... 3 cylinders for Škoda cars!

SP45_11

A new 3-cylinder petrol engine will in future form the entry-level engine
for Škoda models. It is a completely new development and will be
available in the ŠkodaFabia.

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.

2 GB
 Contents

Introduction 4
Technical highlights 4
Specifications 5

Engine Mechanical Components 6

Overview of engine 6
Main components of engine housing 7
Crank assembly with balance shaft 8
Camshaft drive and valve gear 10
Oil pump drive of 2-valve engine version,
camshaft drive and valve gear 11
Oil pump drive of 4-valve engine version,
crankcase fresh air supply and ventilation 12

Cooling System 17
Overview 17

Engine Management 18
System overview 18
Single-spark ignition coils with power output stage 20
Two-probe lambda control 21
Overview of system components 22
Simos 3PD/3PE engine management system 24

Function Diagram 26

Service Service Service Service Service Service Service Service

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You will find notes on inspection and

maintenance, setting and repair instructions
in the Workshop Manual.

GB 3
 Introduction
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 Škoda
engines and enlarges the choice for Škoda
models.
SP45_48
... with 2 valves per cylinder ... with 4 valves per cylinder
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
4 GB
SP45_49
– Crankcase ventilation with fresh air flow into
ventilation system, PCV (Positive Crankcase
Ventilation) 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
Specifications
Engine characteristic - AWY Engine characteristic - AZQ
50 50

40
40
110
110
100
100
30
30
90
90

80
80

20 70
20 70

10 10

1000 2000 3000 4000 5000 SP45_15 1000 2000 3000 4000 5000 SP45_29
n (1/min) n (1/min)

Engine code AWY AZQ

Type 3-cylinder inline engine with 2 3-cylinder inline engine with 4

valves per cylinder valves per cylinder

Displacement 1198 cm3 1198 cm3

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 Unleaded petrol RON 95 (91

possible with reduction in output) possible with reduction in output)

Emission standard EU4 EU4

GB 5
 Engine Mechanical Components

Overview of engine The illustrations show the 2-valve engine version

Front view Side view

Upstream-cat Coolant
Warm air inlet Vacuum valve
lambda probe thermostat
connection (crankcase ventilation)
housing
Tensioning pulley
Intake manifold

Alternator

Oil filter Guide

pulley
Catalytic converter
with shields

Clutch flange
Alternator Coolant AC compressor
pump
SP45_06 SP45-07

AC compressor Downstream-cat Oil level/ Crankshaft belt

lambda probe temperature sender pulley

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).
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.

6 GB
Main components of engine Note:
Please refer to the Workshop
housing Manual for more detailed
information regarding the sealing.
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 illustrations show the 2-valve engine version
The cast-in-place liners for the pistons are
manufactured of grey cast iron.

Essentially, the rigidity of the engine is Cylinder head

determined by the extremely stable design of cover
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). 1
Cylinder head

2
1
3
Timing case
Top part of
cylinder block

Parts sealed by
means of:
Bottom part of
cylinder block
1 Liquid gasket
(bearing bridge)
1
2 Metal gasket

Contact surface of shaped rubber gasket Oil pan

3
of coolant pump
SP45_09

GB 7
 Engine Mechanical Components

Crank assembly with balance shaft

Balance weight
on crankshaft
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
Crankshaft
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 SP45_12
movement of the pistons, conrod and
crankshaft which in turn have an effect on the
Balance weight
smooth running of the engine. The description
on balance shaft
below is intended to briefly explain how and
when these have an effect. Balance shaft

Compensation of forces and moments Balance weight

on balance shaft
Oscillating inertia
Rotating inertia forces
forces

When the components of the crank assembly

Reflection plane
Axis of rotation
rotate and oscillate, this results in an
acceleration or braking of these parts. This in
turn produces inertia effects and these in turn
SP45_32 produce imbalances.
In order to minimise the imbalances in multi-
cylinder engines, it is necessary to minimise
SP45_33 the following forces and moments:
Vertical axis
– Rotating inertia forces, by appropriately
Transverse axis 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
SP45_34

– Moments about the transverse axis

resulting from oscillating forces
Moments resulting Crankshaft of
from oscillating and 3-cylinder engine
rotating forces

8 GB
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.
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

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.

To simplify this situation we can state that the

crankshaft is balanced if:

"in terms of forces" the crankshaft star is

regular (e.g. crank
assembly of 3-cylinder
engine with throw each
of 120˚)
SP45_31

Crankshaft star

"in terms of moment" the reflection of one

half of the crankshaft Reflection plane Vertical axis
corresponds to the
other half Longitudinal axis

Note:
The crankshaft must not be
SP45_43
removed or detached.
Please refer to the descriptions
in the Workshop Manual.
Crankshaft of
4-cylinder engine

GB 9
Engine Mechanical Components

Camshaft drive and valve gear,

oil pump drive of 2-valve engine
version
Camshaft

Timing chain Roller-type

rocker arm
Chain sprocket Hydraulic
of camshaft supporting
element

Tensioning rail Spiral spring

(plastic)
Valve
Guide rail
(plastic)

Hydraulic tensioning
device for timing chain

Chain sprocket of
crankshaft for camshaft
drive Crankshaft
Chain sprocket of
crankshaft for oil pump
SP45_08
drive

Chain of oil pump drive Leaf spring

Mechanical chain tensioner for oil

pump drive (spring-tensioned)
Chain sprocket
of oil pump
Oil pump

Camshaft drive and valve gear Oil pump drive

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.
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.

10 GB
GB 11
Engine Mechanical Components

Crankcase fresh air supply and

ventilation
The crankcase fresh air supply and ventilation The system consists of
is used on both engine versions.
– an oil separator which is housed in the top
The crankcase fresh air supply reduces the part of the timing case
formation of water in the oil and the crankcase – a PCV control valve
ventilation prevents oil vapours and – a plastic hose from PCV control valve to
uncombusted hydrocarbons (gases from the intake manifold
combustion chamber, small quantities of – a fresh air supply hose from air filter to
which have reached the crankcase) from cylinder head cover
penetrating to the outside air. – 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.

2-valve engine version

Air filter

Non-return valve

Oil return-flow
galleries
Fresh air supply
hose

PCV control
Inlet downstream valve
of throttle valve

Oil separator
Plastic hose

Air inlet into

crankcase
SP45_40

12 GB
4-valve engine version

Air filter
Non-return valve

Cyclone oil separator

Fresh air supply

hose
Labyrinth oil
separator

Inlet downstream
of throttle valve
PCV control valve

Plastic hose

Oil return-flow
galleries

SP45_47
Air inlet into
crankcase

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).

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.

GB 13
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.
2-valve engine version
Timing case
Gases from crankcase
14
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.
PCV control valve
Oil separator
SP45_50
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.

4-valve engine version

Labyrinth oil separator PCV control valve

Cyclone oil separator

Pressure limiting
valve

To intake
manifold

Timing case

SP45_51

Gravity valve for oil return flow

GB 15
 Engine Mechanical Components

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.
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.

2-valve engine version

Low vacuum in intake manifold High vacuum in intake manifold

From
crankcase

Force from pressure Diaphragm

ratios in crankcase

Atmospheric
pressure
Spring force

Force from vacuum

in intake manifold
Inlet from
atmosphere
To intake manifold
SP45_45 SP45_46

4-valve engine version

Low vacuum in intake manifold High vacuum in intake manifold

Atmospheric pressure
Diaphragm
Inlet from
atmosphere
From
crankcase

Spring force

Force from vacuum

Force from pressure
in intake manifold
ratios in crankcase

To intake SP45_41 SP45_42

manifold

16 GB
 Cooling System

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. SP45_39

Expansion reservoir
Heating system Coolant distributor
heat exchanger housing with thermostat

2
1
3
4
Coolant pump
SP45_27
5 6

4 5

1 1 From cylinder block/cylinder head

2 To top of radiator

Radiator 2
3 From bottom of radiator
3
4 To coolant pump

5 To heat exchanger

6 From heat exchanger

SP45_26

GB 17
Engine Management System

System overview

Intake air temperature sender G42

and intake manifold pressure sender G71

Simos 3PD/3PE
Engine speed sender G28 control unit

Camshaft position sender G163

Throttle valve control unit J338

Angle senders for throttle valve drive
G187 and G188 (EPC)

AN
in C
ine
Accelerator pedal position sender G79

tra
Kl
and G185

ve
Dri
Clutch pedal switch F36

Brake light switch F and

brake pedal switch F47

Knock sensor G61

Coolant temperature sender G62

Electrical system
control unit J519
Lambda probe G39

Lambda probe downstream of catalytic

converter G139 Diagnostic
connector

Additional signals:
Alternator terminal DF
Vehicle speed signal
CCS switch (ON/OFF)*

18 GB
 Fuel pump relay J17
Fuel pump G6

Injector for cylinders 1 to 3

N30 ... N32

Ignition coil 1 with power output stage N70

Ignition coil 2 with power output stage N127
Ignition coil 3 with power output stage N291

Throttle valve control unit J338

Throttle valve drive G186 (EPC)

Solenoid valve 1 for activated charcoal filter

system N80

Exhaust gas recirculation valve N18**

EPC with potentiometer G212**

Lambda probe heater Z19

Oil level/oil temperature

sender G266
Heater for lambda probe downstream of
catalytic converter Z29

SP45_10
* Only on 4-valve engine versions with optional equipment
** Only on 4-valve engine versions

GB 19
Engine Management System

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. Plug-in unit with integrated single-spark
ignition coil and power output stage

Figure shows 2-valve

engine version

SP45_28

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 Rubber lips

their circumference in order to minimise (triple)
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

Spark plug

20 GB
Two-probe lambda control

Design of system Lambda probe G39

(upstream of catalytic converter)
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.
Exhaust
The upstream cat probe is screwed from
manifold
above into the exhaust manifold while the
downstream cat probe is inserted into the
exhaust pipe downstream of the catalytic
converter. Catalytic converter
(main catalytic
Lambda control converter)

On the 2-valve engine version a step-type

lambda probe is used upstream of the
catalytic converter while on the 4-valve engine SP45_37
version a broadband lambda probe is fitted.

The engine control unit calculates correction Exhaust pipe Lambda probe G130
values for the fuel injection system from the (downstream of catalytic
signal supplied by lambda probe G39. converter)
This first control circuit is superposed by a
second control circuit with the downstream Note:
cat probe G130. You can obtain more detailed
information on the different
This control circuit makes it possible to correct versions of the two-probe lambda
the shift of the voltage curve of the probe control, particularly also the
upstream of the catalytic converter within a control using the broadband
defined frame (adaption), which assures a lambda probes, in the Self Study
stable and optimal mixture composition over Programme 39.
long periods.

Legend:

G28 Engine speed sender

G28
G39
G130 G39 Lambda probe (upstream of catalytic
G42/71
converter)
G42/71 Intake air temperature sender/intake
manifold pressure sender
G130 Lambda probe
UV
U G39 U G130 (downstream of catalytic converter)
J361 Simos 3PD/3PE control unit
UG39 Voltage of probe G39
J361 UG130 Voltage of probe G130
SP45_30 UV Control voltage of injectors

GB 21
Engine Management System

Overview of system components

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.

Function component Function

description

Intake air temperature sender G42 and intake SSP 27

manifold pressure sender G71
supply signals to enable the engine control unit to be (description of
able to compute the necessary injection time as well G72 applies by
as the ignition timing point. analogy to G42)

SP45_17

Accelerator pedal position senders G79 and G185 SSP 27

inform the engine control unit (electrically) regarding
the current position of the accelerator pedal.

SP45_18

Engine speed sender G28 SSP 35

detects engine speed and position of crankshaft. This
information is required for defining the fuel injection (different shape
and timing points. and installation
position but
The sender operates as a Hall sender. function the same)
SP45_19

Exhaust gas recirculation valve N18* with SSP 35

potentiometer G212*
is actuated by the engine control unit and
determines the quantity of the exhaust gases which
are recirculated to the inducted air.

SP45_20 * Only on 4-valve engine versions

22 GB
 Function component Function
description

Activated charcoal filter system solenoid valve N80 SSP 12

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.
SP45_21

Camshaft position sender G163 SSP 35

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.
SP45_22

Throttle valve control unit J338 with angle senders SSP 27

G187/G188 for throttle valve drive G186 (EPC)
controls the air flow of the engine.

SP45_23

Coolant temperature sender G62 SSP 16

supplies information to engine control unit
regarding the current coolant temperature.

SP45_24

Clutch pedal switch F36 SSP 27

influences the fuel injection during the transition to
idle speed and in this way prevents variations of the (shows old sender
engine speed during gearshifts shape - function
identical)
SP45_25
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.

Oil level/oil temperature sender G266 SSP 44

supplies data for calculation of oil level and oil
temperature for evaluating oil wear in the "Extended (shows other
service interval" system. sender shape/
installation
position - function
SP45_38 identical)

GB 23
Engine Management System

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.

C
– Simos 3PD - two step-type lambda probes
– Simos 3PE - one broadband probe installed
upstream of catalytic converter, and one G130 Z29 G39 Z19
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 G79
G185
position sender, the engine control unit J361
combines a number of sub-functions and
additional functions.
G EPC
This SSP deals in detail only with two selected
components.
H

Engine speed control

F
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
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.

24 GB
 Illustration shows example
of 2-valve engine version
N70/ N127/ N291

G163
B
Colour coding
N30
…
N32 = Input signal

= Output signal

G71/ J338 = Inducted air

G62 G42 G186
G61
G187
G188 E
= Fuel
N80

G28

D Legend:

A Fuel tank
B Fuel pressure regulator
C Catalytic converter
A
SIMOS 3PD D Activated charcoal filter
E Fuel filter
F Diagnostic connection
J361 G EPC fault lamp
G6
H Exhaust warning lamp
SP45_02

G6 Fuel pump J338 Throttle valve control unit

G28 Engine speed sender J361 Engine control unit
G39 Lambda probe upstream of catalytic N30 Injector cylinder 1
converter N31 Injector cylinder 2
G42 Knock sensor N32 Injector cylinder 3
G61 Intake air temperature sender N80 Activated charcoal filter system solenoid valve
G62 Coolant temperature sender N70 Ignition coil 1 with power output stage
G71 Intake manifold pressure sender N127 Ignition coil 2 with power output stage
G79 Accelerator pedal position sender N291 Ignition coil 3 with power output stage
G130 Lambda probe downstream of catalytic Z19 Lambda probe heater
converter Z29 Heater for lambda probe downstream of
G163 Camshaft position sender catalytic converter
G185 Accelerator pedal position sender 2
G186 Throttle valve drive (EPC)
G187 Angle sender -1- for throttle valve drive
G188 Angle sender -2- for throttle valve drive

GB 25
Function Diagram

Example shows 2-valve engine version

J519

S268 S163 SB61 SB17 SB56 SB2 SB28 SB24

5A 110A 15A 15A 20A 10A 5A 10A

J17 J363 F F47 F36

+
N80

- 80 3 62 23 53 63 65 61

104 83 9 13 121 119 92 91 90 97 93 107 96 95 2

J338

A B M

G6 G62 G186 G188 G187 G72 G71

31
Components
A Battery G163 Camshaft position sender
F Brake light switch G185 Accelerator pedal position sender 2
F36 Clutch pedal switch G186 Throttle valve drive (EPC)
F47 Brake pedal switch G187 Angle sender -1- for throttle valve drive (EPC)
G6 Fuel pump G188 Angle sender -2- for throttle valve drive (EPC)
G28 Engine speed sender (Hall sender) J17 Fuel pump relay
G39 Lambda probe J361 Simos control unit
G42 Intake air temperature sender J363 Power supply relay for Simos control unit
G61 Knock sensor J519 Vehicle electrical system control unit
G62 Coolant temperature sender J533 Databus diagnostic interface
G71 Intake manifold pressure sender N30 - 32 Injectors cylinders 1 - 3
G79 Accelerator pedal position sender N70 Ignition coil 1 with power output stage
G130 Lambda probe downstream of catalytic N80 Solenoid valve 1 for activated charcoal filter
converter system

= Input signal = Output signal = Battery positive

26 GB
 J533

+30
+15

SB9 SB35 SB52

10A 10A 15A

G79 G185
CAN - H
CAN - L

G39 Z19 G130 Z29 N30 N31 N32

λ λ

21 20 31 14 4 16 35 5 17 88 87 85 50 51 18 19 64 45
J361
1 111 89 105 106 99 102 109 101 120 112 113 100

N70 N127 N291

+ o + o

-
- -
G163 G28 G61

Q Q Q

31
SP45_16
N127 Ignition coil 2 with power output stage
N291 Ignition coil 3 with power output stage in out

Q Spark plugs
S, SB... Fuses
Z19 Lambda probe heater
Z29 Heater for lambda probe downstream of
catalytic converter
Diagnostic connectionel

Diagnostic connection:

A Vehicle speed signal

B Alternator terminal DF

= Earth = CAN-BUS - L/H = bidirectional

(drive train databus)
GB 27