Service Training

Self-study Programme 554

The 2.0 l 132 kW TSI engine

Design and function

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 The 2.0 l 132kW TSI engine from Volkswagen is from the EA888 series.
During development, the emphasis was on reducing consumption and CO2 as well as particulate emissions.

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For more information about engines of the EA888 series, see Self-study Programme 522
“The 2.0 l 162kW/169kW TSI engine”.

The Self-study Programme shows the For current testing, adjustment and repair
design and function of instructions, refer to the relevant service
new developments. literature. Important
The contents will not be updated. note

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 Contents

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Development of the 2.0 l 132kW TSI engine. . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Overview of the technical features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Engine mechanics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
The technical changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
The crankcase breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
The cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
The three-part oil scraper ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Engine management system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12

System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
The engine control unit J623. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
The air mass meter G70 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
The principle of 4-stroke combustion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
The operating modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

Test your knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20

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 Introduction

Development of the 2.0 l 132kW TSI engine

Following on from the trend in recent years towards the development of smaller engines (downsizing), the next step
now is towards further optimisation of the engines. This means that during the development of an engine, special
attention is placed on harmonising the displacement, performance, torque and fuel consumption as well as the
operating conditions in an optimal manner.

The customer drives their vehicle mainly in the part load range. Thus, the engine has been especially improved in
this load range. This results in the consumption benefits of a smaller power unit.
At higher loads, the benefits of a higher displacement unit are taken advantage of. An optimal ratio between
efficiency and performance throughout the whole engine speed range is thereby achieved.

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Please bear in mind that there are quite a few new special tools for this engine.

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Technical features
Engine mechanics Engine management system
The mechanics of the engine are largely identical to The engine management system has the following
those of the 2.0 l 162 kW TSI engine from the characteristics:
Volkswagen programme. The following components - Valvelift system on the intake side
and assemblies have been modified due to the - Injection pressure increased to 250bar
optimised combustion process: - Air mass meter G70 between turbocharger and
- The intake port air filter housing
- The combustion chamber with inlet and exhaust - Engine control unit with quad core processor
valves - Intake camshaft and exhaust camshaft adjustment
- The injectors - Dual injection system with TSI and SRE injectors
- The piston (combined direct injection and intake manifold
injection)
- Innovative thermal management with rotary valve
regulation (actuator for engine temperature
regulation N493)
- On-demand piston cooling jets
- Intake manifold flaps

Technical data Torque and power diagram

[Nm] [kW]
Engine code CZPA 460 200

Type 4-cylinder in-line engine 420 180

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Displacement 1984cm
380 160
Bore 82.5mm
340 140
Stroke 92.8mm
300 120
Valves per cylinder 4

Compression ratio 11.6 : 1 260 100

Maximum output 132kW at 3940 to 220 80

6000 rpm
180 60
Maximum torque 320Nm at 1500 to 3940 rpm
140 40
Engine management Bosch MG1
system 100 20

Fuel RON 95

Exhaust gas Three-way catalytic converter, 2000 4000 6000 [rpm]

treatment a broadband lambda probe s554_096

upstream of the turbocharger
and a step-type lambda probe
downstream of the catalytic
converter

Emission standard EU6

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 Engine mechanics

The technical changes

The following is an overview of the main changes to the 2.0 l 132 kW TSI engine.

Component Change

Cylinder block
- Blow-by gases passed via balance shaft on inlet
side through slotted plastic sleeve.
- More precision required for installation of piston
cooling nozzles on account of changes to crankcase
breather system (see workshop manual).

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Cylinder head
- Valvelift system on intake side.
- Inlet ports have been straightened.
- Changes to combustion chambers.
- Valves and injectors have been moved further back
into combustion chamber.

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Piston
- Three-part oil scraper ring.
- Piston crowns modified for deeper valve pockets.

Note
New special tool for installation of piston.

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Oil pump
- Oil pump drive gear with 22 teeth instead of
24 teeth for higher ratio.
- Faster build-up of oil pressure.

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Component Change

Chain drive
- Longer guide rail to prevent timing chain slipping.
- Crankshaft sprocket comprises three chain
sprockets:
• Oil pump drive
• Balancer shaft drive
• Camshaft drive
- Camshaft chain sprocket is designed to be off centre
to reduce chain forces on timing chain.

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Fuel system
- Increase of injection pressure to 250bar, resulting in
finer atomisation of fuel in combustion chamber.

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Engine management system

- Bosch MG1 with four core processors.

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Valve stem oil seal

- Valve stem oil seals of exhaust valves have a
double lip for better sealing.
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 Engine mechanics

Crankcase ventilation
Changes to the crankcase breather system were A large amount of the oil from the blow-by gases is
necessary owing to the valvelift system on the inlet separated (centrifugal effect) through rotation of the
side. The blow-by gases exit the crankcase in the area balance shaft and flows back into the oil sump. In this
of cylinders 1 and 2 and make their way via the way, the balance shaft is responsible for the function
balance shaft on the inlet side to the fine separator of the coarse oil separator.
module in the cylinder head. The balance shaft
features a slotted plastic sleeve for this purpose to
allow the blow-by gases to flow through.

Flow of blow-by gases to fine

Cylinders 1 and 2
separator module

Balance
shaft

Blow-by-gases
from crankcase

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Slotted plastic sleeve

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Cylinder head
Changes to the cylinder head were necessary to facilitate an optimised combustion process. Smooth running was
subsequently improved as too, was the reduction in knock.

The cylinder head of the engine was changed as follows:

- Valvelift system on intake side - Inlet ports designed to be straighter in order to
- Increase in compression ratio from 9.6 to 11.6 by: optimise the inlet air flow
• lowering combustion chamber roof by 9mm - Valve stem oil seal of exhaust valves with double
• modified piston crown lip
- Injectors located closer to combustion chambers

Valvelift system on
intake side

Inlet ports

Injectors for
cylinders 1-4
N30 - N33
(TSI injectors)

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 Engine mechanics

The combustion chamber design

The combustion chamber is formed by the shape of Combustion chamber
the combustion chamber depression in the cylinder
head and the gas flow recess in the piston crown.
The combustion chamber depression has a larger
compression zone, which necessitates the use of
smaller inlet valves.
The larger compressing zone facilitates better mixing
of the fuel and air in the cylinder. To coincide with
this, the valve pockets and the gas flow recess have
been optimised on the piston crown.
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Combustion chamber depression in cylinder head Combustion chamber design in piston crown

Inlet valve Exhaust valve Gas flow recess

Compressing zone Compressing zone

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Injection
aperture

Inlet valve Exhaust valve Adapted valve pockets

Spark plug

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The three-part oil scraper ring
Every piston has a three-part oil scraper ring. It consists of two steel plates, a spacer and expander spring.

Top
steel plate

Spacer and
expander spring

Three-part oil scraper ring

Bottom
steel plate

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When installing the oil scraper rings, make sure that the expander spring is positioned correctly.
This is especially important on pistons that are supplied with the rings pre-installed.
There is a risk that the ends of the springs could have shifted above each other.
Both ends of the expander spring therefore have a coloured marking so that the exact position can be
better determined. The expander spring must not overlap as otherwise the oil scraper ring will not work.
The ends of the three-part oil scraper ring must be rotated by 120° during installation.

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 Engine management system

System overview
Sensors

Throttle valve module GX3

Throttle valve drive angle sender 1 & 2
for electric throttle G187, G188
Electronic power
control fault lamp
Brake light switch F
K132
Clutch position sender G476

Accelerator pedal module GX2:

Accelerator position sender G79
Accelerator position sender 2 G185 Exhaust emissions
warning
lamp K83
Knock sensor 1 G61

Fuel pressure sender for low-pressure G410

Hall sender G40, Hall sender 3 G300

Coolant temperature sender G62

Control unit in dash
panel insert J285
Radiator outlet
coolant temperature sender G83

Engine speed sender G28

Oil level and oil temperature sender G266

Intake manifold flap potentiometer G336

Intake manifold sender GX9:
Intake manifold pressure sender G71
Intake air temperature sender G42
Fuel pressure sender G247

Charge pressure sender G31

Engine control unit J623

Lambda probe 1 before catalytic converter GX10:
Lambda probe G39

Lambda probe 1 after catalytic converter GX7:

Lambda probe after catalytic converter G130

Oil pressure switch F1

Oil pressure switch for reduced oil

pressure F378
Stage 3 oil pressure switchF447

Air mass meter G70

Fuel delivery unit GX1:
Fuel gauge sender G
Fuel gauge sender 2 G169
Charge pressure
positioner V465
Driving mode selection button E735
Start/Stop operation button?E693

Gearbox neutral position sender G701 Additional input signals

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 Actuators

Piston cooling jet control valve N522

Ignition coils 1-4 with output stages

Mechatronic unit for dual N70, N127, N291, N292
clutch gearbox J743

Throttle valve module GX3:

Throttle valve module J338
Throttle valve drive for electric throttle G186

Injector 2, cylinders 1–4 N532-535

Onboard supply
control unit J519
Injectors, cylinders 1-4 N30-33

Coolant shut-off valve N82

Turbocharger air recirculation valve N249

Data bus
diagnostic interface Intake manifold flap valve N316
J533
Auxiliary pump for heating V488

Camshaft control valve 1 N205

Exhaust camshaft control valve 1 N318

Fuel metering valve N290

Valve for oil pressure control N428

Charge air cooling pump V188
Actuators 1-8 for camshaft adjuster N577, N576,
N584, N585, N592, N593, N600, N60

Activated charcoal filter solenoid valve 1 N80

Fuel pressure regulating valve N276

Actuator for engine temperature regulation N493

Lambda probe 1 before catalytic converter GX10:

Charge pressure positioner V465
Lambda probe heater Z19

Lambda probe 1 after catalytic converter GX7:

Lambda probe 1 heater after catalytic converter Z29
Radiator fan VX57

Fuel pump control unit J538

Fuel delivery unit GX1:
Main relay J271 Fuel system pressurisation pump G6

Additional output signals

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 Engine management system

Engine control unit J623

The engine management system has the designation
“Bosch MG1”. Bosch: Manufacturer of control unit
M: Motor (engine), G: Gasoline, 1: 1st processor
generation

A 32bit, 300MHz quad core processor is used in the

engine control unit.
Two main processors are responsible for the actual s554_020
computing work. Two additional processor cores
monitor the computing steps of the main processors.
In this way, the control unit has impressive computing
performance and flexibility.
These attributes make it possible to perform various
operating modes without reaching the engine control
unit's performance limits.

The air mass meter G70

This air mass meter with backflow detection measures
the air mass in the intake port.
It is needed because, with the optimised Miller
combustion process, the inlet valve closes
prematurely.
Here, the intake air flows back into the intake port
from the closed inlet valve.
As this air mass flows back, it is measured by the
backflow detection feature.

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The principle of 4-stroke combustion
Background
Principle of 4-stroke combustion according
to Otto

To improve the efficiency of petrol engines compared

with the original 4-stroke combustion process
developed by Nicolaus August Otto, various Suck Squeeze Bang Blow
approaches have been adopted in the past.
Essentially, achieving more power from the fuel-air

Valve lift
mixture was always the aim.

TDC BDC TDC BDC TDC

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Combustion process according to Miller

Ralph Miller optimised the combustion process from

Otto and had his design patented in 1947. It involves
closing of the inlet valve before bottom dead centre is
reached. This results in an increased combustion Suck Squeeze Bang Blow
chamber size. As the piston makes its downward
stroke towards bottom dead centre, the air is
decompressed and cooled. As bottom dead centre is
Valve lift

passed, the air is compressed. In this way, the degree

of efficiency of the fuel-air mixture is increased.

TDC BDC TDC BDC TDC

Inlet valve closes s554_082

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 Engine management system

The optimised Miller combustion process from Volkswagen

In the part load range of the 2.0 l TSI engine with the optimised Miller combustion process, the engine is optimised
in terms of consumption and exhaust emissions.

The valvelift system on the inlet camshaft makes it possible to switch between short and long valve lift, depending
on the engine load. At idling speed and in the part load range, the valve lift is shorter. When the engine is placed
under greater load, a switch to the large valve lift is made. Furthermore, the inlet and exhaust time can be changed
through variable valve timing.

Short valve lift in the optimised combustion process

With the short valve lift, the inlet valve closes - in

conjunction with premature setting of the variable
valve timing - before bottom dead centre (BDC) is
reached. The fresh gas filling is decompressed as it
approaches BDC and cooled in the process.
Suck Squeeze Bang Blow

Another effect of the shorter valve lift is that the cross

Valve lift

section of the inlet opening is reduced, the effect of Valvelift

which is faster air flow. This improves mixing of the system
fuel and air. And this is supported by the geometrical
shape of the combustion chamber.
TDC BDC TDC BDC TDC

Inlet valve closes s554_083

In summary, this results in:
- a greater degree of efficiency in the fuel-air
mixture
- lower fuel consumption
- fewer harmful emissions

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Long valve lift in the petrol combustion
process

When the engine is placed under greater load, a

switch to the long valve lift is made. Together with a
retarded setting of the variable valve timing, the inlet
valve closes after BDC.
In this way, the combustion chamber is filled to a Suck Squeeze Bang Blow
greater degree and the whole of the engine’s power
is available. Valve lift
Valvelift
system

TDC BDC TDC BDC TDC

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Inlet valve closes

Modes of operation
Cold start
• The engine speed is increased, the valve timing adapted, ignition is set to „retarded” and up to three injection
sequences are performed. In this way, the catalytic converter is brought up to operating temperature more
quickly.

Warm-up phase
• Up to a coolant temperature of 70°C, TSI injection occurs between one and three times. The system switches to
MPI injection depending on the speed, load and temperature.

Warm start
• The inlet camshaft is on the small cam profile and valve lift is small respectively.
• During the start phase, single or multiple injection takes place during the intake stroke and/or compression
stroke depending on the engine temperature.

Engine running at operating temperature

• With the optimised Miller combustion process or full load depending on the load requirement.

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 Engine management system

Engine running in optimised Miller combustion process

• The new combustion process is active at idling speed and in the part load range, the result of which is a greater
degree of efficiency thanks to the interplay of various factors.
• The inlet camshaft is on the small cam profile (small valve lift).
• Up to an engine speed of 2700rpm, injection takes place via the MPI injectors in the low and part load range.
• The intake manifold flaps are adjusted according to the load and speed.
• The throttle valve is opened as far as possible.

Engine running in full load range

• Valve lift switch to large inlet cam profile and thereby to the large valve lift. An inlet phase with a crankshaft
angle of 170°is achieved here.
• The intake manifold flaps are opened in the full load range.
• Fuel injection takes place with map-control by means of TSI injection.
• Up to three injection sequences can be made depending on requirement.
The injection quantity and also the commencement of injection can be varied here.

Using driving mode selection to influence engine operation

• If the vehicle is equipped with driving mode selection, the engine torque is adapted in the various driving
modes.

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 Service

Special tools

Name Tool Use

T40347 For installing the piston

Piston assembly tool
Under no circumstances should a piston ring
compressor be used as the oil scraper ring could be
damaged beyond repair.

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VAG1763/13 For testing compression pressure

Screw-in adapter
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T10567 For turning the camshafts

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 Test your knowledge

Which answers are correct?

One or several of the given answers may be correct.

1. What are the special features of the new 2.0 l 132 kW TSI engine?

❒ a) The injection pressure has been increased to 350bar.

❒ b) Engine control unit with 8 core processors.

❒ c) Blow-by gases flow through balance shaft.

❒ d) Extended guide rail on chain drive to prevent chain from slipping.

2. How is the valvelift system configured on this engine?

❒ a) Valvelift system on inlet side.

❒ b) Valvelift system on exhaust side.

❒ c) Valvelift system on inlet and exhaust side.

3. What should be noted when installing the three-part oil scraper ring?

❒ a) The openings of the rings must be above each other.

❒ b) All openings must have an offset of 120°.

❒ c) The coloured marking on the spacer and expander springs must be aligned.

❒ d) The spacer and expander springs must not overlap.

4. With the optimised Miller combustion process from Volkswagen …

❒ a) The working stroke is shortened with the aid of the valvelift system.

❒ b) A shorter valve lift results in a shorter inlet time with the aid of the valvelift system.

❒ b) A shorter valve lift results in a shorter exhaust time with the aid of the valvelift system.

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 GETtheMANUALS.org
21
Answers:
1. c), d); 2. a); 3. b), d); 4. b);
 Notes

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 554

© VOLKSWAGEN AG, Wolfsburg

All rights reserved. Subject to technical modifications.
000.2813.11.20 Technical status 08/2016

Volkswagen AG
After Sales Qualification
Service Training VSQ-2
Brieffach 1995
D-38436 Wolfsburg

❀ This paper was manufactured from pulp that was bleached without the use of chlorine.

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