2
GB
SP45_11
A new 3-cylinder petrol engine will in future form the entry-level engine for
Š
koda models. It is a completely new development and will be available in the
Š
koda
Fabia.
Initially, it will be available as a 6-V engine version with 2 valves for each cylinder; at a later date a 12-V version with 4 valves for each cylinder and increased power output will be available.
Essentially, the engine has been designed in conformity with the proven design principles which exist within the Group. Cylinder block and cylinder head are light-alloy components. The camshaft and the oil pump are both driven by means of a chain. The valve gear is equipped with hydraulic valve clearance compensation elements.
A balance shaft ensures low-vibration running.
... 3 cylinders for
Š
koda cars!
3
GB
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Contents
You will find notes on inspection and maintenance, setting and repair instructions in the Workshop Manual.
Introduction
4
Technical highlights 4Specifications 5
Engine Mechanical Components 6
Overview of engine 6Main components of engine housing 7Crank assembly with balance shaft 8Camshaft drive and valve gear 10Oil pump drive of 2-valve engine version, camshaft drive and valve gear 11Oil pump drive of 4-valve engine version, crankcase fresh air supply and ventilation 12
Cooling System 17
Overview 17
Engine Management 18
System overview 18Single-spark ignition coils with power output stage 20Two-probe lambda control 21Overview of system components 22Simos 3PD/3PE engine management system 24
Function Diagram 26
4
GB
Technical highlights
The 1.2-ltr. inline engine available with 2 valves, and also with 4 valves per cylinder, opens up a new chapter in the range of
Š
koda engines and enlarges the choice for
Š
koda models.
Introduction
The technical highlights are:
– Crankshaft with 6 balance weights running in 4 bearings
– Camshaft driven by crankshaft by means of a chain; oil pump likewise chain-driven
– Timing chain tensioned by hydraulic tensioning device, chain for oil pump drive tensioned mechanically
– Cylinder block split at level of middle of crankshaft
– Balance shaft for reducing vibrations– Cross-flow cooling in cylinder head– 4-valve engine without fuel return-flow
line, fuel filter with integrated fuel pressure regulator
– 2-valve engine with fuel return-flow line, fuel pressure regulator at fuel distribution pipe
– Upright oil filter located at exhaust side in top part of cylinder block, filter element replaceable from above
– Crankcase ventilation with fresh air flow into ventilation system, PCV (
P
ositive
C
rankcase
V
entilation) control valve– Oil level/temperature sender installed into
oil pan from above through timing case (extended service interval)
– Plastic intake manifold– Electronic Power Control– Single-spark ignition coils– Post-treatment of exhaust gases with
2 step-type lambda probes on 2-V engine, catalytic converter close to engine
– Post-treatment of exhaust gases with 1 broadband lambda probe as upstream-cat probe and one step-type probe as downstream-cat probe on 4-V engine, catalytic converter close to engine
– Electric exhaust gas recirculation valve on 4-V engines
– Air filter with integrated control for blending of warm air
SP45_49SP45_48
... with 4 valves per cylinder... with 2 valves per cylinder
5
GB
Specifications
Engine code AWY AZQ
Type 3-cylinder inline engine with 2 valves per cylinder
3-cylinder inline engine with 4 valves per cylinder
Displacement 1198 cm
3
1198 cm
3
Alésage 76.5 mm 76.5 mm
Course 86.9 mm 86.9 mm
Compression ratio 10.3 : 1 10.5 : 1
Max. power output 40 kW at 4750 rpm
-1
47 kW at 5400 rpm
-1
Max. torque 106 Nm at 3000 rpm
-1
112 Nm at 3000 rpm
-1
Engine management system Simos 3PD (Multipoint) Simos 3PE (Multipoint)
Fuel Unleaded petrol RON 95 (91 possible with reduction in output)
Unleaded petrol RON 95 (91 possible with reduction in output)
Emission standard EU4 EU4
n (1/min)
1000 50002000 3000 4000
10
20
30
40
100
80
70
90
110
50
n (1/min)
1000 50002000 3000 4000
10
20
30
40
100
80
70
90
110
50
Engine characteristic - AZQEngine characteristic - AWY
SP45_29SP45_15
6
GB
Engine Mechanical Components
Front view Side view
Exhaust manifold and catalytic converter form a compact single assembly. The upstream-cat lambda probe is installed from above into the exhaust manifold directly upstream of the catalytic converter.The downstream-cat lambda probe is located in the exhaust pipe downstream of the catalytic converter.
Warm air is inducted from the area between exhaust manifold/catalytic converter and the matching cover through the warm air inlet connection to the air filter.
The ratio of cold and warm inducted air is controlled by means of regulating flap in combination with a thermostat. The control mechanism is integrated in the air filter.
The cylinder block is split at the level of the middle of the crankshaft. The bottom part is a bearing bridge which is particularly stable in design and consists of a single part. This also performs the task of the otherwise usual bearing caps and, as a result of its compact design, contributes to good mounting of the crankshaft.The bottom part also integrates a balance shaft which is responsible for ensuring low-vibration running of the engine.
The ventilation of the crankcase features a PCV control valve.
Ignition in the respective cylinder is performed by individual ignition modules (single-spark ignition coils).
Upstream-cat lambda probe
Downstream-cat lambda probe
Coolant thermostat housing Tensioning pulley
Crankshaft belt pulley
Oil level/temperature sender
AC compressor
SP45_06
AlternatorClutch flange
SP45-07
Coolant pump
AC compressor
Alternator
Guide pulley
Warm air inlet connection
Catalytic converter with shields
Oil filter
Overview of engine
Vacuum valve (crankcase ventilation)
Intake manifold
The illustrations show the 2-valve engine version
7
GB
Cylinder head
Timing case
SP45_09
Top part of cylinder block
Bottom part of cylinder block (bearing bridge)Liquid gasket
Metal gasket
1
1
2
1
1
Cylinder head cover
Parts sealed by
means of:
Note:
Please refer to the Workshop
Manual for more detailed
information regarding the sealing.
Oil pan
2
1
3
Contact surface of shaped rubber gasket of coolant pump
3
The illustrations show the 2-valve engine version
Main components of engine
housing
Cylinder head cover, cylinder head, cylinder block (top and bottom part) and the timing case (side housing cover for camshaft drive/oil pump drive) are aluminium die castings. The oil pan is manufactured from sheet steel. The cast-in-place liners for the pistons are manufactured of grey cast iron.
Essentially, the rigidity of the engine is determined by the extremely stable design of the bottom part of the cylinder block.As part of the engine design process, an optimisation was conducted using systems such as CAD (Computer Aided Design) and CAE (Computer Aided Engineering).
8
GB
Engine Mechanical Components
Crankshaft
Balance weight on balance shaft
Balance shaft
Balance weight on crankshaft
Balance weight on balance shaft
SP45_12
Crank assembly with balance shaft
The crankshaft is manufactured from spheroidal cast iron. Each half runs in 4 main bearings in the top part of the cylinder block and in the bottom part.The crankshaft features 6 balance weights to ensure smooth engine running.
The balance shaft is driven by the crankshaft through a pair of gears. It rotates at the same speed as the crankshaft, but in the opposite direction of rotation.
When the engine is running, forces and moments are produced as a result of the movement of the pistons, conrod and crankshaft which in turn have an effect on the smooth running of the engine. The description below is intended to briefly explain how and when these have an effect.
Oscillating inertia forcesRotating inertia
forces
SP45_33
SP45_32
Crankshaft of 3-cylinder engine
SP45_34
Compensation of forces and moments
Transverse axisAxis of rotation
When the components of the crank assembly rotate and oscillate, this results in an acceleration or braking of these parts. This in turn produces inertia effects and these in turn produce imbalances.In order to minimise the imbalances in multi-cylinder engines, it is necessary to minimise the following forces and moments:
– Rotating inertia forces, by appropriately designing the crankshaft throws and the parts of the connecting rod
– Oscillating inertia forces, by appropriately designing the pistons and parts of the connecting rod
– Moments about the transverse axis resulting from rotating forces
– Moments about the transverse axis resulting from oscillating forces
Reflection plane Vertical axis
Moments resulting from oscillating and rotating forces
9
GB
Crankshaft of 4-cylinder engine
Vertical axis
Longitudinal axis
SP45_31
Crankshaft star
The main difference between the inertia effects mentioned consist in the fact that the
rotating
inertia forces at a particular rotational speed have a constant magnitude but different directions. The directions are fixed by the throws of the crankshaft.
In contrast,
oscillating
inertia forces at a particular rotational speed have a constant direction which is given by the axes of the cylinders, but the magnitudes differ.
"in terms of moment" the reflection of onehalf of the crankshaftcorresponds to theother half
SP45_43
To simplify this situation we can state that the crankshaft is balanced if:
"in terms of forces" the crankshaft star isregular (e.g. crankassembly of 3-cylinderengine with throw each of 120˚)
Reflection plane
Inertia effects can be influenced by:
– Number and arrangement of cylinders– Type of throws of the crankshaft– Balance weights fitted to the crankshaft– Use of one or several balance shafts
Note:
The crankshaft must not be
removed or detached.
Please refer to the descriptions
in the Workshop Manual.
10
GB
Engine Mechanical Components
Oil pump drive
The oil pump integrated in the oil pan is driven by the crankshaft by means of a chain. The oil pump extracts the oil through a suction strainer. This strainer forms the bottom part of the oil pump.
The chain for driving the oil pump is tensioned by mechanical chain tensioner. A leaf spring ensures that the chain is correctly tensioned.
Camshaft drive and valve gear
The camshaft is driven by the crankshaft via the timing chain.The tensioning rail and guide rail in combination with the hydraulic tensioning device ensure that the timing chain is always correctly tensioned and guided.
The camshaft controls the valves by means of roller-type rocket arms/cam rollers. Hydraulic supporting elements ensure proper compensation of the valve clearance.
Camshaft
Chain sprocket of camshaft
Tensioning rail (plastic)
Guide rail (plastic)
Hydraulic tensioning device for timing chain
Chain sprocket of crankshaft for camshaft drive
Chain sprocket of crankshaft for oil pump drive
Chain of oil pump drive
Chain sprocket of oil pump
Hydraulic supporting element
Valve
Crankshaft
Oil pump
Mechanical chain tensioner for oil pump drive (spring-tensioned)
Leaf spring
Roller-type rocker arm
Spiral spring
SP45_08
Camshaft drive and valve gear,
oil pump drive of 2-valve engine
version
Timing chain
11
GB
Camshaft drive and valve gear,
oil pump drive of 4-valve engine
version
Camshaft drive and valve gear
The engine is equipped with two camshafts. The drive of the camshafts and the guide mechanism of the chain are basically similar to the 2-valve engine version. The camshafts rotate in the same direction.
Each cylinder features 2 inlet and 2 exhaust valves.
Oil pump drive
The drive of the oil pump is completely identical to the 2-valve engine version.
SP45_13
Chain sprocket of camshaft
Tensioning rail (plastic)
Guide rail (plastic)
Hydraulic tensioning device for timing chain
Chain of oil pump drive
Chain sprocket of oil pump
Guide rail
Chain sprocket of crankshaft for oil pump drive
Chain sprocket of crankshaft for camshaft drive
Camshaft
Valve
Crankshaft
Oil pump
Mechanical chain tensioner for oil pump drive (spring-tensioned)
Leaf spring
Roller-type rocker arm
Spiral spring
Note:
Please refer to the specifications
in the Workshop Manual for
installation and setting of the
camshaft drive.
Timing chain
12
GB
Crankcase fresh air supply and
ventilation
The crankcase fresh air supply and ventilation is used on both engine versions.
The crankcase fresh air supply reduces the formation of water in the oil and the crankcase ventilation prevents oil vapours and uncombusted hydrocarbons (gases from the combustion chamber, small quantities of which have reached the crankcase) from penetrating to the outside air.
The system consists of
– an oil separator which is housed in the top part of the timing case
– a PCV control valve– a plastic hose from PCV control valve to
intake manifold– a fresh air supply hose from air filter to
cylinder head cover– a non-return valve
The crankcase fresh air supply and ventilation differs on both engine versions only in terms of the design of the oil separator system and in the routing of the lines downstream of the PCV valve. The basic operating principle of both systems is identical.
Engine Mechanical Components
2-valve engine version
Air filter
Fresh air supply hose
Oil return-flow galleries
Air inlet into crankcase
Plastic hose
PCV control valve
Oil separator
Non-return valve
Inlet downstream of throttle valve
SP45_40
13
GB
SP45_47
Air filter
Fresh air supply hose
Oil return-flow galleries
Air inlet into crankcase
Plastic hose
PCV control valve
Labyrinth oil separator
Non-return valve
Inlet downstream of throttle valve
Cyclone oil separator
4-valve engine version
Crankcase fresh air supply
The air supply for the crankcase is produced by means of fresh air which flows along the hose from the air filter to the engine.The fresh air is inducted by the vacuum in the intake manifold and flows along the oil return-flow galleries into the crankcase. This produces a pressure balance and blending with the gases from the combustion chamber.
The crankcase fresh air supply reduces the quantity of water vapour in the crankcase.
The mixture is then passed through the crankcase ventilation system to the combustion.
Note:
The non-return valve prevents oil from
being combusted out of the cylinder head
cover into the oil filter (is also applicable
for the 2-valve engine version).
14
GB
The 2-valve engine version features a labyrinth oil separator system.This consists of a special moulded part at which the oil is separated while the remaining gases flow onto the PCV control valve.The extracted gases flow on from the PCV control valve along an external plastic line. They flow directly into the induction system downstream of the throttle valve control unit and are blended with the inducted air.
Engine Mechanical Components
Crankcase ventilation
The gases are drawn out of the crankcase by the vacuum in the intake manifold.
In the oil separation system the oil is separated from the gases by means of condensation and drips back into the oil pan.
The gases flow through the PCV control valve into the intake manifold where they are mixed with the inducted air and supplied to the combustion chambers of the cylinders for combustion.
Gases from crankcase
SP45_50
Oil separator
PCV control valve
Timing case
2-valve engine version
15
GB
The 4-valve engine version, in contrast to the 2-valve version, has an enlarged oil separator system.This consists of a labyrinth oil separator in the form of ribbing in the timing case and a cyclone oil separator.
The extracted gases first of all flow through the PCV control valve and then continue along an external plastic line to the intake manifold and on through a gallery in the inside of intake manifold until just before the throttle valve control unit.The gases flow into the intake manifold via an internal opening and are blended with the inducted air.
Note:
Whereas the PCV valve ensures a
uniform vacuum in the crankcase,
the pressure limiting valve opens if
an overpressure exists in the
crankcase. This is produced, for
example, as a result of wear at the
piston rings and cylinder walls. In
this case, there is an increased
flow of gases from the cylinder
into the crankcase. The oil
separation system is thus affected.
SP45_51
Cyclone oil separator
Pressure limiting valve
PCV control valve
Timing case
Labyrinth oil separator
To intake manifold
Gravity valve for oil return flow
4-valve engine version
16
GB
Depending on whether the vacuum in the intake manifold is high or low, the flow cross-section to the intake manifold is varied by means of the diaphragm and in this way a uniform pressure level is assured in the crankcase.
PCV control valve
The PCV control valve ensures a constant vacuum in the crankcase and a good ventilation of the crankcase. It is split into two chambers by a spring-mounted diaphragm. One chamber is connected to the outside air while the other is connected to the intake manifold and to the crankcase.
Engine Mechanical Components
SP45_41 SP45_42
From crankcase
DiaphragmAtmospheric pressure
To intake manifold
Spring force
Inlet from atmosphere
SP45_45
Inlet from atmosphere
Diaphragm
Spring force
Atmospheric pressure
From crankcase
To intake manifold
SP45_46
Low
vacuum in intake manifold
High
vacuum in intake manifold
Low vacuum in intake manifold High vacuum in intake manifold
Force from pressure ratios in crankcase
2-valve engine version
4-valve engine version
Force from vacuum in intake manifold
Force from pressure ratios in crankcase
Force from vacuum in intake manifold
17GB
Overview
The cooling system operates with a conventional thermostat which is integrated in the coolant distributor housing.
A highlight of the cooling of the cylinder head which is worth mentioning is the use of cross-flow cooling. The space for the coolant is formed by two interlinked levels. In the lower level the individual combustion chambers are cooled by each of three individual cross flows. The flows merge in the top level and then flow off to the coolant distributor housing.
The significance of cross-flow cooling is that the individual combustion chambers are uniformly cooled.
Cooling System
Heating system heat exchanger
Coolant distributor housing with thermostat
SP45_275 6
23
5
6
4
2
Expansion reservoir
Coolant pump
Radiator
SP45_26
1
3
1
2
3
4
5
6
SP45_39
From cylinder block/cylinder head
To top of radiator
From bottom of radiator
To coolant pump
To heat exchanger
From heat exchanger
4
1
18 GB
Engine Management System
System overview
Intake air temperature sender G42and intake manifold pressure sender G71
Engine speed sender G28
Camshaft position sender G163
Throttle valve control unit J338Angle senders for throttle valve drive G187 and G188 (EPC)
Accelerator pedal position sender G79 and G185
Clutch pedal switch F36
Brake light switch F andbrake pedal switch F47
Knock sensor G61
Coolant temperature sender G62
Lambda probe G39
Lambda probe downstream of catalytic converter G139
Additional signals:Alternator terminal DFVehicle speed signalCCS switch (ON/OFF)*
Diagnostic connector
Electrical system control unit J519
K lin
e
Dri
ve tr
ain
CA
N
Simos 3PD/3PE control unit
19GB
SP45_10
Fuel pump relay J17Fuel pump G6
Injector for cylinders 1 to 3N30 ... N32
Ignition coil 1 with power output stage N70Ignition coil 2 with power output stage N127Ignition coil 3 with power output stage N291
Throttle valve control unit J338Throttle valve drive G186 (EPC)
Lambda probe heater Z19
Heater for lambda probe downstream of catalytic converter Z29
Solenoid valve 1 for activated charcoal filter system N80
Exhaust gas recirculation valve N18**with potentiometer G212**EPC
* Only on 4-valve engine versions with optional equipment** Only on 4-valve engine versions
Oil level/oil temperature sender G266
20 GB
Single-spark ignition coils with
power output stage
The engine features 3 single-spark ignition coils, i.e. an ignition coil with a matching power output stage is used for each cylinder.
Ignition coil and power output stage are each integrated in a plug-in unit. These plug-in units are fitted onto the spark plugs by means of guides in the cylinder head cover.
They are provided with rubber lips around their circumference in order to minimise vibrations and to ensure a proper fit.
The use of single-spark ignition coils eliminates the need for high-voltage ignition cables and thus ensures stable ignition.
SP45_04
Rubber lips (triple)
Engine Management System
Spark plug
Plug-in unit with integrated single-spark ignition coil and power output stage
SP45_28
Figure shows 2-valve engine version
21GB
Two-probe lambda control
Design of system
Exhaust manifold (stainless steel sheeting) and catalytic converter (main catalytic converter) form a compact unit. As a result of the installation position close to the engine the catalytic converter heats up rapidly to its operating temperature and is thus able to minimise the pollutant emissions in the engine start phase.
The upstream cat probe is screwed from above into the exhaust manifold while the downstream cat probe is inserted into the exhaust pipe downstream of the catalytic converter.
Lambda control
On the 2-valve engine version a step-type lambda probe is used upstream of the catalytic converter while on the 4-valve engine version a broadband lambda probe is fitted.
The engine control unit calculates correction values for the fuel injection system from the signal supplied by lambda probe G39. This first control circuit is superposed by a second control circuit with the downstream cat probe G130.
This control circuit makes it possible to correct the shift of the voltage curve of the probe upstream of the catalytic converter within a defined frame (adaption), which assures a stable and optimal mixture composition over long periods.
SP45_30
Legend:
G28 Engine speed senderG39 Lambda probe (upstream of catalytic
converter)G42/71 Intake air temperature sender/intake
manifold pressure senderG130 Lambda probe
(downstream of catalytic converter)J361 Simos 3PD/3PE control unitUG39 Voltage of probe G39UG130 Voltage of probe G130UV Control voltage of injectors
G39 G130
J361
U G130U G39U V
G42/71G28
Lambda probe G39 (upstream of catalytic converter)
Exhaust manifold
Catalytic converter (main catalytic converter)
Lambda probe G130(downstream of catalytic converter)
Exhaust pipe
SP45_37
Note:
You can obtain more detailed
information on the different
versions of the two-probe lambda
control, particularly also the
control using the broadband
lambda probes, in the Self Study
Programme 39.
22 GB
Overview of system components
Engine Management System
Function component Function
description
Intake air temperature sender G42 and intake
manifold pressure sender G71
supply signals to enable the engine control unit to be able to compute the necessary injection time as well as the ignition timing point.
SSP 27
(description of G72 applies by analogy to G42)
Accelerator pedal position senders G79 and G185
inform the engine control unit (electrically) regarding the current position of the accelerator pedal.
SSP 27
Engine speed sender G28
detects engine speed and position of crankshaft. This information is required for defining the fuel injection and timing points.
The sender operates as a Hall sender.
SSP 35
(different shape and installation
position but function the same)
Exhaust gas recirculation valve N18* with
potentiometer G212*
is actuated by the engine control unit and determines the quantity of the exhaust gases which are recirculated to the inducted air.
* Only on 4-valve engine versions
SSP 35
SP45_17
SP45_18
SP45_19
SP45_20
Note:
Familiar function components
which have already been described
in detail in earlier Self Study
Programmes are used for
controlling the 1.2-ltr. engine.
The table refers to the relevant Self
Study Programmes. Please make
use of this detailed information.
23GB
Function component Function
description
Activated charcoal filter system solenoid valve N80
determines the ventilation air quantity when the engine is operated (fuel vapours from fuel tank ventilation system) which is drawn from the activated charcoal filter and flows to the intake tract.
SSP 12
Camshaft position sender G163
at the moment the engine is started enables the engine control unit to detect the individual cylinders by means of a signal. Its signal is used as a substitute signal if sender G28 fails.
SSP 35
Throttle valve control unit J338 with angle senders
G187/G188 for throttle valve drive G186 (EPC)
controls the air flow of the engine.
SSP 27
Coolant temperature sender G62
supplies information to engine control unit regarding the current coolant temperature.
SSP 16
Clutch pedal switch F36
influences the fuel injection during the transition to idle speed and in this way prevents variations of the engine speed during gearshifts
and
Brake light switch F and brake pedal switch F47
operate the brake lights and signal to the engine control unit when the brakes are operated.
SSP 27
(shows old sender shape - function
identical)
Oil level/oil temperature sender G266
supplies data for calculation of oil level and oil temperature for evaluating oil wear in the "Extended service interval" system.
SSP 44
(shows other sender shape/
installation position - function
identical)
SP45_21
SP45_22
SP45_23
SP45_24
SP45_25
SP45_38
24 GB
Simos 3PD/3PE engine management
systems
The following engine management systems are used:
– 1.2-ltr. 40 kW engine - Simos 3PD– 1.2-ltr. 47 kW engine - Simos 3PE.
They differ in terms of the lambda control.
– Simos 3PD - two step-type lambda probes– Simos 3PE - one broadband probe installed
upstream of catalytic converter, and one step-type probe installed downstream of the catalytic converter
In addition to the basic functions such as fuel injection, ignition and operation of the engine throttle valve (EPC) via the accelerator pedal position sender, the engine control unit J361 combines a number of sub-functions and additional functions.
This SSP deals in detail only with two selected components.
Engine speed control
The maximum attainable engine speed is limited to approx. 5820 rpm.
If engine speed rises beyond this (e.g. when driving downhill with gear engaged) and reaches or exceeds the limit of 5920 rpm, the following functions are activated:
– Fuel injection shutoff– Fuel pump shutoff
Engine Management System
Substitute functions
Engine speed sender G28, camshaft position
sender G163
If the engine speed sender G28 fails when the engine is running, the engine stops. It can, however, be started again.
If the camshaft position sender G163 fails when the engine is running, the engine continues running and can also be re-started.
If both senders fail, the engine cuts out and can no longer be started.
G130 Z29
C
G39 Z19
F
G
H
G79G185
EPC
25GB
G6 Fuel pumpG28 Engine speed senderG39 Lambda probe upstream of catalytic
converterG42 Knock sensorG61 Intake air temperature senderG62 Coolant temperature senderG71 Intake manifold pressure senderG79 Accelerator pedal position senderG130 Lambda probe downstream of catalytic
converterG163 Camshaft position senderG185 Accelerator pedal position sender 2G186 Throttle valve drive (EPC)G187 Angle sender -1- for throttle valve driveG188 Angle sender -2- for throttle valve drive
J338 Throttle valve control unitJ361 Engine control unitN30 Injector cylinder 1N31 Injector cylinder 2N32 Injector cylinder 3N80 Activated charcoal filter system solenoid valveN70 Ignition coil 1 with power output stageN127 Ignition coil 2 with power output stageN291 Ignition coil 3 with power output stageZ19 Lambda probe heaterZ29 Heater for lambda probe downstream of
catalytic converter
Legend:
A Fuel tankB Fuel pressure regulatorC Catalytic converterD Activated charcoal filterE Fuel filterF Diagnostic connectionG EPC fault lampH Exhaust warning lamp
G163
G61
G28
N70/ N127/ N291
N30…N32
G6
A
E
G62
N80
D
SIMOS 3PD
G71/G42
J361
B
J338G186G187G188
SP45_02
= Input signal
Colour coding
Illustration shows example of 2-valve engine version
= Output signal
= Inducted air
= Fuel
26 GB
31
53 65
J519
A
S2685A
S163110A
+
-
J338
FJ17
80
J363
SB6115A
SB1715A
F36
632362
SB5620A
SB210A
SB285A
61
N80
SB2410A
M
G62G6
104 9
A
13
B
83
M
G188
121 119 92 91 90 97
G186 G187 G72 G71
107 9593 96 2
3
F47
Example shows 2-valve engine version
Function Diagram
G163 Camshaft position senderG185 Accelerator pedal position sender 2G186 Throttle valve drive (EPC)G187 Angle sender -1- for throttle valve drive (EPC)G188 Angle sender -2- for throttle valve drive (EPC)J17 Fuel pump relayJ361 Simos control unitJ363 Power supply relay for Simos control unitJ519 Vehicle electrical system control unitJ533 Databus diagnostic interfaceN30 - 32 Injectors cylinders 1 - 3N70 Ignition coil 1 with power output stageN80 Solenoid valve 1 for activated charcoal filter
system
Components
A BatteryF Brake light switchF36 Clutch pedal switchF47 Brake pedal switchG6 Fuel pumpG28 Engine speed sender (Hall sender)G39 Lambda probeG42 Intake air temperature senderG61 Knock sensorG62 Coolant temperature senderG71 Intake manifold pressure senderG79 Accelerator pedal position senderG130 Lambda probe downstream of catalytic
converter
= Input signal = Output signal = Battery positive
27GB
= Earth
Diagnostic connectionel
N127 Ignition coil 2 with power output stageN291 Ignition coil 3 with power output stageQ Spark plugsS, SB... FusesZ19 Lambda probe heater Z29 Heater for lambda probe downstream of
catalytic converter
Diagnostic connection:
= CAN-BUS - L/H (drive train databus)
Vehicle speed signal
Alternator terminal DF
A
B
in out
SP45_16
J361
31
16 35 5
CA
N -
L
CA
N -
H
21 20
λ
31 14 4
G39 Z19
SB910A
17 88
N30
SB3510A
87
N31
85
N32
-G163
105
G28
+ o
991 111 89 106
λ
G130 Z29
J533
+30
15+
-
G79 G185
50 51 18 19 64 45
G61
109 101102 113
Q Q Q
120 112 100
N70 N127 N291
SB5215A
+ o
-
= bidirectional