets

Gas Particles

Gas Exit to the

intake Manifold

Inlet

Oil Vent Opening

Vacuum Valve

Cyclone Oil

Separator

S360_025

S360_059

The Cyclone Oil Separator

The cyclone oil separator is located in the cylinder

head cover. Its function is to separate oil from the

blow-by gases from the crankcase and to return it to

the primary oil circuit.

A pressure regulator valve limits the intake manifold

vacuum from about 700 mbar to about 40 mbar.

It prevents the entire intake manifold vacuum and

the internal crankcase vacuum from affecting the

crankcase ventilation and drawing in engine oil or

damaging seals.

Operation

The cyclone oil separator separates the oil from

the oil vapor drawn in. It works on the principle of

centrifugal separation.

Due to the cyclone design of the oil separator, the oil

vapors drawn in are set into a rotating motion. The

resulting centrifugal force throws the oil against the

separating wall where it combines into larger drops.

While the separated oil drips into the cylinder head,

the gas particles are routed into the intake manifold

through a ﬂexible tube.

Cyclone Oil Separator Pressure Regulation Valve

Oil Vent to the Intake Manifold

S360_058

Engine Mechanics

The Intake Manifold

Both engines have a single-piece overhead intake

manifold made of plastic.

Design

The variable length intake manifold consists of:

the main manifold

two resonance pipes of different length per

cylinder

the control shaft

the power manifold

the vacuum tank

the intake manifold valve

•

The two resonance pipes differ in length because

a long pipe is needed to achieve high torque and a

short pipe is needed to achieve high power.

The control shaft opens and closes the connection to

the power manifold.

Control Shaft with Flaps

Throttle Valve

Control Unit

Crankcase Ventilation

Main Manifold

Long Resonance Pipe

Power Manifold

Short Resonance Pipe

S360_021

Engine Mechanics

Control Flaps

The Control Flaps

Switching between the power and torque positions

is accomplished by control ﬂaps.

The control ﬂaps are vacuum operated by the Engine

Control Module (ECM) J623 through the Intake

Manifold Runner Control (IMRC) Valve N316. When

current is not applied to the valve, the control ﬂaps

are open and are in the power setting.

The Vacuum Tank

A vacuum tank is located within the intake manifold.

A vacuum supply is maintained in this vacuum tank

and will allow to actuate the control ﬂaps.

The air from the vacuum tank is drawn through a

check valve into the primary manifold, so that vacuum

can build up in the vacuum tank.

If the check valve is defective, the control ﬂaps

cannot be activated.

Main Manifold

Vacuum Tank

Check Valve

N316

J623

S360_022

S360_061

S360_060

N316

Engine Mechanics

Function of the Variable Length

Intake Manifold

The variable length intake manifold is designed so

that a resonance is created between the timing of

the valves, the intake pulses and the vibration of the

air which produces an increase in pressure in the

cylinder and subsequently good charging efﬁciency in

the cylinder.

Engine Speed between about 1200 and 4000 rpm

Current is applied from the ECM to the intake

manifold ﬂap control valve. The control ﬂaps are closed

and close the power manifold. The cylinders draw air

through the torque manifold directly from the main

manifold.

Engine Speed above 4000 rpm

No current is applied to the intake manifold ﬂap

control valve. As a result, the intake manifold claps

switch back to the power position.

Engine Speed between 0 and about 1200 rpm

The variable length intake manifold is in the power

position. Current is not applied to the intake manifold

ﬂap control valve. The vacuum wave generated at

the beginning of the intake stroke is reﬂected at the

end of the power collector in the power manifold

and returns after a brief time to the intake valve as a

pressure wave.

Power Manifold

Control Shaft

Torque Setting of the Variable Intake Manifold

Control Shaft

Air Supply from the

Power Manifold

Variable Intake

Manifold Housing

Air Supply from the

Intake Manifold

Power Setting of the Variable Intake Manifold

S360_063 S360_062

Engine Mechanics

Please refer to the current Repair

Manuals to adjust the valve timing. There

is a new special tool T10332 for locking

the high pressure-pump pinion wheel.

The Chain Drive

Intake Camshaft Drive

The chain drive is located on the transmission side

of the engine. It consists of the primary chain and

the camshaft chain.

The primary chain is driven by the crankshaft. It

drives the camshaft chain and the oil pump via a

sprocket wheel.

The two camshafts and the high-pressure fuel pump

are driven by the camshaft chain.

Both chains are kept at the precise tension by

hydraulic tensioners.

High-pressure Fuel Pump Drive

Crankshaft Pinion

Oil Pump Drive

Hydraulic Chain Tensioner

Exhaust Camshaft Drive

Hydraulic Chain Tensioner

S360_016

Engine Mechanics

The Ribbed V-belt Drive

The belt drives the air-conditioning compressor, the

alternator and the coolant pump.

The V-belt is always kept at the correct tension by a

belt tensioner.

Construction of

the Poly-V Drive

Belt

Crankshaft V-belt

Drive Pulley

The ribbed V-belt is a single-sided poly-V belt. Even at

high speed, it runs quietly and vibration-free. The belt

is driven by the crankshaft through the V-belt pulley

with vibration damper.

Drive Belt Pulley

Substructure

Polyester Drive-ply

Cover Layer

Cover Fabric

Air-Conditioning

Compressor Drive

Idler Pulley

Alternator Drive

Tensioning Pulley

Coolant

Pump Drive

S360_015

Idler Pulley

S360_170

Engine Mechanics

Oil Circulation

Oil pressure is generated by a self-priming duocentric

oil pump. It is installed in the cylinder block and is

chain driven.

The installation of the oil pump results in a longer

path for the oil. This can be a disadvantage when

starting the lubrication of engine components. For

this reason, oil is drawn from an oil tank located

behind the oil pump to ensure the initial supply of oil.

The oil pump draws oil from the oil pan and then

pumps it to the oil ﬁlter-cooler module. In that

module, the oil is cleaned and cooled before it is

transferred to the lubrication points in the engine.

Camshaft Adjuster

Oil Return

Oil Pan

Intake Duct

Chain Tensioner

Camshaft Bearing

Oil ﬁlter Cooler Module

Crankshaft Bearing

Spray Jets for

Piston Lubrication

Oil Tank

High-pressure Fuel

Pump Drive

Hydraulic Valve Lifter

Camshaft Adjuster

Oil Pump

Chain Tensioner

Oil Tank

S360_122

Engine Mechanics

The Oil Pump with Oil Tank

The oil tank is formed in the cylinder block by a cavity

behind the oil pump. Its volume is approximately

280 ml and does not drain even after the engine is

switched off.

Drive Pinion

The Service Opening for the Oil Pump

The service opening provides access to the oil pump

excess-pressure piston. After removing the cover

bolt and a second internal bolt, the oil pump pressure

piston can be removed and its condition can be

inspected without having to remove the drive chain.

Pressure Piston

Cover Screw

Cylinder Block

Service Opening

Cylinder Head

Oil Pump

Oil Tank

S360_174

S360_052

S360_056

Engine Mechanics

The Oil Filter Cooler Module

The oil ﬁlter cooler module is an assembly made of

the oil ﬁlter, oil cooler, check valve and ﬁlter bypass

valve.

The Oil Return

The returning oil is directed through three return

ducts in the cylinder head into a central oil return

duct in the cylinder block.

The oil then ﬂows into the oil pan to the bottom of

the sump. In addition to the central oil return, oil is

returned to the oil pan from the front of the engine

through the timing chain housing.

Oil Cooler

Oil Filter

Oil Return

S360_019

S360_219

Engine Mechanics

Coolant Circulation

The coolant is circulated by the mechanical coolant

pump. The pump is driven by the V-belt.

There are 9 liters (2.4 gallons) of coolant in the

cooling system. The total amount of coolant has

been reduced by 2 liters in comparison to the

3.2L manifold injection engine. The reduced coolant

allows the engine to reach operating temperature

faster.

Coolant circulation is controlled by the expansion

thermostat.

Depending on the vehicle, there may be an auxiliary

cooler in the coolant circuit (10).

The check valves are included in the coolant circuit

in order to prevent any coolant return ﬂow.

Legend

Coolant Tank

Heater Exchanger for Heating

Coolant Pump

Transmission Fluid Cooler

Thermostat

Oil Cooler

Check Valve

Recirculation Pump V55

Check Valve

Auxiliary Cooler

Radiator

10.

11.

S360_213

Engine Mechanics

The Recirculation Pump V55

The Recirculation Pump is an electrical pump. It

is integrated into the engine coolant circuit and is

actuated by the ECM based on a characteristic map.

After the engine has been turned off, and with no

driving airﬂow, the Recirculation Pump is switched

on depending on coolant temperature.

The Coolant Fan

The V6 FSI engine has two electric Coolant Fans.

The Coolant Fans are activated as needed by the

ECM.

The Engine Control Module (ECM) J623 signals the

need for radiator cooling to the Coolant Fan Control

(FC) Module J293.

Depending on the need, the Coolant Fan Control

(FC) Module J293 then supplies current to one or

both of the fans. Current is supplied to the Cooling

Fan Control (FC) Module J293 by the Motronic

Engine Control Module (ECM) Power Supply Relay

J271 and by the Vehicle Electrical System Control

Module J519.

The fans can also be switched on by the Coolant

Fan Control (FC) Module after the engine has been

turned off.

In order to turn on the fans when the engine has

been turned off, the Coolant Fan Control (FC)

Module has a connection to terminal 30.

Engine Control Module

(ECM) J623 Coolant Fan

Coolant Fan

2 V177

Motronic Engine

Control Module

(ECM) Power

Supply Relay

J271

Terminal 30

Coolant

Fan Control

(FC) Control

Module J293

Vehicle

Electrical

System

Control

Module J519

S360_169

S360_171

Engine Mechanics

The Exhaust System

3.2-liter V6 FSI Engine

The exhaust system for the 3.2L engine has a

primary ceramic catalytic converter for each cylinder

bank.

The exhaust system for the 3.6L FSI engine is

equipped with two pre-catalytic converters and two

main catalytic converters.

Exhaust gas quality is monitored by two oxygen

sensors upstream of the pre-catalytic converters and

two oxygen sensors downstream of the pre-catalytic

converters.

Primary Catalytic Converter

Pre-Catalytic Converter Primary Catalytic Converter

G39

G130

G108 G131

G39

G130

G108 G131

S360_117

S360_118

3.6-liter V6 FSI Engine

Exhaust gas quality is monitored by two oxygen

sensors upstream and downstream of the catalytic

converters.

The exhaust system complies with the Low

Emission Vehicle (LEV) 2 emission standards.

The exhaust system complies with the LEV 2

emission standards.

Engine Mechanics

FSI Technology

Contributing Factors

Direct gasoline injection requires precise timing of

the combustion process.

The factors affecting the combustion process are:

Cylinder bore and stroke

Shape of the recess in the piston surface

Valve diameter and lift

Valve timing

Geometry on the intake ports

Volumetric efﬁciency of the fresh air supplied

Fuel injector characteristics (spray cone, spray

angle, ﬂow amount, system pressure and timing)

Engine rpm

An essential part in the optimization of the

combustion performance is the study of airﬂow

characteristics in the combustion chamber. The

mixture formation is substantially affected by the ﬂow

characteristics of the intake air and the injected fuel.

•

In order to determine the optimal airﬂow

characteristics and as a result deﬁne the optimal

piston shape for both banks of cylinders, Doppler

Global Velocimetry was used. This procedure makes

it possible to study airﬂow characteristics and mixture

formation while the engine is running.

With the help of this procedure and by modifying the

characteristics of the fuel injectors it was possible

to equalize and match airﬂow velocities and mixture

formation in the combustion chambers for both

cylinder banks.

The engine operation is entirely homogenous.

The homogenous split catalytic converter heating

process for heating the catalytic converter is new.

System Pressure

Start of Actuation

End of Actuation

Intake Manifold Shape

Air Flow

Fuel Flow

Spray Cone

Spray Angle

Stroke

Bore

Engine rpm

Recess Shape

Valve Lift

Valve Diameter

Valve Timing

S360_035

Notes

Engine Mechanics

The Low-Pressure Fuel System

The low-pressure system transfers fuel from the

fuel tank. The transfer fuel pump is activated by the

ECM through the Fuel Pump (FP) Control Module

depending on the requirements at a working pressure

between 2 and 5 bar.

Operation

The signal from the Low Fuel Pressure Sensor G410

constantly informs the ECM of the current fuel

pressure.

The ECM compares the current pressure to the

required fuel pressure. If the current fuel pressure

is not adequate to meet the fuel needs, the ECM

activates the Fuel Pump (FP) Control Module J538.

This control module then activates the transfer

fuel pump, which increases the working pressure.

When the fuel requirement drops again, the working

pressure at the pump drops accordingly.

The pressure retention valve maintains the fuel

pressure when the engine is switched off. If the fuel

line is ruptured in an accident, the pressure retention

valve helps to prevent fuel from escaping.

The pressure relief valve opens at a pressure of

93 psi (6.4 bar) and thus prevents excessive fuel

pressure in the low-pressure line.

Excess fuel can ﬂow back into the fuel tank.

Pressure Retention Valve

The Fuel System

Low-Pressure Line

Pressure

Relief Valve

Fuel Filter

G6 Transfer Fuel Pump (FP)

G247 Fuel Pressure Sensor

G410 Low Fuel Pressure

Sensor

J538 Fuel Pump (FP) Control

Module

J623 Engine Control Module

(ECM)

N276 Fuel Pressure Regulator

Valve

Engine Mechanics

The High-Pressure Fuel System

The Pressure Relief Valve

The Pressure Relief Valve is located on the fuel

distributor of the cylinder bank 1.

The valve opens a connection to the low-pressure

fuel system when the fuel pressure in the high-

pressure fuel system is over 1,740 psi (120 bar).

Distributor Rail Cylinder Bank 1

High-Pressure

Fuel Pump Fuel Injector

Cylinder 1

High-Pressure

Line

The Fuel Pressure Sensor G247

The Fuel Pressure Sensor G247 is installed in the

fuel distributor of the cylinder bank 2 and informs the

ECM of current pressure in the high-pressure fuel

system.

The Fuel Pressure Regulator Valve N276

The Fuel Pressure Regulator Valve N276 is threaded

into the high-pressure fuel pump and regulates the

pressure in the high-pressure fuel system according

to the signal from the ECM.

Distributor Rail Cylinder Bank 2

Fuel Injector

Cylinder 3

Fuel Injector

Cylinder 5

Fuel Injector

Cylinder 2

Fuel Injector

Cylinder 4

Fuel Injector

Cylinder 6

G410

N276

J623

J538

G247

S360_321

Engine Mechanics

In order to install the camshaft roller

chain, the High-Pressure Fuel Pump

pinion must be locked with special tool

T10332.

Please refer to the Volkswagen Self-

Study Program 821503 “The 2.0L

FSI Turbocharged Engine Design and

Function” for more information about

the High-Pressure Fuel Pump.

The High-Pressure Fuel Pump

The High-Pressure Fuel Pump is located on the

cylinder head and is a piston pump. It is driven by the

camshaft and generates a fuel pressure of 1,595 psi

(110 bar).

Low-Pressure Fuel Line

Dual Cam

Roller

Cam Follower

Cylinder Head

Pump Piston

High-Pressure

Fuel Pump

Pinion Gear

Dual Cam

Fuel Pump Drive

The High-Pressure Fuel Pump Drive

The High-Pressure Fuel Pump is driven by a pinion

gear with dual cam.

The dual cam actuates the pump piston through a

roller. The pump piston generates the high pressure

in the pump.

Pinion Gear

High-Pressure Fuel Line

Low Fuel Pressure

Sensor G410

Fuel Pressure Regulator

Valve N276

S360_123

S360_173

S360_038

Engine Mechanics

The Homogenous Split Catalytic

Converter Heating Process

The Homogenous Split Catalytic Converter Heating

Process brings the catalytic converters to operating

temperature quickly after a cold start.

To achieve this, the fuel is injected twice during one

combustion cycle. The ﬁrst injection takes place in

the intake stroke. This achieves an even distribution

of the fuel-air mixture.

Fuel Injector Characteristics

Since the fuel injectors are inserted from the same

side for both banks of cylinders, the piston recess

must be shaped differently. This is necessary

because the fuel injectors and the intake valves

for both cylinder banks are positioned at different

angles.

The shape and orientation of the fuel injection play

an important role along with the quantity of fuel

injected and the length of injection.

Hotter Combustion

Gases heat up the

Catalytic Converter

Late Ignition Timing

Late Pre-Injection

Valve

Pocket

Valve Angle Cylinder 1, 3, 5

Piston Recess

Fuel Injector

Valve Angle Cylinder 2, 4, 6

Exhaust Valve Intake Valve

S360_252

S360_251 S360_159

In the second injection, a small amount of fuel is

additionally injected shortly before ignition Top Dead

Center (TDC). The late injection increases exhaust

gas temperature. The hot exhaust gas heats up

the catalytic converter so that it reaches operating

temperature more quickly.

Engine Management

System Overview

Sensors Engine Speed (RPM) Sensor G28

Mass Air Flow (MAF) Sensor G70

Throttle Position (TP) Sensor G79

Accelerator Pedal Position Sensor 2 G185

Clutch Position Sensor G476

Throttle Valve Control Module J338 with

Throttle Drive Angle Sensor 1 (for Electronic

Power Control (EPC)) G187

Throttle Drive Angle Sensor 2 (for Electronic

Power Control (EPC)) G188

Camshaft Position (CMP) Sensor G40

Camshaft Position (CMP) Sensor 2 G163

Engine Coolant Temperature (ECT) Sensor G62

Engine Coolant Temperature (ECT) Sensor (on

Radiator) G83

Knock Sensor (KS) 1 G61

Knock Sensor (KS) 2 G66

Brake Light Switch F

Fuel Pressure Sensor G247

Low Fuel Pressure Sensor G410

Oil Level Thermal Sensor G266

Heated Oxygen Sensor (HO2S) G39

Heated Oxygen Sensor (HO2S) 2 G108

Oxygen Sensor (O2S) Behind Three Way

Catalytic Converter (TWC) G130

Oxygen Sensor (O2S) 2 Behind Three Way

Catalytic Converter (TWC) G131

Engine Control

Module (ECM)

J623

CAN Data-bus

S360_154

Engine Management

Actuators

Instrument Cluster

Control Module J285

Fuel Pump (FP) Control Module J538

Transfer Fuel Pump (FP) G6

Cylinder 1-6 Fuel Injector

N30, N31, N32, N33, N83, N84

Ignition Coil 1-6 with Power Output Stage

N70, N127, N291, N292, N323, N324

Throttle Valve Control Module J338 with

Throttle Drive (for Electronic Power Control (EPC))

G186

Fuel Pressure Regulator Valve N276

Evaporative Emission (EVAP) Canister Purge

Regulator Valve N80

Intake Manifold Runner Control (IMRC) Valve N316

Camshaft Adjustment Valve 1 N205

Camshaft Adjustment Valve 1 (exhaust) N318

Oxygen Sensor (O2S) Heater Z19

Oxygen Sensor (O2S) 2 Heater Z28

Oxygen Sensor (O2S) 1 (behind Three Way Catalytic

Converter (TWC)) Heater Z29

Oxygen Sensor (O2S) 2 (behind Three Way Catalytic

Converter (TWC)) Heater Z30

Coolant Fan Control (FC) Control Module J293

Coolant Fan V7

Coolant Fan 2 V177

Recirculation Pump Relay J160

Recirculation Pump V55

S360_155

CAN Data-bus

Engine Management

Sensors

Engine Speed (RPM) Sensor G28

The Engine Speed Sensor is threaded into the side of

the cylinder block. It scans the sensor wheel on the

crankshaft.

Signal Utilization

The engine speed and the exact position of the

crankshaft relative to the camshaft are determined

by the engine speed sensor. Using this information,

the injection quantity and the start of injection are

calculated.

Effects of Signal Failure

In case of signal failure, the engine is switched off

and cannot be restarted.

S360_111

Engine Management

Mass Airﬂow Sensor G70

The 6th generation hot ﬁlm mass airﬂow sensor

(HFM6) is used in the 3.2L and the 3.6L FSI engine.

It is located in the intake manifold and operates

based on a thermal measurement principle, as did its

predecessor.

Characteristics

Micromechanical sensor element with reverse

current detection

Signal processing with temperature compensation

High measurement accuracy

High sensor stability

•

Connector

Sensor Electronics

Bypass Channel

Drawn-in Air

S360_183

Signal Utilization

The signal from the mass airﬂow sensor is used

in the ECM to calculate the volumetric efﬁciency.

Based on the volumetric efﬁciency, and taking into

consideration the lambda value and ignition timing,

the control module calculates the engine torque.

Effects of Signal Failure

If the mass airﬂow sensor fails, the engine

management system calculates a substitute value.

Engine Management

The Throttle Position (TP) Sensor

G79 and the Accelerator Pedal

Position Sensor 2 G185

The two throttle position sensors are part of the

accelerator pedal module and are contact-free

sensors.

The ECM detects the driver’s request from these

sensor signals.

Signal Utilization

The ECM uses the signals from the Throttle Position

Sensor to calculate the fuel injection volume.

Effects of a Signal Failure

If one or both sensors fails, an entry is made in

the DTC memory and the error light for electronic

power control is switched on. Comfort functions

such as cruise control or engine drag torque control

are switched off.

Clutch Position Sensor G476

The Clutch Position Sensor is a mechanically

actuated switch located on the clutch pedal. It is

only required on vehicles with manual transmission.

Signal Utilization

The signal is used to control the cruise control and

to control the ignition timing and quantity of fuel

when shifting.

Effects of a Signal Failure

The cruise control cannot be turned on. It also

results in driveability problems, such as engine

jerking and increased RPM when shifting.

Sensor Cylinder Clutch Pedal Module

G476

S360_150

S360_163

Accelerator Pedal

G79 and G185

Engine Management

The Throttle Drive Angle Sensor 1

G187 and Throttle Drive Angle

Sensor 2 G188 in the Throttle Valve

Control Unit

These sensors determine the current position of the

throttle valve and send this information to the ECM.

Signal Utilization

The ECM recognizes the position of the throttle valve

from the angle sensors signals. The signals from

the two sensors are redundant, meaning that both

sensors provide the same signal.

Effects of a Signal Failure

Example 1

The ECM receives an implausible signal or no signal

at all from an angle sensor:

An entry is made in the DTC memory and the error

light for electric throttle operation is switched on

Systems which affect torque, (e.g. cruise control

system or engine drag torque control), are

switched off

The load signal is used to monitor the remaining

angle sensor

The accelerator pedal responds normally

•

Example 2

The ECM receives an implausible signal or no

signal from both angle sensors:

An entry is made for both sensors in the DTC

memory and the error light for electric throttle

operation is switched on

The throttle valve drive is switched off

The engine runs only at an increased idle speed

of 1,500 RPM and no longer reacts to the

accelerator pedal

•

Throttle Valve Housing Throttle Valve Drive

Throttle Valve

G187 and G188

S360_238

Engine Management

The Camshaft Position Sensors

(CMP) G40 and G163

Both Hall sensors are located in the engine timing

chain cover. Their task is to communicate the

position of the intake and exhaust camshafts to the

ECM.

To do this, they scan a quick-start sensor wheel

which is located on the individual camshaft.

The ECM recognizes the position of the intake

camshaft from the Camshaft Position (CMP) Sensor

G40, and recognizes the position of the exhaust

camshaft from Camshaft Position (CMP) Sensor 2

G163.

Signal Utilization

Using the signal from the Camshaft Position Sensors,

the precise position of the camshaft relative to the

crankshaft is determined very quickly when the

engine is started. Used in combination with the

signal from the Engine Speed (RPM) Sensor G28, the

signals from the Camshaft Position Sensors allow to

detect which cylinder is at TDC.

The fuel can be injected into the corresponding

cylinder and ignited.

Effects of a Signal Failure

In case of signal failure, the signal from the Engine

Speed (RPM) Sensor G28 is used instead. Because

the camshaft position and the cylinder position

cannot be recognized as quickly, it may take longer

to start the engine.

G163

S360_108

G40

Engine Management

The Engine Coolant Temperature

(ECT) Sensor G62

This sensor is located at the coolant distributor above

the oil ﬁlter on the engine and it informs the ECM of

the coolant temperature.

Signal Utilization

The coolant temperature is used by the ECM

for different engine functions. For example, the

computation for the injection amount, compressor

pressure, start of fuel delivery and the amount of

exhaust gas recirculation.

Effects of a Signal Failure

If the signal fails, the ECM uses the signal from the

Engine Coolant Temperature (ECT) Sensor G83.

The Engine Coolant Temperature

(ECT) Sensor (on the Radiator) G83

The Engine Coolant Temperature Sensor (on the

Radiator) G83 is located in the radiator output line

and measures the coolant exit temperature.

Signal Utilization

The radiator fan is activated by comparing both

signals from the Engine Coolant Temperature Sensors

G62 and G83.

Effects of a Signal Failure

If the signal from the Engine Coolant Temperature

Sensor G83 is lost, the ﬁrst speed engine coolant fan

is activated permanently.

Radiator Inlet

G62

G83

Radiator Outlet

S360_164

S360_182

Engine Management

Knock Sensor (KS) 1 G61 and

Knock Sensor (KS) 2 G66

The Knock Sensors are threaded into the crankcase.

They detect combustion knocks in individual

cylinders. To prevent combustion knock, a cylinder-

selective knock control overrides the electronic

control of the ignition timing.

Effects of a Signal Failure

In the event of a knock sensor failure, the ignition

timing for the affected cylinder group is retarded.

This means that a safety timing angle is set in the

“late“ direction. This can lead to an increase in fuel

consumption. Knock control for the cylinder group of

the remaining knock sensor remains in effect.

If both knock sensors fail, the engine management

system goes into emergency knock control in which

the ignition angle is retarded across the board so

that full engine power is no longer available.

Signal Utilization

Based on the knock sensor signals, the ECM

initiates ignition timing adjustment in the knocking

cylinder until knocking stops.

G61 G66

S360_157 S360_158

Engine Management

The Brake Light Switch F

The Brake Light Switch is located on the tandem

master cylinder. It scans a magnetic ring on the

tandem master cylinder piston using a contactless

Hall Element.

This switch provides the ECM with the signal “Brake

actuated“ via the CAN data bus drive.

Signal Utilization

When the brake is operated, the cruise control

system is deactivated. If the signal “accelerator

pedal actuated“ is detected ﬁrst and “brake

actuated“ is detected next, the idle speed is

increased.

Effects of a Signal Failure

If the sensor signal is lost, the amount of fuel

injected is reduced and the engine has less power.

The cruise control system is also deactivated.

The Fuel Pressure Sensor G247

The Fuel Pressure Sensor is located on the lower

fuel distributor pipe. It measures the fuel pressure in

the high-pressure fuel system.

Signal Utilization

The Engine Control Module (ECM) analyzes the

signal and regulates the fuel high pressure through

the Fuel Pressure Regulator Valve N276 in the high-

pressure pump.

Effects of a Signal Failure

If the Fuel Pressure Sensor fails, the fuel pressure

regulator valve is activated at a ﬁxed value by the

ECM.

G247

S360_177

S360_110

Engine Management

The Low Fuel Pressure Sensor G410

The Low Fuel Pressure Sensor is located on the high-

pressure fuel pump. It measures the fuel pressure in

the low-pressure fuel system.

Signal Utilization

The signal is used by the ECM to regulate the low-

pressure fuel system. Based on the signal from the

sensor, a signal is sent by the ECM to the Fuel Pump

Control Module J538, which then regulates the fuel

pump as needed.

Effects of a Signal Failure

If the Low Fuel Pressure Sensor fails, the fuel

pressure is not regulated as needed. Fuel pressure is

maintained at a constant 72 psi (5 bar).

The Oil Level Thermal Sensor G266

The Oil Level Thermal Sensor is threaded into the

oil pan from below. Its signal is used by several

control modules. The Instrument Cluster Control

Module J285 uses this signal to display the engine oil

temperature.

Signal Utilization

The ECM receives the signal over the CAN data bus

and uses the oil temperature signal to control the

retarded setting of the exhaust camshaft at high oil

temperatures.

Effects of a Signal Failure

The control module uses the signal from the Coolant

Temperature Sensor instead of the oil temperature

signal.

G410

S360_109

S360_156

Engine Management

The Oxygen Sensor (O2S) Behind

Three Way Catalytic Converter

(TWC) G130 and the Oxygen

Sensor (O2S) 2 Behind Three Way

Catalytic Converter (TWC) G131

The planar oxygen sensors are located downstream

of the pre-catalytic converter. They measure the

remaining oxygen content in the exhaust gas. Based

on the amount of oxygen remaining in the exhaust

gas, the ECM can draw conclusions about the

catalytic converter operation.

Signal Utilization

The Engine Control Module uses the signals from

the post-catalytic converter oxygen sensors to check

the catalytic converter operation and the closed-loop

oxygen control system.

Broadband Oxygen Sensor

Planar Oxygen Sensor

S360_224

S360_222

Effects of a Signal Failure

If the post-catalytic converter oxygen sensor fails,

the closed loop operation continues. The operation

of the catalytic converter can no longer be checked.

The Heated Oxygen Sensors

(HO2S) G39 and the Heated

Oxygen Sensors (HO2S) 2 G108

A broadband oxygen sensor is assigned to each pre-

catalytic converter as a pre-catalytic oxygen sensor.

Using the broadband oxygen sensors, a wide range

of oxygen concentration in the exhaust gas can be

calculated. Both oxygen sensors are heated to reach

operating temperature more quickly.

Signal Utilization

The signals from the Heated Oxygen Sensors are

one of the variables used in calculating the injection

timing.

Effects of a Signal Failure

If the pre-catalytic converter oxygen sensor fails,

there is no closed loop control. The fuel injection

adaptation is not available. An emergency running

mode is enabled using an engine characteristics map.

Engine Management

The Actuators

Camshaft Adjustment Valve 1

N205, Camshaft Adjustment Valve

1 (exhaust) N318

The solenoid valves are integrated in the camshaft

adjustment housing. They distribute the oil pressure

based on the ECM signals for the adjustment

direction and adjustment travel at the camshaft

adjusters.

Both camshafts are continuously adjustable:

Intake camshaft at 52° of the crankshaft angle

Exhaust camshaft at 42° of the crankshaft angle

Maximum valve overlap angle 47°

The exhaust camshaft is mechanically locked when

no oil pressure is available (engine not running).

•

Effects of a Signal Failure

If an electrical connection to the camshaft adjusters

is defective or if a camshaft adjuster fails because it

is mechanically seized or as a result of inadequate oil

pressure, there is no camshaft adjustment.

S360_161

N205 N318

Engine Management

The Transfer Fuel Pump (FP) G6 and

the Fuel Level Sensor G

The Transfer Fuel Pump and the Fuel Filter are

combined in the Fuel Transfer Unit. The Fuel Transfer

Unit is located in the fuel tank.

Operation

The Transfer Fuel Pump transfers the fuel in the low-

pressure fuel system to the high-pressure fuel pump.

It is activated by a Pulse Width Modulation (PWM)

signal from the Fuel Pump Control Module.

The Transfer Fuel Pump transfers as much fuel as the

engine requires at any point in time.

Effects of a Failure

If the Transfer Fuel Pump fails, engine operation is

not possible.

The Fuel Pressure Regulator Valve

N276

The Fuel Pressure Regulator Valve is located on the

underside of the High-Pressure Fuel Pump.

The ECM regulates the fuel high-pressure through

the Fuel Pressure Regulator Valve at a level between

507 and 1,450 psi (35 and 100 bar).

Effects of a Failure

The ECM goes into emergency running mode.

High-Pressure Fuel

Pump

N276

S360_162

S360_190

Engine Management

The Ignition Coils 1-6 with Power

Output Stage N70, N127, N291,

N292, N323, N324

The ignition coil and power output stage are

one component. The ignition timing is controlled

individually for each cylinder.

Effects of a Failure

If an ignition coil fails, fuel injection for the affected

cylinder is switched off. This is possible for a

maximum of two cylinders.

The Evaporative Emission (EVAP)

Canister Purge Regulator Valve N80

The Evaporative Emission Canister Purge Regulator

Valve is located on the front (belt drive side) of the

engine and is triggered by the ECM. The fuel vapors

collected in the evaporative emission canister

are sent for combustion and thus the evaporative

emission canister is emptied.

Effects of a Signal Failure

If the current is interrupted, the valve remains closed.

The fuel tank is not vented to the engine.

N80

S360_192

S360_191

Ignition Coils

Engine Management

The Cylinders 1-6 Fuel Injectors

N30, N31, N32, N33, N83, N84

The High-Pressure Fuel Injectors are inserted into

the cylinder head. They are triggered by the ECM in

accordance with the ﬁring orders. When triggered,

they spray fuel directly into the cylinder.

Due to the design of the engine, injection takes

place from one side. For this reason, the fuel

injectors for cylinder bank 1, 3 and 5 are longer than

the fuel injectors for cylinder bank 2, 4 and 6.

Effects of a Failure

A defective fuel injector is recognized by misﬁre

detection and is no longer triggered.

Throttle Drive for Electronic Power

Control (EPC) G186

The Throttle Drive for Electronic Power Control is an

electrical motor which operates the throttle valve

through a gear mechanism.

The range of adjustment is stepless from idle to the

wide-open throttle position.

Effects of a Failure

If the throttle drive fails, the throttle valve is

automatically pulled to the emergency running

position. An entry is made in the DTC memory

and the error lamp for electronic power control is

switched on.

Throttle Valve Housing

Throttle Valve

G186

S360_137

S360_195

Engine Management

Intake Manifold Runner Control

(IMRC) Valve N316

The Intake Manifold Runner Control Valve is

located on the variable intake manifold and is an

electropneumatic valve.

When it is activated, it operates the intake manifold

ﬂap to change the length of the intake manifold.

Effects of a Failure

If the valve fails, the intake manifold ﬂaps are pulled

by a mechanical spring to an emergency running

position. This position corresponds to the power

setting of the intake manifold.

The Recirculation Pump V55

The Recirculation Pump is activated by the ECM.

It assists the mechanical coolant pump when the

engine is running. After the engine is turned off and

with a lack of moving air resulting from the vehicle

motion, the Recirculation Pump may be switched on

depending on the coolant temperature, to prevent

heat buildup in the engine.

Effects of a Failure

If the Recirculation Pump fails, the engine may

overheat.

V55

S360_051

S360_045

N316

Engine Management

Oxygen Sensor (O2S) Heaters Z19,

Z28, Z29 and Z30

The job of the Oxygen Sensor Heater is to bring

the ceramic of the oxygen sensor rapidly up to its

operating temperature of approx. 1652°F (900°C)

when the engine is started and the temperature is

low. The oxygen sensor heater is controlled by the

ECM.

Effects of a Failure

The engine can no longer be regulated with respect

to the emissions.

Oxygen Sensor Heater

S360_193

Notes

Operating Diagrams

The Control Modules in the

CAN Data Bus

The schematic below shows the Engine Control

Module J623 integrated into the CAN data bus

structure of the vehicle. Information is exchanged

between the control modules over the CAN data

bus.

J743

J217

J104

J623

J533

J285

J234

J519

J257

Legend

J623 Engine Control Module (ECM)

J104 ABS Control Module

J217 Transmission Control Module (TCM)*

J234 Airbag Control Module

J285 Instrument Cluster Control Module

J519 Vehicle Electrical System Control Module

J527 Steering Column Electronic Systems Control

Module

J533 Data Bus On Board Diagnostic Interface

J743 Direct Shift Gearbox (DSG) Mechatronic*

* Either J217 or J743 will be used.

Color coding

Powertrain CAN-bus

Comfort system CAN-bus

Infotainment CAN-bus

S360_175

Operating Diagrams

G39 Heated Oxygen Sensor (HO2S)

G130 Oxygen Sensor (O2S) Behind Three Way

Catalytic Converter (TWC)

J160 Recirculation Pump Relay

J271 Motronic Engine Control Module (ECM)

Power Supply Relay

J519 Vehicle Electrical System Control Module

J623 Engine Control Module (ECM)

J670 Motronic Engine Control Module (ECM)

Power Supply Relay 2

N30 Cylinder 1 Fuel Injector

N31 Cylinder 2 Fuel Injector

N70 Ignition Coil 1 with Power Output Stage

N127 Ignition Coil 2 with Power Output Stage

N291 Ignition Coil 3 with Power Output Stage

N292 Ignition Coil 4 with Power Output Stage

N323 Ignition Coil 5 with Power Output Stage

N324 Ignition Coil 6 with Power Output Stage

Z19 Oxygen Sensor (O2S) Heater

Z29 Oxygen Sensor (O2S) 1 (behind Three Way

Catalytic Converter (TWC)) Heater

J519

K30

K15

G39

J160 J271 Z19 Z29

J623

J257

N70 N127 N291 N292 N323 N324

N30 N31

G130

J670

S360_165

Operating Diagrams

F Brake Light Switch

F1 Oil Pressure Switch

G Fuel Level Sensor

G1 Fuel Gauge

G5 Tachometer

G6 Transfer Fuel Pump (FP)

G21 Speedometer

G28 Engine Speed (RPM) Sensor

G61 Knock Sensor (KS) 1

G66 Knock Sensor (KS) 2

G79 Throttle Position (TP) Sensor

G185 Accelerator Pedal Position Sensor 2

G186 Throttle Drive (for Electronic Power Control

(EPC))

G187 Throttle Drive Angle Sensor 1 (for Electronic

Power Control (EPC))

G188 Throttle Drive Angle Sensor 2 (for Electronic

Power Control (EPC))

G266 Oil Level Thermal Sensor

J285 Instrument Cluster Control Module

J338 Throttle Valve Control Module

J538 Fuel Pump (FP) Control Module

J623 Engine Control Module (ECM)

N276 Fuel Pressure Regulator Valve

J519

G G6 F1 G266

CAN

J285

J538

G1 G5 G21

F N276

J623

G28 G61 G66 G79 G185

G186 G187 G188

J338

S360_166

Operating Diagrams

G40 Camshaft Position (CMP) Sensor

G83 Engine Coolant Temperature (ECT) Sensor

(on Radiator)

G108 Heated Oxygen Sensor (HO2S) 2

G131 Oxygen Sensor (O2S) 2 Behind Three Way

Catalytic Converter (TWC)

G163 Camshaft Position (CMP) Sensor 2

G247 Fuel Pressure Sensor

G410 Low Fuel Pressure Sensor

J293 Coolant Fan Control (FC) Control Module

J519 Vehicle Electrical System Control Module

J623 Engine Control Module (ECM)

N32 Cylinder 3 Fuel Injector

N33 Cylinder 4 Fuel Injector

N80 Evaporative Emission (EVAP) Canister Purge

Regulator Valve

N83 Cylinder 5 Fuel Injector

N84 Cylinder 6 Fuel Injector

N205 Camshaft Adjustment Valve 1

N316 Intake Manifold Runner Control (IMRC) Valve

N318 Camshaft Adjustment Valve 1 (exhaust)

V7 Coolant Fan

V177 Coolant Fan 2

J519

G108 G131

Z28 Z30 N205 N80 N316 N318 V7 J293 V177

J623

N32 N33 N83 N84

G410 G163 G83 G40 G247

S360_167

Operating Diagrams

The operating diagram shows the

3.6-liter FSI engine in the Passat as

an example.

G62 Engine Coolant Temperature (ECT) Sensor

G42 Intake Air Temperature (IAT) Sensor

G70 Mass Air Flow (MAF) Sensor

J519 Vehicle Electrical System Control Module

J527 Steering Column Electronic Systems Control

Module

J533 Data Bus On Board Diagnostic Interface

J623 Engine Control Module (ECM)

Z28 Oxygen Sensor (O2S) 2 Heater

Z30 Oxygen Sensor (O2S) 2 (behind Three Way

Catalytic Converter (TWC)) Heater

Input signal

Output signal

Plus

Ground

CAN Databus

IN OUT

J519

J533

K30

K15

CAN

G42 G70

G62 J527

J623

S360_168

Notes

Service

Special Tools

Description Tool Use

Funnel T 10333 The Funnel T 10333 is used for installing the

pistons on the 3.6 V6 FSI engine.

Funnel T 10343 The Funnel T 10343 is used for installing the

pistons on the 3.2 V6 FSI Engine.

Puller T10055

Adapter T

10055/3

The Puller T10055 with Adapter T 10055/3

is used to remove the oil pump.

Tool Set T 10133

Puller T 10133/10

The Tool Set T 10133 with Puller

T 10133/10 is needed to remove the fuel

injectors.

Adjusting tool

T 10332

The Adjusting Tool T 10332 must be used

to lock the pinion on the high-pressure fuel

pump drive.

Service

Notes

An on-line Knowledge Assessment (exam) is available for this

Self-Study Program

You can find this Knowledge Assessment on your

Certification Resource Center

at:

www.vwwebsource.com

From the vwwebsource.com homepage, do the following:

1. Click on the Certification tab

2. Click on “My Certification” tab

3. Click the Fulfill link next to this SSP

4. Click “Launch Assessment”

For assistance, please call:

Volkswagen Academy Concierge

1 – 877 – 791 – 4838

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

Or, E-Mail:

concierge@volkswagenacademy.com

Volkswagen of America, Inc.

3800 Hamlin Road

Auburn Hill, MI 48326

Printed in the U.S.A.

October 2006

VELOCITY VR 6000 VWUSA.COM SSP 823603 3.2L 3.6L VR6 FSI Engine

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