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Service TrainingSelf-Study Program 824803The Volkswagen 2.0 LiterChain-Driven TSI Engine

Volkswagen Group of America, Inc.Volkswagen AcademyPrinted in U.S.A.Printed 5/2008Course Number 824803 2008 Volkswagen Group of America, Inc.All rights reserved. All information contained inthis manual is based on the latest informationavailable at the time of printing and is subject tothe copyright and other intellectual property rightsof Volkswagen Group of America, Inc., its affiliatedcompanies and its licensors. All rights are reservedto make changes at any time without notice.No part of this document may be reproduced,stored in a retrieval system, or transmitted in anyform or by any means, electronic, mechanical,photocopying, recording or otherwise, nor may thesematerials be modified or reposted to other siteswithout the prior expressed written permission ofthe publisher.All requests for permission to copy and redistributeinformation should be referred to Volkswagen Groupof America, Inc.Always check Technical Bulletins and the latestelectronic repair information for information that maysupersede any information included in this booklet.Trademarks: All brand names and product namesused in this manual are trade names, service marks,trademarks, or registered trademarks; and are theproperty of their respective owners.

ContentsIntroduction . 1Engine Mechanicals. 3Lubrication System . 20Crankcase Ventilation System . 25Cooling System . 27Air Intake System . 30Fuel System. 36Exhaust System . 43Engine Management System . 44Service . 48Knowledge Assessment . 51NoteThis Self-Study Program covers information onthe Volkswagen 2.0 Liter Chain-Driven TSI Engine.This Self-Study Program is not a Repair Manual.This information will not be updated.Important!For testing, adjustment and repairprocedures, always refer to the latestelectronic service information.i

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IntroductionTechnical DescriptionFour Cylinder, Four Valve, TSI TurbochargedGasoline EngineEngine BlockEngine Management– Cast iron crankcase– MED 17.5 engine control module– Balancer shafts in crankcase– Hot-film air mass flow with integral temperaturesensor– Forged steel crankshaft– Sump-mounted oil pump — chain-driven bycrankshaft– Timing gear chain — front end of engine– Throttle valve with contactless sensor– Map-controlled ignition with cylinder-selective,digital knock control– Balancer — chain-driven at front end of engine– Single-spark ignition coilsCylinder HeadTurbocharging– 4-valve cylinder head– Integral exhaust turbocharger– 1 INA intake camshaft adjuster– Charge-air coolerIntake Manifold– Electrical wastegate valve– Tumble flapFuel Supply– Demand controlled on low and high-pressure ends– Multi-port high-pressure injector– Boost pressure control with overpressureExhaust– Single-chamber exhaust system with closecoupled pre-catalystCombustion Process– Fuel straight injection1

Introduction2.0L Chain-Driven TSI Engine201 (150)265 (360)243 (330)220 (300)161 (120)200 (270)177 (240)121 (90)155 (210)133 (180)80 (60)110 (150)88 (120)67 (90)40 (30)44 (60)22 (30)0001000200030004000500060007000Engine speed in RPMSpecificationsEngine CodeType of EngineDisplacement121 cu in (1984 cm3)Maximum Power200 hp (147 kW) at 5100 - 6000 rpmMaximum Torque206 lb ft (280 Nm) at 1700 - 5000 rpmNumber of Valves Per Cylinder4Bore3.2 in (82.5 mm)Stroke3.7 in (92.8 mm)Compression RatioFiring OrderEngine WeightEngine ManagementFuel GradeExhaust Emission Standard2CCTA - CBFAInline 4-Cylinder TSI Engine9.6 : 11-3-4-2317 lb (144 kg)Bosch MED 17.595/91 RONULEV (CCTA) - SULEV (CBFA)

Engine MechanicalsCylinder BlockThe cylinder block has a closed-deck configurationand is made of cast iron. It houses the five-bearingcrankshaft assembly and the two balancer shafts.The undersides of the pistons are cooled by engineoil supplied by spray jets mounted on the cylinderblock.The housing for mounting the chain drives isintegrated in the block. The cylinder liners arefinished in a three-stage fluid jet honing process.The cylinder block is sealed on the transmission sideby a sealing flange and gasket.3

Engine MechanicalsOil PanThe oil pan consists of two sections.The upper section is made of an aluminum alloy(AlSi12Cu) and reinforces the crankcase through abedplate effect. It also houses the oil pump.The upper section is bolted to the crankcase andsealed with a liquid sealant.The bottom section is made of sheet steel (deepdrawn, punched, and catalytically coated). It housesOil Level Sensor G12 and the drain plug.The bottom section is bolted to the upper sectionand sealed with a liquid sealant.The oil pan has an integral honeycomb insert madeof polyamide to prevent oil churning when thevehicle is driven aggressively.Aluminum Alloy OilPan Top SectionPolyamideHoneycombInsertStamped Steel Oil PanBottom Section4

Engine MechanicalsCrankshaftThe five main bearing crankshaft is made of forgedsteel and induction hardened. Optimal balancing isachieved by using eight counterweights.The crankshaft main bearings are a two componenttype. Axial play of the crankshaft is controlled bythrust washers at the middle support bearing.To additionally reinforce the crankshaft assembly,three inner main bearing caps are cross-bolted to thecylinder block.Bronze bushings are press-fit into the smalltrapezoidal upper end of the connecting rods.Trapezoidal Connecting Rod (Small End)Material:36MnVS4Length:5.82 in (148 mm)Big-End Bearing:1.88 in (47.8 mm)Small-End Bearing:0.82 in (21 mm)The lower end of the connecting rods are cracked toensure a precision fit and reduce movement of thebearing cap under load.The upper and lower bearing shells of the connectingrod are not identical in composition. The upperbearing shell is a two-component compositebearing while the lower shell is a three-componentcomposite bearing.PistonWrist PinWrist PinRetaining ClipBronze ConnectingRod BushingTrapezoidalShaped Small Endof Connecting RodConnectingRod UpperBearing ShellMain Bearing CapConnectingRod CapCross-Bolted MainBearing Caps and Bolts5

Engine MechanicalsGears are coded forassembly — they can onlybe installed one wayVibration DamperChain SprocketCenter BoltSpur Gear DriveThe chain drive sprocket is mounted to thecrankshaft face and driven by a spur gear forged inthe crankshaft. The other end of the chain sprocketalso has a spur gear surface which drives thevibration damper. This method of joining allows hightorque to be transmitted to the chain sprocket andvibration damper while keeping the diameter of thecomponents small. This allows better sealing by theradial shaft seal at the vibration damper hub. Specialtools are required during disassembly/assembly ofthese components to prevent damage to the gears.6On the transmission side of the engine, a dualmass flywheel or torque converter (depending ontransmission) is mounted to the crankshaft witheight bolts.

Engine MechanicalsPistonsThe pistons are specially designed for the TSI enginewith a cast-in ring land for the upper piston ring.Coated skirts are used to help reduce frictionallosses. The upper piston ring is rectangular, thesecond piston ring is a taper-faced ring, and the oilscraper ring is a beveled ring with expander.The 31CrMoV wrist pins are held in place by snaprings. The bottom side of the pistons are cooled byengine oil from spray jets mounted on the cylinderblock.7

Engine MechanicalsCylinder HeadLMKNJOPIHGQFREDCSTBA8

Engine MechanicalsThe 4-valve cylinder head is cast from aluminumalloy. Intake and exhaust valves are actuated by rollercam followers supported by hydraulic valve lifters.The cylinder head cover adds support by acting as aladder frame and does not have to be disassembledto remove the cylinder head.The intake and exhaust camshafts are chain-driven.The diagonal opening and sealing face simplifiesdrive chain installation.The variable timing of the intake camshaft isaccomplished through the INA camshaft adjustmentsystem (page 11).Features– Crossflow cylinder head made of ASi10Mg– Single valve spring made of steel– Three-layer metal head gasket.– Roller cam followers running in needle bearings,hydraulic valve clearance adjustment– Intake ports divided by baffle plate– Cylinder head cover made of AlSi9Cu3 withintegrated ladder frame, bolted to cylinder headand sealed with liquid sealant– Intake valve: solid-stem valve, chrome-plated withreinforced seat– Exhaust valve: sodium filled hollow-stem valve,chrome-plated and tempered with reinforced seat– Hydro-formed, assembled intake camshaft withvariable valve timing, dwell angle 190 , valve lift10.7 mm– Hydro-formed, assembled exhaust camshaft withpress-fit drive gear, dwell angle 180 , valve lift8 mm– INA Camshaft Adjuster, timing range 60 crankangle, basic position is locked in “retard” (enginenot running)LegendACheck valveKCylinder head coverBSealing end capLCylinder head cover screwCExhaust valveMScrew plugDIntake valveNSealing end capEValve stem sealOHydraulic valve clearance adjusterFValve springPRoller cam followerGValve spring retainerQDowel pinHValve keeperRCylinder head bolt with washerIExhaust camshaftSExhaust manifold locating pinJIntake camshaft with INA adjusterTExhaust manifold stud9

Engine MechanicalsBearing BridgeA die-cast aluminum bearing bridge mounted at thefront of the cylinder head has the following tasks:– Supporting the camshafts– Supplying pressurized oil to camshaft bearings– Supplying pressurized oil to the camshaft adjuster– Controlling axial movement of camshafts– Mounting point for Camshaft Adjustment Valve 1N205Die-Cast AluminumBearing Bridge10The bearing bridge also serves to connect the two oilgalleries of the cylinder head. A check valve and filterscreen are integrated in the pressurized oil duct tothe INA camshaft adjuster.

Engine MechanicalsINA Camshaft Adjustment SystemThe 2.0L TSI engine uses a hydraulic vane celladjuster on the intake camshaft to affect valvetiming. Only the intake camshaft has variablyadjusted timing on this engine. Oil pressure for thistask is provided by the engine oil pump.The variable camshaft adjuster provides anadjustment range of 60 crank angle. The camshaftis locked in the retard position at engine shut-off.This function is performed by a spring-loaded lockingpin. The camshaft is released when the engine oilpressure exceeds 7.25 psi (0.5 bar).The rotor of the vane cell adjuster is welded to theintake camshaft. The 4/3-way central valve requiredfor adjuster control is integrated in the camshaft.Intake camshaft timing is map-controlled by theengine control module. The goals are to improveengine power, enhance running smoothness, andreduce emissions (through internal exhaust gasrecirculation).FunctionPressurized oil flows to the central valve via thecamshaft bearing through bores in the camshaft.From here, depending on adjustment requirements,the oil flows through additional bores in the camshaftto one of the chambers in the adjuster.StatorCover4/3-WayCentral ValveVane with SpringLow-FrictionBearingCamshaftAdjustmentValve 1 N205Locking PinArmatureLocking SpringShaft with BallRotorWindingCoil ElementCamshaft with Boresfor Hydraulic Control11