89p303 Touareg Electronic Diesel Control EDC 16 Design and Function

Touareg Electronic Diesel Control EDC 16Design and Function

Volkswagen of America, Inc.3800 Hamlin RoadAuburn Hills, MI 48326Printed in U.S.A.March 2004

Self-Study ProgramCourse Number 89P303

Volkswagen of America, Inc.Service TrainingPrinted in U.S.A.Printed 03/2004Course Number 89P303

©2004 Volkswagen of America, Inc.

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

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

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

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

i

Table of Contents

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

The Self-Study Program is not a Repair Manual.

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

Important/Note!

New!

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

Electronic Diesel Control, Bosch EDC 16

System Overview .......................................................................................... 4

V10 TDI Engine EDC 16 System Overview

Subsystems ................................................................................................... 6

Fuel Metering Regulation, Start of Injection Regulation,Exhaust Gas Recirculation, Charge Pressure Control, Glow Plug System,Idle Speed Control, Smooth Running Control, Active Pulse Damping,Governor, Cruise Control System

Sensors ........................................................................................................ 22

Engine Speed Sensor G28, Camshaft Position Sensor G40,Accelerator Pedal Module, Mass Air Flow Sensors, Heated OxygenSensors, Engine Coolant Temperature Sensor G62, Engine CoolantTemperature Sensor (on Radiator) G83, Fuel Temperature Sensors,Barometric Pressure Sensor F96, Integrated Charge Air Pressure andIntake Air Temperature Sensors, Combined Brake Light Switch Fand Brake Pedal Switch F47, Flexible Fuel Sensor G133

Actuators ..................................................................................................... 34

Pump/Injector Solenoid Valves, Turbocharger Servomotors,EGR Vacuum Regulator Solenoid Valves, Intake Manifold Flap Motors,Fuel Pumps, Map Controlled Engine Cooling Thermostat F265, ContinuedCoolant Circulation, Fuel Cooling

Functional Diagram..................................................................................... 42

EDC 16 Functional Diagram for V10 TDI Engine

Knowledge Assessment ............................................................................. 49

Introduction

1

Electronic Diesel Control

Greater complexity in the hardware andsoftware for diesel engine managementsystems is necessary to meet theincreasing demand for improvementsin comfort and driveability characteristics,and to reduce fuel consumption andexhaust emissions.

With the advent of electronic diesel controlEDC 16, an engine management system isavailable to meet this demand. This has

been achieved by improving engine controlmodule processing performance and usinga new signal processing system.

This Self-Study Programintroduces the EDC 16 enginemanagement system usingthe V10 TDI engine of theTouareg.

SSP304/301

Introduction

2

Bosch EDC 16

Bosch EDC 16 is a torque-orientatedengine management system. As is thecase with gasoline engines, in the EDC 16system all torque demands are evaluatedby the engine control modules.

This enhances adaptability between vehiclesystems such as the engine managementsystem, brake system, automatictransmission control system, and airconditioning system.

SSP304/062

Internal Torque Demands

• Start• Idle Speed Control• Full Throttle• Power Limitation• Speed Governor• Driving Comfort• Component Protection

Engine Control Module 1 J623

External torque demands

Turbocharger 2 Servomotor V281

Turbocharger 1 Servomotor V280

Valve for Pump/Injector, Cylinder 1 N240Valve for Pump/Injector, Cylinder 2 N241Valve for Pump/Injector, Cylinder 3 N242Valve for Pump/Injector, Cylinder 4 N243Valve for Pump/Injector, Cylinder 5 N244

EGR Vacuum RegulatorSolenoid Valve N18

Realization of torque demands

Climatronic Control Module J255

ABS Control Module withEDL/ASR/ESP J104

TransmissionControl Module J217

Cruise Control System

Accelerator Pedal Module

3

The Bosch EDC 16 engine managementsystem is designed for use in bothsingle and dual engine control moduleconfigurations. The configuration useddepends on the number of cylindersin the engine.

On the V10 TDI engine, Engine ControlModule 1 J623 fulfills the basic functionsfor cylinder bank I and Engine ControlModule 2 J624 for cylinder bank II. Basicfunctions are, for example, actuation of thesolenoid valves for pump/injectors andexhaust gas recirculation.

Some of the functions that cover bothcylinder banks, such as the coolant supply,are carried out by Engine Control Module 1J623; others, like the smooth runningcontrol by Engine Control Module 2 J624.

Information received by Engine ControlModule 1 J623 is sent to Engine ControlModule 2 J624 via an internal CAN data bus.

Introduction

After encoding, the enginecontrol modules can no longerbe interchanged.

Engine Control Modules in

the Drivetrain CAN Data Bus

Both engine control modules are identical.

The differentiation between Engine ControlModule 1 J623 and Engine Control Module 2J624 is made by a coding link in theconnector for Engine Control Module 2 J624.

Engine ControlModule 1 J623

SSP304/071

SSP304/026

Control Modulewith IndicatorUnit in InstrumentPanel Insert J285

AirbagControl ModuleJ234

Turbocharger 2ServomotorV281

Steering ColumnElectronicSystems ControlModule J527

Engine ControlModule 2J624

Access/StartControl ModuleJ518

TransmissionControl ModuleJ217

Turbocharger 1ServomotorV280

ABS ControlModule withEDL/ASR/ESPJ104

Engine ControlModule 1J623


Inte

rnal

CA

N D

ata

Bus

System Overview

4

V10 TDI Engine EDC 16System Overview

Sensors

Engine Speed Sensor G28

Additional Input Signals

Flexible Fuel Sensor G133

Brake Light Switch FBrake Pedal Switch F47

Charge Air Pressure Sensor G31Intake Air Temperature Sensor G42

Fuel Temperature Sensor G81

Engine Coolant Temperature Sensor(on Radiator) G83

Heated Oxygen Sensor G39

Mass Air Flow Sensor G70

Throttle Position Sensor G79Kick Down Switch F8Closed Throttle Position Switch F60

Engine Coolant Temperature Sensor C62

System Overview

Glow Plug Relay 2 J495Glow Plug 6 Q15Glow Plug 7 Q16Glow Plug 8 Q17Glow Plug 9 Q18Glow Plug 10 Q19

Oxygen Sensor Heater 2 Z28

Intake Flap Motor 2 V275

Valve 2 for EGR N213


5

Turbocharger 2Servomotor V281

ABS Control Module withEDL/ASR/ESP J104Transmission Control Module J217Control Module with Indicator Unitin Instrument Panel Insert J285Airbag Control Module J234

Eng

ine

Spe

ed

Camshaft PositionSensor G40

Barometric PressureSensor F96


16-Pin Connector(DiagnosisConnection) T16


Fuel TemperatureSensor 2 G248

Intake Air TemperatureSensor 2 G299Charge Air PressureSensor 2 G447

Heated OxygenSensor 2 G108

Mass Air FlowSensor 2 G246

Turbocharger 1Servomotor V280 EGR Vacuum Regulator Solenoid Valve N18

Actuators


SSP304/003Additional Output Signals

Glow Plug Relay J52Glow Plug 1 Q10Glow Plug 2 Q11Glow Plug 3 Q12Glow Plug 4 Q13Glow Plug 5 Q14

Oxygen Sensor Heater Z19

Relay for Pump, Fuel Cooling J445Pump for Fuel Cooler V166

Auxiliary Engine Coolant Pump Relay J496After-Run Coolant Pump V51

Map Controlled Engine Cooling Thermostat F265

Fuel Pump Relay J17Fuel Pump G6Transfer Fuel Pump G23

Motor for Intake Flap V157

6

Subsystems

The illustrations in the subsystemexamples show cylinder bank I ofthe V10 TDI engine.

Subsystem operation is similarfor cylinder bank II as well.

Only components relevant to thesubsystems are called out.

Fuel Metering Regulation

The quantity of fuel injected into thecylinders influences such engine propertiesas torque, power output, fuel consumption,exhaust gas emissions, and mechanicaland thermal stress.

Fuel metering regulation enablesoptimal fuel combustion under all engineoperating conditions.

Subsystem Operation

The specified torque is calculated from theinternal and external torque demands.

To reach the required torque specificationfor this engine, a set quantity of fuel isrequired.

Example

The quantity of fuel is calculated by theengine control module based upon thefollowing inputs:

• Driver requirements• Engine speed• Amount of air drawn• Coolant temperature• Fuel temperature• Intake air temperature

To protect the engine against mechanicaldamage and to prevent black smoke,there must be limitations on the quantityof fuel injected.

For this reason, the engine control modulecalculates a limit value for this quantity.

The fuel quantity limit value depends onthe following inputs:

• Engine speed• Air mass• Air pressure

M

7

Subsystems

F8 Kick Down SwitchF60 Closed Throttle Position SwitchF96 Barometric Pressure Sensor

G28 Engine Speed SensorG42 Intake Air Temperature SensorG62 Engine Coolant Temperature SensorG70 Mass Air Flow SensorG79 Throttle Position SensorG81 Fuel Temperature Sensor

J623 Engine Control Module 1 (Cylinder Bank I)J624 Engine Control Module 2 (Cylinder Bank II)

N240, N241, N242, N243, N244Valves for Pump/Injectors, Cylinders 1through 5 (Cylinder Bank I)

SSP304/079

Air Intake, Normal

Air Intake, Compressed

Exhaust Gas

Input Signal

Output Signal

Drivetrain CAN Data Bus

F96

G79F8F60J623J624

G28

G81

G62

N240,N241,N242,N243,N244

G70

G42

Subsystems

8

Start of Injection Regulation

The start of injection regulation influences anumber of engine properties, includingengine performance, fuel consumption,noise levels, and exhaust emissions.

Start of injection regulation determines thecorrect timing for fuel delivery and injectionat each cylinder.

Subsystem Operation

The engine control module calculates thestart of injection from:

• Engine speed

• Calculated quantity of fuel to be injectedfrom the fuel metering regulation.

Additional influencing factors include:

• Coolant temperature

• Air pressure

The engine control module monitors theelectrical current that actuates the solenoidvalves at the pump/injectors.

This provides feedback to the engine controlmodule of the actual point in time wheninjection begins.

The engine control module uses thisfeedback to regulate the beginning ofinjection periods (BIP) during subsequentcombustion cycles and to detectmalfunctions of the pump/injectorsolenoid valves.

SSP304/073

M

t

I M

BIP

F96 Barometric Pressure Sensor

G28 Engine Speed SensorG42 Intake Air Temperature SensorG62 Engine Coolant Temperature Sensor

J623 Engine Control Module 1J624 Engine Control Module 2


Air Intake, Normal


Exhaust Gas

Input Signal

Output Signal


J624

G28

G62

N240, N241,N242, N243,N244

G42

F96

J623

9

Current Pattern — Pump/Injector Solenoid Valve

Subsystems

IM – Solenoid Valve Actuating Currentt – TimeBIP – Beginning of Injection Period (Valve Closes)

SSP304/072

Start of injection is initiated when thepump/injector solenoid valve is actuated.

Actuating current applied to a pump/injectorsolenoid valve creates a magnetic field. Asthe applied current intensity increases, thevalve closes; the magnetic coil presses thesolenoid valve needle into its valve seat. Thiscloses off the path from the fuel supply lineto the pump/injector high-pressure chamberand the injection period begins.

As the solenoid valve needle contacts itsvalve seat, the distinctive signature of analternately dropping and rising current flowis detected by the engine control module.This point is called the beginning of injectionperiod (BIP). It indicates the completeclosure of the pump/injector solenoid valveand the starting point of fuel delivery.

“Start of injection”

is the point in time when theactuating current to the pump/injector solenoid valve is initiated.

”Beginning of

injection period (BIP)”

is the point in time when thesolenoid valve needle contactsthe valve seat.

With the solenoid valve closed, a holdingcurrent is maintained at a constant levelby the engine control module to keep itclosed. Once the required time period forfuel delivery has elapsed, the actuatingcurrent is switched off and the solenoidvalve opens.

The actual moment at which the pump/injector solenoid valve closes (BIP) isused by the engine control module tocalculate the point of actuation for thenext injection period.

If the actual BIP deviates from the mappeddetails stored in the engine control module,the engine control module will correct thepoint of valve actuation (start of injection)for the next combustion cycle.

To detect pump/injector solenoid valvefaults, the engine control module evaluatesthe BIP position from the current flowpattern. If there are no faults, BIP will bewithin the control limit. If this is not thecase, the valve is faulty.

Effects of failure

If a fault is detected at the solenoid valve,start of injection is determined based onfixed values from the control map.Regulation is no longer possible andperformance is impaired.

IM

PickupCurrent

Control Limit

Holding Current

t

BIP

End of ValveActuation

Start of ValveActuation(Start of Injection)

10

Subsystems

Exhaust Gas Recirculation

When exhaust gas recirculation (EGR)occurs, some of the exhaust emissionsfrom the combustion process are usedagain. Because the exhaust gases containvery little oxygen, the peak combustiontemperature is lowered and nitrogen oxideemissions (NOX) are reduced. Exhaust gasrecirculation occurs up to an engine speedof approximately 3000 rpm.

Subsystem Operation

The amount of recirculated exhaust gasdepends on the engine speed, the amountof fuel injected, the amount of air drawnin, the intake air temperature, and theair pressure.

Heated oxygen sensor control

for exhaust gas recirculation

On the V10 TDI engine, the amount ofrecirculated exhaust gas is determined andcorrected by oxygen sensor control. Withthis system, the oxygen content in theexhaust gas is constantly monitored and asensor signal is sent to the engine controlmodule.

If the actual oxygen content deviatesfrom the specification requirements in thecontrol map, the engine control moduleactuates the EGR Vacuum RegulatorSolenoid Valve N18 and increases ordecreases the amount of recirculatedexhaust gas. With oxygen sensor control,the amount of recirculated exhaust gas canbe determined precisely.

• If the oxygen content is too high,the amount of recirculated exhaust gasis increased.

• If the oxygen content is too low, theamount of recirculated exhaust gasis lowered.

11

Subsystems

SSP304/044

M

F96 Barometric Pressure SensorG28 Engine Speed SensorG39 Heated Oxygen SensorG62 Engine Coolant Temperature SensorG70 Mass Air Flow SensorJ623 Engine Control Module 1J624 Engine Control Module 2N18 EGR Vacuum Regulator Solenoid ValveN240, N241, N242, N243, N244

Valves for Pump/Injectors, Cylinders 1through 5 (Cylinder Bank I)

V157 Motor for Intake Flap

A Intake Manifold FlapB EGR ValveC Catalytic ConverterD Vacuum PumpE Charged Air Cooler

Air Intake, Normal


Exhaust Gas

Coolant

Vacuum

Input Signal

Output Signal


G39G28

G62

N240, N241,N242, N243, N244

ED

C

B A

G70V157

N18J623J624

F96

12

Charge Pressure Control

The charge pressure is controlled by a mapthat is stored in the engine control module.

Subsystem Operation

The engine control module sends a signalvia the drivetrain CAN data bus to theturbocharger servomotors.

The signal generated by the engine controlmodule determines a turbocharger vanesetting value between 0% and 100%.

The turbocharger servomotors adjust theangles of the turbocharger vanes asinstructed, which results in a correspondingadjustment in turbocharger impeller speed.

Subsystems

The charge pressure is increased orreduced accordingly.

Charge pressure control depends on thedemand for torque.

To control the charge pressure, signals fromthe charge air pressure sensors are used.The signals from the intake air temperaturesensors, Engine Coolant TemperatureSensor G62 and Barometric Pressure SensorF96, are used as correction factors.

The charge pressure is reduced graduallywhen the vehicle is travelling at highaltitudes to protect the turbocharger.

13

Subsystems

M

Air Intake, Normal


Exhaust Gas

Input Signal

Output Signal


SSP304/045

F96 Barometric Pressure Sensor

G31 Charge Air Pressure SensorG42 Intake Air Temperature SensorG62 Engine Coolant Temperature SensorG70 Mass Air Flow Sensor

J623 Engine Control Module 1J624 Engine Control Module 2


V280 Turbocharger 1 Servomotor

A Charged Air Cooler

B Turbocharger

V280

G62

N240, N241, N242,N243, N244

B

A

G70G31G42

J623J624

F96

14

Glow Plug System

The glow plug system makes it easierto start the engine at low outsidetemperatures. The system is controlled bythe engine control module at coolanttemperatures below 48°F (9°C).

The glow plug relays are actuated by theengine control module. Once actuatedthey distribute the current required for theglow plugs.

Glow Period

The glow plugs are activated when theignition is switched on and outsidetemperature is below 48°F (9°C). The GlowPlug Indicator Light K29 will light up.

When the glow plug period has elapsed,the Glow Plug Indicator Light K29 will goout and the engine can be started.

Subsystems

Extended Glow Period

Once the engine starts, there is anextended glow period. This helps to lowerthe combustion noise. It also improvesthe idle speed quality and the carbondioxide emissions are reduced.

The extended glow period lasts fora maximum of four minutes and isdeactivated at engine speeds above2500 rpm.

There is no extended glow period if thebattery voltage is too low to support it.

15

Subsystems

SSP304/043

Driv

etra

in C

AN

Dat

a B

us

Glow Plug IndicatorLight K29

Glow Plug Relay 2 J495Glow Plug 6 Q15Glow Plug 7 Q16Glow Plug 8 Q17Glow Plug 9 Q18Glow Plug 10 Q19

Glow Plug Relay J52Glow Plug 1 Q10Glow Plug 2 Q11Glow Plug 3 Q12Glow Plug 4 Q13Glow Plug 5 Q14



Engine CoolantTemperatureSensor G62

Engine SpeedSensor G28

16

Subsystems

Idle Speed Control

Idle speed control sets a predeterminedengine idle speed depending upon theoperating conditions. For example, a coldengine will have a higher idle speed than awarm engine.

Additional performance demands are alsoconsidered, such as:

• Electrical system requirements at lowengine speeds.

• Power steering pump operation.

• The high pressures required fordiesel injection.

• The energy required to overcome theinternal friction of the engine.

• Torque converter operation atdifferent loads.

Subsystem Operation

The specified engine idle speedis regulated by a map in the enginecontrol module.

The map draws on information from:

• Engine Coolant Temperature Sensor G62.

• Load on the generator.

• Load on the vehicle electrical system.

The engine control module continuallyadapts the amount of fuel injected until theactual engine idle speed matches thespecified value.

To avoid unnecessary emissions, the idlespeed is kept to a minimum level, thoughduring this process, demands on smoothrunning also play a role.

17

Subsystems

SSP304/074


Valves for Pump/Injectors,Cylinders 1 through 5N240, N241, N242, N243, N244(Cylinder Bank I)

Valves for Pump/Injectors,Cylinders 6 through 10N245, N303, N304, N305, N306(Cylinder Bank II)


AdditionalRequirements

Generator Load(DFM Signal)



Throttle PositionSensor G79Closed ThrottlePosition Switch F60

+

=

+

+

=

+

590

550

580

540

600

J623

J624

600

580

530

590

540

18

Smooth Running Control

Smooth running control improves enginerunning at idle speed.

Different cylinders in an engine can oftengenerate different levels of torque eventhough the same amount of fuel has beeninjected.

Possible causes of this include differencesin any combination of the following:

• Tolerances of the parts.• Cylinder compression.• Friction in the cylinders.• Hydraulic injector components.

The effects of these differences intorque include:

• Unbalanced engine running.• Increased exhaust gas emissions.

The smooth running control is designed todetect the pulses in speed that are causedas a result. The pulses in speed are then

Subsystems

balanced by targeted control of the amountinjected at the affected cylinders.

Subsystem Operation

Detection works at idle speed using asignal from the Engine Speed Sensor G28.

If the signals are received in a balancedrhythm, the cylinders are all working thesame way.

If the performance of one cylinder isslower than the others, the crankshaftwill need more time to reach the nextpoint of ignition.

A cylinder that performs faster than theothers will need less time than the othersto reach the next point of ignition.

If the Engine Control Module 2 J624detects a deviation, the affected cylinderwill receive a smaller or greater amount offuel until the engine runs smoothly again.

Example: Necessary changes in the amount

of fuel injected at specified speeds of 580 rpm.

SSP304/058Change in Quantity of Fuel InjectedActual Speed

0.0007 (12)

0.0012 (20)

0.0015 (25)

Fu

el Q

uan

tity

In

jecte

d

800

1000

En

gin

e S

peed

(rp

m)

0 1 2

Time (Seconds)

in3 (mm3)

0.0007 (12)

0.0012 (20)

0.0015 (25)

Fu

el Q

uan

tity

In

jecte

d

800

1000

En

gin

e S

peed

(rp

m)

0 1 2

Time (Seconds)

in3 (mm3)

19

Active Pulse Damping

The active pulse damping systemreduces the jerking movements that canbe generated by engine load changesunder acceleration.

Without Active Pulse DampingWithout active pulse damping, when theaccelerator pedal is pressed, a largeamount of fuel (blue curve) is injected fora brief period.

This sudden load change can lead topulsations (red curve) in the vehicledrivetrain due to changes in engine torque.

These pulsations are perceived by thevehicle occupants as jerking movements.

With Active Pulse Damping

With active pulse damping, when theaccelerator pedal is pressed, the amount offuel injected (blue curve) is not the fullamount demanded at the start by theaccelerator pedal position.

Instead, injected fuel is reduced by abouthalf and gradually increased over the firstsecond or so of acceleration.

If there are pulsations in the vehicledrivetrain during that time, they are detectedby evaluation of the engine speed signal.

When engine speed increases, the amountof fuel injected is reduced.

When engine speed decreases, fuelinjected is increased.

These damped pulsations (red curve)are less noticeable by the occupants ofthe vehicle.

Subsystems

Without Active Pulse Damping

With Active Pulse Damping

SSP304/054

SSP304/053

20

Governor

The governor protects the engine fromover-speed damage. The engine isgoverned to a maximum permissiblespeed that cannot be exceeded for longperiods of time.

Subsystem Operation

Engine speed regulation starts just beforemaximum permissible speed is reached.Once regulation starts, the amount of fuelinjected is continually reduced.

Subsystems


When the maximum permissible enginespeed is reached, the amount of fuelinjected remains constant until the drivingconditions change.

The adaptive function of the governoris kept as smooth as possible to preventsurges in the amount of fuel injectedduring acceleration.


Maximum SpeedStart of Regulation

Valves for Pump/Injectors,Cylinders 1 through 5 N240, N241,N242, N243, N244 (Cylinder Bank I)

Valves for Pump/Injectors,Cylinders 6 through 10 N245, N303,N304, N305, N306 (Cylinder Bank II)

SSP304/069

Time (Seconds)

En

gin

e S

peed

(rp

m)


21

Cruise Control System

The cruise control system (CCS) allowsthe vehicle to be driven at a constant speedwithout the driver having to press theaccelerator pedal.

Cruise control on the Touareg starts in thereduction gear at 3.7 mph (6 km/h) and innormal operation at 12.4 mph (20 km/h).

Subsystems

Subsystem Operation

The specified speed is set using a button onthe multi-function steering wheel. The signalis sent to Engine Control Module 1 J623 andpassed on to Engine Control Module 2 J624via an internal CAN data bus.

The engine control modules adapt theamount of fuel injected so that the actualspeed is the same as the specified speed.


SSP304/066

Valves for Pump/Injectors,Cylinders 1 through 5 N240, N241,N242, N243, N244 (Cylinder Bank I)

ABS Control Modulewith EDL/ASR/ESP J104

Airbag ControlModule J234

Control Module withIndicator Unit in InstrumentPanel Insert J285

Valves for Pump/Injectors,Cylinders 6 through 10 N245,N303, N304, N305, N306(Cylinder Bank II)


Multi-FunctionSteering Wheelwith CCS Buttons


Brake Light Switch FBrake Pedal Switch F47Throttle PositionSensor G79

22

Sensors


The Engine Speed Sensor G28 is bolted tothe side of the cylinder block. It picks upthe position of the crankshaft by reading areference gap in the spacing of the teethon an engine speed sensor wheel.

Signal Application

The signal from Engine Speed Sensor G28is used to determine the speed of theengine and the precise position of thecrankshaft. With this information, theamount of fuel injected and start ofinjection is calculated.

Effects of failure

In the case of signal loss, the engine willswitch off and cannot be restarted.

The signal from the Engine SpeedSensor G28 is sent directly toEngine Control Module 1 J623.Engine Control Module 2 J624receives the signal indirectly butsimultaneously from EngineControl Module 1 J623 via aseparate wire connection.



SSP304/008

SSP304/059Reference Gap

Engine SpeedSensor Wheel

23

Sensors

Camshaft Position Sensor G40

The Camshaft Position Sensor G40 is aHall-effect sensor. It is bolted to thecylinder head of cylinder bank I below themechanical fuel pump.

Camshaft Position Sensor G40 scans thequick-start sender wheel to determine theposition of the camshaft.

Signal Application

Using the Camshaft Position Sensor G40signal, the relative position of the camshaftto the crankshaft is picked up quickly whenthe engine is started.

Together with the signal from the EngineSpeed Sensor G28, the system can detectwhich cylinder is at top-dead-center (TDC).

Effects of failure

If the Camshaft Position Sensor G40 signalfails, the signal from the Engine SpeedSensor G28 is used in its place.

Because the position of the camshaft andthe cylinders cannot be detectedimmediately, starting of the engine couldtake slightly longer than normal.

On the V10 TDI engine, just oneCamshaft Position Sensor G40is installed. The signal is sent toboth engine control modules.

Camshaft PositionSensor G40

Camshaft Position Sensor G40

SSP304/007

Quick-Start Sender Wheel

SSP304/020

24


The Throttle Position Sensor G79, the KickDown Switch F8, and the Closed ThrottlePosition Switch F60 are all incorporated intoa single housing. This accelerator pedalmodule is mounted on the pedal cluster.


Signal Application

Throttle Position Sensor G79

The Throttle Position Sensor G79 detectsthe position of the accelerator pedal acrossits entire range of movement.

It is a main input signal to calculate theamount of fuel to be injected.

Closed Throttle Position Switch F60

The Closed Throttle Position Switch F60detects when there is no pressure on theaccelerator pedal and sends a signal thatinitiates idle speed control.

Kick Down Switch F8

The Kick Down Switch F8 sends amessage to Engine Control Module 1 J623when the accelerator pedal is pressed allthe way to the full extent of its travel.

This information is sent by the EngineControl Module 1 J623 via the drivetrainCAN data bus to the Transmission ControlModule J217 and the kick-down function isactivated.

Effects of failure

If the Throttle Position Sensor G79 signalfails, the position of the accelerator pedalwill no longer be detected.

The engine will only run at increased idlespeed and the Glow Plug Indicator LightK29 will flash.

Sensors

Throttle PositionSensor G79

SSP304/017

SSP304/017a

Closed ThrottlePosition Switch F60

Kick DownSwitch F8

25

Mass Air Flow Sensors

Each cylinder bank has its own hot filmmass air flow sensor with backflowdetection.

• Mass Air Flow Sensor G70 (bank I)

• Mass Air Flow Sensor 2 G246 (bank II)

These sensors are installed in the intakepassages in front of the intake manifoldbridges. They determine the actual air massdrawn in for each cylinder bank.

Sensors

Intake Manifold Bridge

Air Cleaner

Mass Air FlowSensor G70

Mass Air FlowSensor 2 G246

SSP304/060

Signal Application

The signals from the two mass air flowsensors are used by their respective enginecontrol modules to calculate the amount offuel to be injected and the amount ofexhaust gas to be recirculated for eachcylinder bank.

Effects of failure

If the signal from a mass air flow sensorfails, its respective engine control moduleoperates using a predeterminedreplacement value and exhaust gasrecirculation is switched off.

Sensors

Heated Oxygen Sensors

On the V10 TDI engine, broadband heatedoxygen sensors are located in the exhaustsystem in front of the starter catalyst, onefor each cylinder bank.

• Heated Oxygen Sensor G39 (bank I)

• Heated Oxygen Sensor 2 G108 (bank II)

The remaining oxygen content in theexhaust gas is measured by these sensors.

26

Heated OxygenSensor G39

SSP304/033

Heated OxygenSensor 2 G108

Signal Application

Using the signals from both heated oxygensensors, the amount of recirculatedexhaust gas is corrected.

Effects of failure

If the heated oxygen sensor signals fail, theamount of recirculated exhaust gas will bedetermined by the mass air flow sensors.Because this method of regulation is not asprecise, nitrogen oxide emissions levelsmay rise.

Sensors

27

Engine Coolant TemperatureSensor G62

The Engine Coolant Temperature SensorG62 is mounted in the coolant connectingpipe between the cylinder heads. It sendsthe coolant temperature to Engine ControlModule 1 J623.

Signal Application

The coolant temperature is used by theengine control modules as a correctionvalue to calculate such variables as theamount of fuel to be injected, the chargepressure, start of fuel delivery, and theamount of exhaust gas to be recirculated.


SSP304/035

This information is also used to regulate thecoolant temperature depending on theoperating conditions.

Effects of failure

If the Engine Coolant TemperatureSensor G62 signal fails, the Engine ControlModule 1 J623 uses the signals from theEngine Coolant Temperature Sensor (onRadiator) G83 and the Fuel TemperatureSensor G81; Engine Control Module 2 J624uses the signal from Fuel TemperatureSensor 2 G248.

CoolantConnectingPipe

28

Engine Coolant TemperatureSensor (on Radiator) G83

The Engine Coolant Temperature Sensor(on Radiator) G83 measures the coolanttemperature at the radiator outlet.

Signal Application

By comparing signals from both EngineCoolant Temperature Sensor G62 andEngine Coolant Temperature Sensor (onRadiator) G83, the Engine Control Module 1J623 can determine when to actuate theradiator-mounted coolant fans.

Effects of failure

If the signal from Engine CoolantTemperature Sensor (on Radiator) G83fails, coolant fan output stage 1 remainsconstantly active.

Coolant temperature regulation is continued.

Engine Coolant TemperatureSensor (on Radiator) G83

Sensors

SSP304/035

29

Sensors

Fuel Filter Module

SSP304/006

Fuel TemperatureSensor G81

Fuel TemperatureSensor 2 G248

Fuel Temperature Sensors

The V10 TDI engine has a fuel temperaturesensor for each cylinder bank.

• Fuel Temperature Sensor G81 (bank I)• Fuel Temperature Sensor 2 G248 (bank II)

One of these sensors is installed in thereturn line to the fuel filter module oneach side.

They are used to determine thefuel temperature.

Signal Application

The respective engine control modulescalculate the fuel density from thefuel temperature.

This is used as a correction value tocalculate the amount of fuel to be injected.

Effects of failure

If a fuel temperature sensor signal fails, itsengine control module uses a replacementvalue from the signal sent by the EngineCoolant Temperature Sensor G62.

Barometric PressureSensor F96

The Barometric Pressure Sensor F96is incorporated into the Engine ControlModule 1 J623.

Signal Application

The Barometric Pressure Sensor F96signal is used to determine a correctionvalue for charge pressure control andexhaust gas recirculation.

If atmospheric pressure drops, exhaust gasrecirculation will be switched off, andcharge pressure increased. This assuresoptimal performance both at sea leveland at higher altitudes.

BarometricPressureSensor F96

SSP304/039


Effects of failure

If the Barometric Pressure Sensor F96signal fails, a replacement value is used.

At high altitudes, black smoke could resultfrom signal failure.

Integrated Charge Air Pressureand Intake Air Temperature Sensors

Charge Air Pressure Sensor G31 and IntakeAir Temperature Sensor G42 are integratedas one component, which is installed in theintake manifold for cylinder bank I.

Charge Air Pressure Sensor 2 G447 andIntake Air Temperature Sensor 2 G299

SSP304/024

30

Sensors

The Charge Air Pressure Sensor 2 G447and Intake Air Temperature Sensor 2 G299are also integrated into a single component,installed in the intake manifold for cylinderbank II.

Charge Air Pressure Sensors

• Charge Air Pressure Sensor G31 (bank I)

• Charge Air Pressure Sensor 2 G447(bank II)

Signal Application

The signals from Charge Air PressureSensor G31 and Charge Air PressureSensor 2 G447 are required to regulate andmonitor the charge air pressure.

The calculated values are compared bytheir respective engine control modules

with the specifications from the chargeair pressure maps.

If the actual values deviate from thespecification, the charge air pressure isaltered accordingly by signals from theEngine Control Module 1 J623 via thedrivetrain CAN data bus to Turbocharger 1Servomotor V280 for cylinder bank I andTurbocharger 2 Servomotor V281 forcylinder bank II.

Effects of failure

If a charge air pressure sensor fails, thecharge air pressure is controlled at anextremely low level to protect the enginefrom damage. Because of this,performance is impaired considerably.

Intake Air Temperature Sensors

• Intake Air Temperature Sensor G42(bank I)

• Intake Air Temperature Sensor 2 G299(bank II)

Signal Application

The signals from Intake Air TemperatureSensor G42 and Intake Air TemperatureSensor 2 G299 are required by theirrespective engine control modules tocalculate a correction value for the chargeair pressure.

When the signal from these senders isevaluated, the influence of the temperatureon the density of the fuel is also considered.

Effects of failure

If an intake air temperature sensor signalfails, the engine control modules will use afixed replacement value. The result couldbe impaired performance.

31

Sensors

SSP304/017b

Brake Light Switch F andBrake Pedal Switch F47

Combined Brake Light Switch Fand Brake Pedal Switch F47

The Brake Light Switch F and Brake PedalSwitch F47 are combined in a singlecomponent mounted on the pedal cluster.Both switches send a signal to EngineControl Module 1 J623 when the brakeis applied.

Signal Application

When the brake is applied, the cruisecontrol system is switched off.

If actuation of the accelerator pedal andthe brake pedal is detected, idle speedis increased.

Effects of failure

If the signal fails from one of these sensors,the amount of fuel injected will be reducedand the engine will have less output.

In addition, the cruise control system willbe switched off.

32

Sensors

Flexible Fuel Sensor G133

The Flexible Fuel Sensor G133 is bolted tothe fuel filter module. Using two sensorcontact pins immersed in the fuel at thebottom of the fuel filter module, it monitorsthe composition of the fuel to detectexcessive water levels and sends acorresponding signal to Engine ControlModule 1 J623.

Signal Application

If the signal from Flexible Fuel Sensor G133indicates too much water is present in thefuel filter module, the Glow Plug IndicatorLight K29 flashes on and off to alert theoperator to shut down the engine as soonas possible to prevent water from enteringthe fuel injection system.

Water in the systemcould result incorrosion damage.

Fuel Filter Module

Drainage Connection forContaminated Fuel Removal

SSP304/082

SSP304/047

Fuel FilterModule

Flexible FuelSensor G133

33

Sensors

Sensor Operation

A constant voltage is applied to FlexibleFuel Sensor G133 by Engine ControlModule 1 J623.

With acceptable water level

When the water level in the fuel filtermodule is low, the Flexible Fuel SensorG133 contact pins are surrounded bydiesel fuel.

Because diesel fuel has a relativelylow level of conductivity, there is a highsignal response.

This signal indicates to the Engine ControlModule 1 J623 that the water level iswithin acceptable limits.

The Engine Control Module 1 J623 sendsthis information to the instrument cluster.

The Glow Plug Indicator Light K29 does notlight up.

With water level too high

When the water level is too high, thecontact pins are surrounded by water.

Because water has a high level ofconductivity, there is a low signal response.

This signal indicates to the Engine ControlModule 1 J623 that the water level is toohigh and sends the information to theinstrument cluster.

The Glow Plug Indicator Light K29 willflash. This flashing light indicates a fault inthe engine management system.

Contact Pins

450

V

450

V

SSP304/050Water

Fuel

Contact Pins

SSP304/055Water

Fuel

With Acceptable Water Level

Positive

Ground

Input Signal


With Water Level Too High

34

Pump/Injector Solenoid Valves

There is one pump/injector for eachcylinder. The pump/injector solenoid valvesare secured to the pump/injector bodies byunion nuts.

• Valves for Pump/Injectors, Cylinders 1through 5 N240, N241, N242, N243,N244 for cylinder bank I.

• Valves for Pump/Injectors, Cylinders 6through 10 N245, N303, N304, N305,N306 for cylinder bank II.

These solenoid valves are actuated by theirrespective engine control modules, whichcontrol start of fuel delivery and the amountof fuel injected.

Function

As soon as a pump/injector solenoid valveis actuated by its engine control module,the valve needle is pushed onto its seat bythe magnetic coil. This closes the path offuel to the compression chamber of thepump/injector and injection starts.

The amount of fuel injected is determinedby the length of time that the solenoid valveis actuated. As long as the pump/injectorsolenoid valve is closed, fuel is injected intothe combustion chamber.

Effects of failure

If a pump/injector solenoid valve fails, theengine will not run smoothly. Performancewill be impaired.

If the valve stays open, pressure cannotbe built up in the pump/injector. If the valvestays closed, the pump/injector compressionchamber cannot be filled. In either case, fuelcannot be injected into the cylinder.

TypicalPump/InjectorSolenoid Valve

Typical Pump/InjectorSolenoid Valve

SSP304/032

SSP304/022

Actuators

35

Actuators


Turbocharger Servomotors

The turbocharger servomotors arepositioning motors for the turbochargervanes. They are bolted to brackets beneaththeir respective turbochargers.

• Turbocharger 1 Servomotor V280

• Turbocharger 2 Servomotor V281

Each of these positioning motors has itsown internal control module.

Function

The turbocharger servomotors are actuatedby their respective engine control modulesvia the drivetrain CAN data bus.

Their engine control modules also receivefeedback indicating vane position and anyfaults detected. This improves regulation andfault diagnosis.

The turbocharger vanes are actuated by arod assembly.

Effects of failure

If the turbocharger servomotors fail in theirfunction, charge pressure control is nolonger possible.

Control of the amount of fuel injected isthen determined only according to theengine speed.

Engine performance will be impaired.

Turbocharger servomotors aredesigned specifically for use withtheir respective turbochargers.Removal and installation asassemblies is required. Pleaserefer to the Repair Manual foradditional information.

SSP304/010


36

Actuators

EGR Vacuum RegulatorSolenoid Valves

The electro-pneumatic EGR vacuumregulator solenoid valves for exhaust gasrecirculation are located on the suspensionstrut towers.

• EGR Vacuum Regulator SolenoidValve N18

• Valve 2 for EGR N213

Function

The two EGR vacuum regulator solenoidvalves are actuated with duty cyclesdepending on internal control maps in their

respective engine control modules.This sets the control pressure for theexhaust gas recirculation valve.

The cross section of the exhaust manifoldis changed in the exhaust gas recirculationvalve depending on the control pressureand the amount of recirculated exhaustgas set.

Effects of failure

If the signal fails, exhaust gas recirculationmay no longer be possible.

SSP304/012b

SSP304/012a

EGR VacuumRegulatorSolenoidValve N18

Valve 2 forEGR N213

SSP304/012

Exhaust GasRecirculation Valve

37

Actuators

Intake ManifoldFlap Motors

The V10 TDI engine has two adjustableintake manifold flaps with electric motors tocontrol the flap positions.

• Motor for Intake Flap V157

• Intake Flap Motor 2 V275

They are located just upstream of theirrespective exhaust gas recirculation valves.

Function

With the electrically adjustable intakemanifold flaps, differences between airintake pressure and exhaust gas pressureare generated during certain operating

Motor for IntakeFlap V157

conditions. These differences in pressurecreate the conditions for effective exhaustgas recirculation.

When the engine is switched off, the flapsare closed and the flow of air is interrupted.As a result, less air is drawn into thecylinders and compressed, which helpssmooth the run-down of the engine.

Effects of failure

If an intake manifold flap motor fails,effective exhaust gas recirculation is nolonger possible.

SSP304/011

Intake FlapMotor 2 V275

38

Actuators

Fuel Pumps

Both electric fuel pumps are installed inthe fuel tank.

• Transfer Fuel Pump G23 with Sender forFuel Gauge G and suction jet pump 1are located in the main chamber of thefuel tank.

• Fuel Pump G6 with Fuel Supply Sensor 3G237 and suction jet pump 2 are locatedin the secondary chamber of the fueltank.

Function

Both electric fuel pumps are actuated viaparallel circuits by the Fuel Pump Relay J17.

Suction jet pump 1 draws fuel from themain chamber into the presupply reservoirof Fuel Pump G6.

Suction jet pump 2 pumps out thesecondary chamber into the presupplyreservoir of Transfer Fuel Pump G23.

Both suction jet pumps are driven by theirrespective electric fuel pumps.

Effects of failure

If one pump fails, engine performance willbe impaired due to a restriction in theamount of fuel supplied.

The maximum speed is unattainable and theengine will not run smoothly at high revs.

If both pumps fail, the engine will not run.

SSP304/049

Transfer FuelPump G23

Sender forFuel Gauge G

Suction Jet Pump 1

Suction Jet Pump 2

Fuel SupplySensor 3 G237

Fuel Pump G6

39

Actuators

Map Controlled Engine CoolingThermostat F265

The Map Controlled Engine CoolingThermostat F265 is installed in thecoolant distribution housing. It controlsswitching between the large and smallcoolant circuits.

Function

Maps that contain temperaturespecifications depending on theengine load are stored in Engine ControlModule 1 J623.

The Map Controlled Engine CoolingThermostat F265 is actuated by EngineControl Module 1 J623 based on thesecontrol maps, according to the engineoperating conditions.

Map-controlled engine cooling has theadvantage that the coolant temperature canbe adapted to the current operatingconditions of the engine. This helps toreduce fuel consumption in the part-throttlerange and exhaust gas emissions.

Coolant Distribution Housing

SSP304/016

Effects of failure

If there is no operating voltage present,the large cooling circuit is opened by thewax thermocouple expansion element ata coolant temperature of 230°F (110°C) orabove without the benefit of resisterheating, and the coolant fans are actuated.

SSP304/029

CoolantDistributionHousing

Lifting Pin

Wax Thermocouple

HeatingResistor

Spring

M

40

Actuators

Continued Coolant Circulation

The After-Run Coolant Pump V51 is locatedon cylinder bank I of the V10 TDI engine onthe vibration damper side.

The After-Run Coolant Pump V51 isactuated by Auxiliary Engine Coolant PumpRelay J496.

The Auxiliary Engine Coolant Pump RelayJ496 is installed in the electronics box inthe plenum chamber.

Function

When the engine is switched off, theAfter-Run Coolant Pump V51 will remainactivated for a maximum of 10 minutes.In this way, controlled cooling of the engineis achieved.

Effects of failure

If either the Auxiliary Engine Coolant PumpRelay J496 or the After-Run Coolant PumpV51 fails, continued coolant circulation willno longer be possible.

If the Auxiliary Engine Coolant Pump RelayJ496 is defective, a fault will be stored.

A defective After-Run Coolant Pump V51cannot be detected.

Electrical circuit

J623 Engine Control Module 1

J496 Auxiliary Engine Coolant Pump Relay

V51 After-Run Coolant Pump

After-RunCoolantPump V51

SSP304/027

VibrationDamper

J623

V51

J496

SSP304/067

41

Actuators

Fuel Cooling

The Pump for Fuel Cooler V166 islocated on cylinder bank I on thevibration damper side of the engine.

The Pump for Fuel Cooler V166 is actuatedby Relay for Pump, Fuel Cooling J445.

The Relay for Pump, Fuel Cooling J445 isinstalled in the electronics box in theplenum chamber.

Function

The Engine Control Module 1 J623actuates the Relay for Pump, Fuel CoolingJ445 at and above a fuel temperature ofapproximately 158°F (70°C).

The Engine Control Module 1 J623 sends aworking current to the Pump for FuelCooler V166 and the fuel cooler is thensurrounded by engine coolant.

Fuel temperature will drop.

Effects of failure

If the Relay for Pump, Fuel Cooling J445 orPump for Fuel Cooler V166 fails, fuel will nolonger be cooled.

The fuel tank and the Sender for FuelGauge G could become damaged.

A defective Relay for Pump, Fuel CoolingJ445 is stored as a fault.

A defective Pump for Fuel Cooler V166cannot be detected.

Electrical circuit

J623 Engine Control Module 1

J445 Relay for Pump, Fuel Cooling

V166 Pump for Fuel Cooler

Pump forFuel CoolerV166

SSP304/009

VibrationDamper

M

SSP304/068

V166

J445

J623

42

Functional Diagram

EDC 16 Functional Diagramfor V10 TDI Engine

Components

F Brake Light SwitchF8 Kick Down SwitchF47 Brake Pedal SwitchF60 Closed Throttle Position SwitchF265 Map Controlled Engine Cooling Thermostat

G6 Fuel Pump (Presupply Pump)G23 Transfer Fuel PumpG28 Engine Speed SensorG31 Charge Air Pressure SensorG39 Heated Oxygen SensorG40 Camshaft Position SensorG42 Intake Air Temperature SensorG62 Engine Coolant Temperature SensorG70 Mass Air Flow SensorG79 Throttle Position SensorG81 Fuel Temperature SensorG83 Engine Coolant Temperature Sensor

(on Radiator)G133 Flexible Fuel Sensor

J17 Fuel Pump RelayJ52 Glow Plug RelayJ317 Power Supply (Terminal 30, B+) RelayJ445 Relay for Pump, Fuel CoolingJ496 Auxiliary Engine Coolant Pump RelayJ623 Engine Control Module 1

N18 EGR Vacuum Regulator Solenoid ValveN240 Valve for Pump/Injector, Cylinder 1N241 Valve for Pump/Injector, Cylinder 2N242 Valve for Pump/Injector, Cylinder 3N243 Valve for Pump/Injector, Cylinder 4N244 Valve for Pump/Injector, Cylinder 5

Q10 Glow Plug 1Q11 Glow Plug 2Q12 Glow Plug 3Q13 Glow Plug 4Q14 Glow Plug 5

V51 After-Run Coolant PumpV157 Motor for Intake FlapV166 Pump for Fuel CoolerV280 Turbocharger 1 ServomotorV281 Turbocharger 2 Servomotor

Z19 Oxygen Sensor Heater

Additional Signals

1 Drivetrain CAN Data Bus (High)

2 Drivetrain CAN Data Bus (Low)

3 Radiator Fan Output Stage 1

4 Radiator Fan Output Stage 2

5 16-Pin Connector (Diagnosis Connection) T16

6 Cruise Control Switch E45 (On/Off)

7 Road Speed Signal

8 Generator Terminal DFM

9 Starter Relay J53

A

B

C

D

E

F

G

H

Color Coding

Input Signal

Output Signal

Positive

Ground

CAN Data Bus

Bidirectional

Connections WithinFunctional Diagram

43

M M M

J623

30

15

6 7 8 9N240 N241 N242 N243 N244 G81

43

J317

λ

G39 Z19

B

M

V157

M

V280 V281

N18

C

F265

M

M

J496

V51

J445

V166

G62 G83 G133

+

G40G31 G42

F

G28 F60/F8 G79

J17

G23

H

G

G70

FF47

C

A

J52

5

E

Q10...Q14

1

2

D

G6

Functional Diagram

SSP304/001a

44

Functional Diagram

Components

G108 Heated Oxygen Sensor 2G246 Mass Air Flow Sensor 2G248 Fuel Temperature Sensor 2G299 Intake Air Temperature Sensor 2G447 Charge Air Pressure Sensor 2

J495 Glow Plug Relay 2J624 Engine Control Module 2J689 Power Supply Relay (Terminal 30, B+)

Relay 2

N213 Valve 2 for EGRN245 Valve for Pump/Injector, Cylinder 6N303 Valve for Pump/Injector, Cylinder 7N304 Valve for Pump/Injector, Cylinder 8N305 Valve for Pump/Injector, Cylinder 9N306 Valve for Pump/Injector, Cylinder 10

Q15 Glow Plug 6Q16 Glow Plug 7Q17 Glow Plug 8Q18 Glow Plug 9Q19 Glow Plug 10

V275 Intake Flap Motor 2

Z28 Oxygen Sensor Heater 2

Additional Signals

1 Drivetrain CAN Data Bus (High)

2 Drivetrain CAN Data Bus (Low)

5 16-Pin Connector (Diagnosis Connection)T16

A

B

C

D

E

F

G

H

Color Coding

Input Signal

Output Signal

Positive

Ground

CAN Data Bus

Bidirectional

Connections WithinFunctional Diagram

45

Functional Diagram

SSP304/001b

N213

C

J624

N245 N303 N304 N305 N306 G248 G447 G299

1 2

J689

λ

G108 Z28

MH

V275

E F

A

B

30

15

J495

D

5

Q15...Q19

G246

G

46

Notes

47

Notes

48

Notes

49

Knowledge Assessment

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

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

You can find this Knowledge Assessment at:

www.vwwebsource.com

From the vwwebsource.com Homepage, do the following:

– Click on the Certification tab

– Type the course number in the Search box

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

– Click “Start” to begin the Assessment

For Assistance, please call:

Certification Program Headquarters

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

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

Or, E-Mail:

[email protected]

Touareg Electronic Diesel Control EDC 16Design and Function

Volkswagen of America, Inc.3800 Hamlin RoadAuburn Hills, MI 48326Printed in U.S.A.March 2004

Self-Study ProgramCourse Number 89P303

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89p303 Touareg Electronic Diesel Control EDC 16 Design and Function

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