Service training

Commercial
Vehicles

Self-study programme 564

The 2.0 litre TDI engine in the T6

Design and function
 The introduction of modern, particularly efficient Euro-6 engines represents a central feature of the new T6.
All units are equipped with Blue Motion Technology as standard. Significant consumption and emissions reductions
set new best values in the segment. At the same time, the peak power of the TDI engines is now 150 kW (204 PS)
and the maximum torque is 450 Nm. On the basis of the modular diesel system (MDB), the diesel engines in the
EA288 series have been developed further for use in commercial vehicles such as the T6. The T6 complies with
emission standard EU6 by using new or modified components and functional units.

s564_100

The design and function of the EA288 series of diesel engines with the EU5 emission standard is
described in Self-Study Programme 514 The new diesel engine series EA288.

Self-Study Programme presents the Current testing, setting and repair instructions
design and function of can be found in the service literature provided.
new developments! Important
The content will not be updated. Note

2
 At a glance

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
The technical features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Engine mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
The cylinder block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
The crankshaft group. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
The dual-mass flywheel with centrifugal pendulum. . . . . . . . . . . . . . . . . . . . . . 9
The cylinder head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
The camshaft housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13

Thermal management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

The oil and vacuum pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Air control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18

Forced induction in the 150 kW engine variant. . . . . . . . . . . . . . . . . . . . . . . . 18

Fuel system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20

The injection system with single-plunger high-pressure pump . . . . . . . . . . . . 21
The injection system with dual-plunger high-pressure pump . . . . . . . . . . . . . 23
The injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

Exhaust post-treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27

Overview of the exhaust post-treatment system . . . . . . . . . . . . . . . . . . . . . . . 27
The diesel particulate filter with SCR trap catalytic converter . . . . . . . . . . . . . 28
The tank for reducing agent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

Engine management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32

System overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Check your knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38

3
 Introduction

The technical features

The 2.0 litre TDI engine is offered for the T6 in four power levels from 62 kW to 75 kW and 110 kW to 150 kW.

The main features as key points

- Cylinder block with and without balancer shafts
- VTG turbocharger (62 kW to 110 kW) or bi-turbo
unit (150 kW)
- Delphi common rail system
- SCR system
- Extended sensors
- Temperature management

s564_001

4
The 2.0 litre TDI engine with 62 kW

Technical data Torque and power diagram

[Nm] [kW]
Engine code CXGA 300 100

Cubic capacity 1968 cm3

Design 4-cylinder inline engine

250 80
Valves per cylinder 4

Bore 81 mm

Stroke 95.5 mm
200 60
Compression ratio 15.5:1

Max. power 62 kW at 2750-3750 rpm

Max. torque 220 Nm at

1250-2500 rpm 150 40

Engine management Delphi DCM 6.2

Fuel Diesel acc. to DIN EN 590

100 20
Turbocharging VTG exhaust turbocharger

Exhaust gas Yes

recirculation

Emissions standard EU6 with diesel particulate

1000 2000 3000 4000 5000 [rpm]
filter and SCR system s564_047

The 2.0 litre TDI engine with 75 kW

Technical data Torque and power diagram

[Nm] [kW]
Engine code CXGB 300 100

Cubic capacity 1968 cm3

Design 4-cylinder inline engine

250 80
Valves per cylinder 4

Bore 81 mm

Stroke 95.5 mm
200 60
Compression ratio 15.5:1

Max. power 75 kW at 3000-3750 rpm

Max. torque 250 Nm at

150 40
1500-2750 rpm

Engine management Delphi DCM 6.2

Fuel Diesel acc. to DIN EN 590

100 20
Turbocharging VTG exhaust turbocharger

Exhaust gas Yes

recirculation

Emissions standard EU6 with diesel particulate 1000 2000 3000 4000 5000 [rpm]
filter and SCR system s564_048

5
 Introduction

The 2.0 litre TDI engine with 110kW

Technical data Torque and power diagram
[Nm] [kW]
Engine code CXHA CXFA

Cubic capacity 1968 cm3

Design 4-cylinder inline engine 350 120

Valves per cylinder 4

Bore 81 mm
300 100
Stroke 95.5 mm

Compression ratio 15.5:1

Max. power 110 kW at 3250-3750 rpm 250 80

Max. torque 340 Nm at

1500-3000 rpm
Engine management Delphi DCM 6.2 200 60

Fuel Diesel acc. to DIN EN 590

Turbocharging VTG exhaust turbocharger

150 40
Exhaust gas Yes

s564_049
recirculation

Emissions standard EU6 with diesel particulate filter

and SCR system 100 20
1000 2000 3000 4000 5000 6000
[rpm]

The 2.0 litre TDI engine with 150 kW

Technical data Torque and power diagram
[Nm] [kW]
Engine code CXEB
Cubic capacity 1968 cm3

Design 4-cylinder inline engine 450 140

Valves per cylinder 4

Bore 81 mm
400 120
Stroke 95.5 mm

Compression ratio 15.5:1

Max. power 150 kW at 4000 rpm 350 100

Max. torque 450 Nm at

1400-2400 rpm

Engine management Delphi DCM 6.2 300 80

Fuel Diesel acc. to DIN EN 590

Turbocharging Bi-turbo system

250 60
s564_050

Exhaust gas Yes

recirculation

Emissions standard EU6 with diesel particulate

200 40
filter and SCR system 1000 2000 3000 4000 5000 6000
[rpm]

6
 Engine mechanism

The cylinder block

The cylinder block of the EA288 engine is made from grey cast-iron.
This is an alloy of cast iron and lamellar graphite.
Both variants are produced with and without balancer shafts.
The cylinder block with balancer shafts is fitted in the 2.0 l TDI engine with 150 kW as well as in the 110 kW variant
with the engine code CXFA.

Cylinder block without

balancer shafts

s564_033

Mountings for the balancer

shafts Cylinder block with balancer
shafts

7
 Engine mechanism

The crankshaft group

Due to the high mechanical load, a forged crankshaft with five-way bearings is used in the 2.0 l TDI engine. Instead
of the usual eight counterweights, this crankshaft has four counterweights for balancing the rotating mass forces.
This means the load on the crankshaft bearings is reduced. The toothed belt sprocket for driving the oil pump and
the ring gear for driving the balancer shafts are shrink-mounted onto the crankshaft. The pistons have no inlet valve
chambers. For cooling the piston ring zone, the pistons have a ring-shaped cooling duct. The conrods are
configured as cracked trapezoidal conrods.

Piston with central piston recess

Balancer shaft

Ring-shaped cooling duct

Oil inlet/
outlet
Oil inlet/
outlet
s564_003a

Counterweight

Balancer shaft
s564_003

Gear for driving the balancer shafts

For more information about the crankshaft group, refer to Self-Study Programmes 514
The new diesel engine series EA288 and 547 The 2.0 l 176 kW TDI bi-turbo engine of the diesel
engine series EA288.

8
The dual-mass flywheel with centrifugal pendulum
In the dual-mass flywheel (ZMS), the conventional flywheel mass is divided into the primary flywheel mass and the
secondary flywheel mass.
The primary flywheel mass is connected to the crankshaft. The secondary flywheel mass is connected to the
gearbox.

The bow spring connects the two flywheel masses as a spring damping system. The centrifugal pendulums are on
the secondary side in the dual-mass flywheel, attached after the bow springs. This means the necessary mass of the
pendulums for damping is lower than on the primary side.

The dual-mass flywheel with centrifugal

pendulum

s564_034

Bow spring Centrifugal pendulum

s564_035

Primary flywheel mass

Secondary flywheel mass

For more information about the dual-mass flywheel with centrifugal pendulum, please refer to
Self-Study Programme 542 The Passat 2015.

9
 Engine mechanism

Installation variants
Two different dual-mass flywheels from different manufacturers are used in the T6.

The dual-mass flywheel from ZF is fitted in the T6 with Centrifugal pendulum

the 2.0 l 150 kW TDI engine in conjunction with the
dual clutch gearbox. The maximum torque that can be
transmitted is 500 Nm.

The secondary flywheel mass of this installation

variant has penetrations, which means that the
centrifugal pendulum can be seen from the outside
through the penetrations. This dual-mass flywheel has
6 centrifugal pendulums that are mounted between
the flange and secondary mass on floating bearings.

s563_052
Centrifugal pendulum
visible through the Secondary flywheel mass
secondary flywheel
mass

The dual-mass flywheel from LUK is used in all other Flange Centrifugal pendulum
engine variants of the T6.
The maximum torque that can be transmitted is
450 Nm.

The centrifugal pendulums of this installation variant

are covered by the secondary flywheel mass, and
cannot be seen from the outside. This dual-mass
flywheel has 4 centrifugal pendulums that are
mounted in floating bearings directly on the flange.

s563_051
Secondary flywheel mass

10
The cylinder head
The cylinder head is manufactured from an aluminium alloy. Four valves are fitted per cylinder.
The valve arrangement is the classic design, i.e. the inlet valves are on the inlet side and the exhaust valves on the
exhaust side.
The valve is actuated using roller rocker fingers with compensation elements.

The combustion chamber pressure sender for cylinder 3 G679 is integrated in the glow plug for this cylinder, and is
screwed into the cylinder head like the other glow plugs.

Roller rocker finger with

compensation element

Outlet openings
(shown in red)

s564_004

Inlet openings
(shown in blue)

Outlet valve

Inlet valve Cylinder head housing

For more information about the function of the combustion chamber pressure sender, refer to the
Engine management chapter.

11
 Engine mechanism

The camshaft housing

The inlet and exhaust camshafts are integrated together in one camshaft housing. The exhaust camshaft is driven
by the toothed belt drive. The inlet camshaft is driven via spur gearing by the exhaust camshaft.

The sender wheel for the Hall sender G40 is located on the inlet camshaft. The Hall sender itself is inserted in the
cylinder head cover.

Sender wheel for

Hall sender G40

Intake camshaft

s564_031

Exhaust camshaft

Camshaft housing

Spur gearing

12
 Cooling system

Thermal management
The coolant circuit is made up of two subcircuits:
- the high-temperature circuit
- the low-temperature circuit

s564_016
Legend
1 Main cooler 11 Coolant pump for high-temperature circuit
2 Exhaust gas recirculation cooler V467
3 Heat exchanger for heater 12 Charge air cooling pump V188
4 Engine oil cooler 13 Non-return valve
5 Gear oil cooler 14 Coolant thermostat
6 Coolant pump 15 Pump for cooler of exhaust gas recirculation
7 Low-temperature radiator V400
8 Charge air cooler 16 2/3-way bleeder valve (thermostatic)
9 Injector for reducing agent N474
10 2/3-way valve (thermostatic 65 - 75 C)

13
 Cooling system

High-temperature circuit

s564_018

When the engine is cold, coolant circulates from the coolant pump (6) through the oil cooler (4), the cylinder head,
the cylinder block and the heat exchanger for heater (3). The 2/3-way bleeder valve (16) is opened. It closes at a
coolant temperature of 49 C.
When the engine has reached operating temperature, the coolant thermostat (13) opens at 92 C.

The coolant pump for high-temperature circuit V467 (11) is activated according to the heating requirement and
the coolant temperature. The heating requirement is registered by the control unit of the air conditioning system.
Activation is performed by the engine control unit.

The pump for the exhaust gas recirculation cooler V400 (15) is activated after the ignition is switched on with a
delivery rates of 70% by a PWM signal from the engine control unit. It runs permanently across all operating
ranges. Activation is increased to 100% delivery rates if there is a higher EGR cooling requirement.

14
Low-temperature cooling circuit

s564_019

The liquid-cooled charge air cooling makes it possible for the air temperature in the intake manifold to be
controlled at a nominal value according to requirements. The charge air temperature is controlled by the engine
control unit activating the charge air cooling pump V188 (12). The guidance parameter for activation is the intake
manifold temperature after the charge air cooler.

The coolant circuit for charge air cooling is connected to the engine cooling circuit via a non-return valve and a
throttle for filling and venting. There is no connection to the engine cooling circuit during operation. The injector for
reducing agent N474 (9) is integrated in the low-temperature cooling circuit.

In order to flush out possible air bubbles after filling, a bleeder process must be carried out with the
tester. This involves activating the electric coolant pumps in various combinations. Activation is first
without the engine running, and then at specified engine speeds.

15
 Oil system

The oil and vacuum pump

Drive via the

crankshaft

Cylinder block

Oil pump
s564_039
Vacuum pump

Installation location and drive

The oil pump and the vacuum pump are integrated together in one housing.
The pump housing is bolted onto the underside of the cylinder block. The pumps have a common drive shaft and
are driven via a toothed belt by the crankshaft. The maintenance-free toothed belt runs directly in the oil and is
exclusively tensioned by the centre distance between the toothed belt pulleys.

A riser pipe in the cylinder block (oil supply) carries the oil from the oil pump to the oil pressure control valve N428.
The vacuum pump is connected via a hole in the cylinder block to a connection for the vacuum line that leads to the
engine vacuum system.

16
Structure

Flutter valves

Housing cover

Housing s564_041

Vacuum pump

Control piston

Non-return valve

Vane pump
Input gear with housing
cover

Oil pump Vacuum pump

The oil pump is a vane pump controlled by the flow
rate in which the pumping characteristics of the pump
can be changed by an adjusting ring in an eccentric
mounting. The position of the rotating adjusting ring
changes the delivery volume of the pump, and thus
the drive power of the pump is adapted to the
operating conditions of the engine.
The vacuum pump draws air from the brake servo as
well as from the vacuum system of the engine through
vacuum lines, and directs it through the flutter valves
into the cylinder block. The drawn-in air then flows
through the crankcase breather as blow-by gas into
the intake manifold, and is supplied to the combustion
process.

The oil used for lubricating the vacuum pump passes

through the flutter valve out of the working space of
the vacuum pump into the oil pan.

For more detailed information about the oil system of the EA288 engine series, refer to the Self-Study
Programme 514 The new diesel engine series EA288.

17
 Air control system

Forced induction in the 150 kW engine variant

In the 2.0 l TDI engine with 150 kW, two turbochargers connected in series generate the charge pressure, and
together form a bi-turbo unit. The intake air is pre-compressed by the low-pressure turbocharger at low engine
speeds, with the main compression being performed by the high-pressure turbocharger (two-stage operation).
At high engine speeds, the low-pressure turbocharger compresses the intake air alone (one-stage operation).

Compressor bypass valve

Vacuum unit for guide vane

adjustment

High-pressure turbocharger
with adjustable guide vanes

Exhaust manifold

s564_005

Low-pressure exhaust
turbocharger

Vacuum unit for exhaust flap

Vacuum unit for wastegate flap

Special features of the turbocharger system with bi-turbo unit:

- High-pressure turbocharger with adjustable guide vanes, small turbine and small compressor wheel.
This means a fast response is achieved at low engine speeds.
- Low-pressure turbocharger with large turbine wheel and large compressor wheel. This achieves a high charge
pressure at high engine speeds. As a result, a high engine power is achieved at high engine speed.
- Compact design: The high and low-pressure turbochargers are directly mounted on the exhaust manifold.

The other power variants of the 2.0 l TDI engine in the T6 use a turbocharger system with an
individual VTG turbocharger.

18
Overview of the charge air system

s564_020

Legend
1 Air filter 13 Exhaust gas recirculation cooler
2 Air mass meter G70 14 Exhaust gas temperature sender 1 G235
3 Compressor wheel of the low-pressure 15 Turbine bypass flap
turbocharger 16 Vacuum unit for exhaust flap with position
4 Charge pressure sender 2 G447 sender 2 for charge pressure positioner G580
5 Compressor wheel of the high-pressure 17 Valve for turbine changeover N259
turbocharger 18 Turbine of the high-pressure turbocharger
6 Compressor bypass valve 19 Charge pressure control solenoid valve N75
7 Throttle valve module GX3 20 Vacuum unit for guide vane adjustment with
8 Charge pressure sender G31 position sender for charge pressure positioner
9 Intake air temperature sender G42 G581
10 Charge air cooler 21 Wastegate flap
11 Charge air temperature sender after 22 Vacuum unit for wastegate flap
charge air cooler G811 23 Solenoid valve 2 for
12 Control motor for exhaust gas recirculation charge pressure control N274
GX5 24 Turbine of the low-pressure turbocharger

19
 Fuel system

Depending on the power variant, the 2.0 l TDI engine in the T6 has two different fuel systems:
- Injection system with single-plunger high-pressure pump in the 62 kW, 75 kW and 110 kW variants
- Injection system with dual-plunger high-pressure pump in the 150 kW variant

Injection system
with single-plunger high-
pressure pump

Injection system
with dual-plunger high-
pressure pump

s564_032

Both systems are manufactured by Delphi.

In addition to the configuration of the high-pressure pump, they also differ with regard to the version of the
high-pressure accumulator (rail), the number of high-pressure lines and the size of bore in the injectors used.

When renewing the injectors, make sure that you use the injectors specified for the particular power
variant in ELSA. The various injectors only differ in their bore diameter, and from the outside they can
only be distinguished by means of the part number.

20
The injection system with single-plunger high-pressure pump
Overview

s564_022

Legend
1 Fuel pump Fuel high pressure up to 2000 bar
2 Fuel tank
Fuel supply pressure 4.0-6.0 bar
3 Fuel filter
Fuel return pressure from the injectors
4 Single-plunger high-pressure pump
4.0-6.0 bar
5 Fuel temperature sender G81
6 Fuel pressure sender G247 Fuel return pressure 0 -0.3 bar
7 Fuel rail (high-pressure accumulator)
8 Fuel pressure regulating valve N276
9 Injectors N30, N31, N32, N33
10 Fuel metering valve N290

Special features
- High-pressure pump with single plunger and one high-pressure outlet
- One fuel high-pressure line between the pump and high-pressure accumulator
- High-pressure accumulator with one high-pressure connection
- 8-hole injectors with 700 ml

21
 Fuel system

Fuel system in detail

Single-plunger high-pressure pump

The high-pressure pump is operated via the ancillary Fuel metering valve
drive. The pressure piston is actuated by a plunger N290
mounted in a roller.
Driven axle Return
The fuel metering valve N290 is integrated in the
high-pressure pump. The compressed fuel is carried
along a high-pressure line at a pressure of up to
2000 bar to the high-pressure accumulator.
The pump capacity is maximum 0.42 cm3/rev.

Supply

High-pressure connection to high-pressure

accumulator s564_007

High-pressure accumulator

The high-pressure accumulator has a volume of Regulating valve for

fuel pressure N276
12.3 cm3. It is connected to the high-pressure pump
via a high-pressure line, and is somewhat shorter than High-pressure connectors
the high-pressure accumulator of the dual-plunger to the injectors
high-pressure pump. The fuel pressure regulating
Return
valve N276 and the fuel pressure sender G247 are
screwed into the high-pressure accumulator.

High-pressure
accumulator

High-pressure connection to
single-plunger high-pressure
s564_009 pump

Fuel pressure sender G247

For more information about the single-plunger high-pressure pump, please refer to Self-Study
Programme 465 The 1.2 l 3-cylinder TDI engine with common rail Injection system.

22
The injection system with dual-plunger high-pressure pump
Overview

s564_021

Legend
1 Fuel pump
Fuel high pressure up to 2000 bar
2 Fuel tank
3 Fuel filter Fuel supply pressure 4.0-6.0 bar
4 Dual-plunger high-pressure pump Fuel return pressure from the injectors
5 Fuel temperature sender G81 4.0-6.0 bar
6 Fuel pressure sender G247 Fuel return pressure 0 -0.3 bar
7 Fuel rail (high-pressure accumulator)
8 Fuel pressure regulating valve N276
9 Injectors N30, N31, N32, N33
10 Fuel metering valve N290

Special features
- Dual-plunger high-pressure pump with two high-pressure outlets
- Two fuel high-pressure lines between the pump and high-pressure accumulator
- High-pressure accumulator with two high-pressure connections
- 8-hole injectors with 900 ml

23
 Fuel system

Fuel system in detail

Dual-plunger high-pressure pump

This high-pressure pump is also operated via the Fuel metering valve N290 High-pressure
ancillary drive. In this case, in contrast to the connection to high-
pressure accumulator
single-plunger high-pressure pump, the pressure
Driven axle
piston is actuated by a slide.

The fuel metering valve N290 is integrated in the

high-pressure pump. The compressed fuel is carried
along a high-pressure line at a pressure of up to
2000 bar to the high-pressure accumulator.
The pump capacity is maximum 0.7 cm3/rev.

Supply

Return

s564_008
High-pressure connection to high-pressure
accumulator

High-pressure accumulator

The high-pressure accumulator has a volume of

18 cm3. It is connected to the high-pressure pump via Regulating valve for
two high-pressure lines, and is somewhat longer than fuel pressure N276
the high-pressure accumulator of the single-plunger
High-pressure connectors
high-pressure pump. In this case too, the fuel pressure to the injectors
regulating valve N276 and the fuel pressure sender
G247 are screwed into the high-pressure Return
accumulator.

High-pressure
accumulator

High-pressure connections to
dual-plunger high-pressure
s564_010 pump

Fuel pressure sender G247

24
The injectors
The injectors in both fuel systems differ only with regard to the bore diameter of the injection ducts. Structure and
mode of function are identical.

20-digit correction value on Structure and function

the head
There is a data carrier on the head of the injectors.
This data carrier has a 20-digit correction value for
Connection to the high-pressure the injectors imprinted on it. The correction value is
accumulator (rail) ascertained during production for each injector on a
test bench. It describes the injection properties of this
s564_055 precise injector.
Connection to the
fuel return The injectors are attached in the cylinder head using
clamping claws. Their task is to inject the correct
Electrical quantity of fuel into the combustion chambers at the
connection right time. For this purpose, they are activated by the
engine control unit.

If the solenoid valve is not activated, the pressure

conditions at the nozzle needle and in the control
space are the same. The injector remains closed.
When the solenoid valve is activated, the valve opens
the fuel return and the pressure in the control space is
dissipated. Now, the injection starts.
The solenoid coil is not activated to finish the injection.
Solenoid coil
The valve closes the return, the pressure in the control
Valve spring space rises and the nozzle needle closes with the help
of the nozzle needle spring.

Valve

Nozzle needle
spring

Nozzle needle

s564_053

For more information about the injectors,

refer to Self-Study Programme 465
The 1.2 l 3-cylinder TDI engine with
common rail injection system.

25
 Fuel system

Activation phases

It is necessary for the correction value on the head of Characteristic map of the activation phases
the injector to be entered in the engine control unit so [A]
that the activation of this injector can be individually Control current
controlled within the entire characteristic map, and
corrected across the full correction range.
This permits precise control of the injection quantities.
It contributes to reducing fuel consumption and
exhaust emissions as well as allowing the engine to
run more smoothly. The signals from the two knock [s]
sensors are one of the main measuring parameters. s564_056

Valve closed and Valve open and Valve open and

nozzle needle closed nozzle needle closed nozzle needle open

s564_057 s564_059 s564_061

Valve Valve Valve

Nozzle Nozzle Nozzle

needle needle needle
s564_058 s564_060 s564_062

The solenoid valve is activated.
The control current increases to
approx. 23 A with a voltage of
12 V.
The injector still remains closed
during this phase.
The valve lifts out of its seat.
The control current is regulated at
the holding current of approx.
9 A. In this phase, the nozzle
needle also starts to lift.
The nozzle needle is open and
injection takes place.
The injection quantity is
determined by the time duration of
activation.

26
 Exhaust gas post-treatment

Overview of the exhaust post-treatment system

The structure of the exhaust post-treatment is identical for all output stages of the 2.0 l TDI engine in the T6.
The oxidation catalytic converter is connected to the particular turbocharger system. The diesel particulate filter
with SCR trap catalytic converter is connected as a module with a corrugated tube as the transition. The injector for
reducing agent N474 is installed in this module. In addition to the exhaust gas temperature sensors (G235, G448,
G495, G648) and the NOx sender (G687), a new sensor is fitted after the SCR trap catalytic converter for
registering the soot particle emissions (particulate sensor G784).

The injector for reducing agent is supplied with reducing agent (AdBlue) from the tank for reducing agent by means
of the reducing agent pump unit (GX19). The tank for reducing agent has a capacity of approx. 13 litres. The range
is approx. 5200 km. In addition to a fill level sensor, the delivery pump and the heater, the pump module also
contains a quality sensor for monitoring the quality of the reducing agent (sensor for reducing agent quality G849).

Bi-turbo unit

Oxidation catalytic
converter
Corrugated tube

Reducing agent tank

Injector for reducing

Particulate sensor agent
Silencer
Diesel particulate filter with
SCR trap catalytic converter

NOx sensor

The precise function of the particulate

sensor G784 and the sensor for reducing
Rear silencer
agent quality G849 in the tank for
s564_011 reducing agent is described in the Engine
management chapter.

27
 Exhaust gas post-treatment

The diesel particulate filter with SCR trap catalytic converter

Corrugated tube

Injector for
reducing agent
Particulate
sensor

s564_012

Diesel particulate filter

SCR trap catalytic converter

Exhaust temperature sender
NOx sender

Silencer

Structure and function

The diesel particulate filter and SCR trap catalytic converter are combined into one module. The SCR system
(Selective Catalytic Reduction) is used in the T6 to achieve the EU6 emissions limits. This means that in this part of
the exhaust post-treatment, only the nitrogen oxides (NOx) specifically are reduced amongst the exhaust gas
constituents.
These are converted in the SCR trap catalytic converter (SCR catalytic converter) into nitrogen (N2) and water
(H2O). For this purpose, a reducing agent (AdBlue) is continuously injected into the exhaust gas stream via the
injector for reducing agent; this injector is cooled by means of coolant.
The injector is installed at the front in the module comprising the diesel particulate filter and SCR trap catalytic
converter.

28
Injector for reducing agent
Installation location and task
The injector for reducing agent N474 is installed in
front of the module comprising the diesel particulate
filter and SCR trap catalytic converter. It is integrated
in the low-temperature coolant circuit of the thermal
management system, and its task is to inject a dosed
amount of reducing agent into the exhaust gas stream
after the oxidising catalytic converter.

Injector for
reducing agent

s564_043

Structure and function

The injector for reducing agent is a solenoid valve.
Reducing agent line connection
It is activated by the engine control unit with a
pulse-width modulated signal. The required quantity
of reducing agent is calculated by a calculation
model in the engine control unit that is based on a
theoretical nitrous oxide proportion in the exhaust gas
mass flow. To calculate the nitrous oxide proportion in
the exhaust gas, the signals from the temperature
Electrical
connection sensors are evaluated as well as those from the
Cooling con- pressure sensors, the masses of the drawn-in air, the
Solenoid valve nections recirculated exhaust gases and the injected fuel.
The coolant jacket not only protects the mechanical
components but also the electrical connection of the
s564_042 valve against overheating.

For more information about the injector for reducing agent, refer to Self-Study Programme 540
The selective catalytic reduction exhaust post-treatment system in the Passat 2015.

29
 Exhaust gas post-treatment

The tank for reducing agent

Control unit for reducing agent
heating J891

Reducing agent tank

Filling pipe

Pump unit for reducing

agent dosing system
GX19

Sensor for reducing agent quality G849

s564_015

Structure and function

The tank for reducing agent is made of plastic. Its capacity is approx. 13 litres. It is fitted under the vehicle floor in
the vicinity of the driver's seat. The filling connection is located under the fuel filler pipe behind the tank flap.
The pump unit for reducing agent glazing system GX19 is firmly integrated into the tank and cannot be individually
renewed. The pump for reducing agent V437 represents an exception to this.
The sensor for reducing agent quality G849 is new in the T6.

The precise function of the sensor for reducing agent quality in the tank for reducing agent is
described in the Engine management chapter.

30
The pump unit for the reducing agent dosing system
Installation location and task
The following components are integrated in the pump unit for reducing agent dosing system GX19:
- Pump for reducing agent V437
- Tank sensor for reducing agent G684
- Heater for tank for reducing agent Z102
- Reducing agent temperature sender G685

Pump for reducing agent V437

Heater for
tank for reducing agent
Z102

Connection
Reducing agent line

Electrical connection

Temperature sender for

reducing agent G685
s564_046

Tank sensor for reducing agent G684

For more information about the pump unit for reducing agent dosing system GX19, refer to
Self-Study Programme 540 The selective catalytic reduction exhaust post-treatment system in the
Passat 2015.

31
 Engine management

System overview

Sensors

Engine speed sender G28

Hall sender G40
Heater for reducing agent
line (heating circuit 2) Z104
Air mass meter G70

Coolant temperature sender G62

and coolant temperature sender 3 G812
Coolant temperature sender
at radiator outlet G83
Charge pressure sender G31 Heater for reducing agent
and charge pressure sender 2 G447 tank (heating circuit 1) Z102

Charge higher temperature sender before

and after charge air cooler G810 and G811

Fuel temperature sender G81 Control unit for

reducing agent
Fuel pressure sender G247 heating
J891
Exhaust gas recirculation valve 1 GX5

Lambda probe 1 before catalytic converter Control unit for NOx sender 2
GX10 J881 with NOx sender 2 G687
Exhaust gas temperature sender 1-4
G235, G448, G495, G648
Pressure differential sender G505
Temperature sender 2 and 3 for exhaust gas
recirculation G690 and G949

Intake manifold sender GX9

Control unit for sensor electronics
J849 with particulate sensor G784
Sender for variable intake manifold position
G513
Throttle valve module GX3
CAN data
Knock sensor 1 and 2 G61 and G66
bus
Position sender for charge pressure positioner Drive
G581 and position sender 2 for charge
pressure positioner G580
Combustion chamber
Sensor for reducing agent quality G849
pressure sender for
cylinder 3 G679
Pump unit for reducing agent dosing system
GX19
Tank sender for reducing agent G684 Accelerator pedal
Reduction agent temperature sender G685 module GX2

Gearbox neutral position sender G701 Brake light switch F

Oil pressure switch for reduced oil pressure
F378
Oil level and oil temperature sender G266
Clutch position sender
Oil pressure switch F1 G476

32
 Actuators
Fuel pump control unit J538
Warning lamp for
Fuel delivery unit GX1
pre-glow time K29
Fuel system pressurisation pump G6

Exhaust emissions
warning lamp K83 Injectors for cylinders 1-4
N30, N31, N32, N33
Warning lamp for
diesel particulate Fuel metering valve N290
filter K231
Control valve for fuel pressure N276

Charge pressure control solenoid valve N75

Control unit in dash Charge pressure control solenoid valve 2 N274

panel insert J285

Injector for reducing agent N474

CAN data bus

Comfort
Throttle valve module GX3

Diagnostic interface for

data bus J533 Exhaust gas recirculation valve 1 GX5

Exhaust gas recirculation cooler change-over

valve N345

Valve 1 for camshaft adjustment N205

Diagnostic connector Pump for exhaust gas recirculation cooler V400

Charge air cooling pump V188

Coolant pump for high-temperature circuit V467

Oil pressure control valve N428

Engine control unit J623 Lambda probe 1 before catalytic converter

GX10

Heater element for crankcase breather N79

Control unit for automatic glow timer J179

s564_044 Glow plugs 1-4 Q10, Q11, Q12, Q13

33
 Engine management

Sensors
Various innovative sensors are used in the 2.0 l TDI engine in the T6. Their structure and mode of function are
described below.

Combustion chamber pressure sender for cylinder 3 G679

Installation location and structure

The combustion chamber pressure sender is

integrated in the glow plug of the third cylinder.
Advantages of cylinder pressure-controlled
combustion regulation:
- Precise control of the injection timing and quantity
- Adaptation of the injection quantity tolerances of
the injectors over the operating time
- More stable and smoother engine running across
all cylinders
- Adaptation of the injection under cylinder
distortion due to high exhaust gas recirculation s564_029
rates and different fuel qualities Combustion chamber pressure sender for
cylinder 3 G679

Mode of function Combustion chamber

pressure sender in the
glow plug
The measuring principle of the combustion chamber
pressure sender for cylinder 3 G679 is based on a
heating rod that can move in an axial direction, and
transfers the combustion pressure in the cylinder to a s564_040
measuring diaphragm. Strain gauges are installed on
Strain gauge
this measuring diaphragm which change their Heating rod
electrical resistance under deformation.
Integrated evaluation electronics use the resistance
valve to calculate an analogue voltage signal in
proportion to the measured cylinder pressure, which pcombustion chamber
is sent to the engine control unit. Resistance Measuring
diaphragm

pcombustion chamber
Resistance
s564_045

34
Sensor for reducing agent quality G849
Installation location and task
s564_013
The reducing agent quality sensor is inserted into the
reducing agent tank from underneath. It monitors the
reducing agent concentration.
If the sensor detects that the urea concentration is
falling or inadequate, for example because the tank
has been filled up with water, a warning message is
output via the engine control unit.

Reducing agent tank

Sensor for reducing agent quality

Structure and function

Simply put, the sensor consists of an ultrasound

Ultrasound pulse
Reducing agent (urea)
Sound source/receiver Reflector
tNOM - tACT = 0 >> concUREA = OK
source with an ultrasound receiver and a reflector.
When the sound source triggers an ultrasound pulse,
this requires a particular time to travel to the reflector
and back to the receiver. The time taken by the pulse
depends on the density of the medium through which
it passes. The medium is the reducing agent. Its
density depends on the urea concentration
(concUREA).
As a result, the time taken by the ultrasound pulse to
travel through the original reducing agent is different
from when it travels through a diluted reducing agent.
The travel time value for the undiluted, original
reducing agent is stored in the centre electronics as a
reference value (nominal value tNOM). This is
s564_024 compared with the currently measured travel time
value (actual value tACT). If a difference is measured
between the nominal and actual values, the sensor
electronics evaluate this and send the result to the
engine control unit as a quality signal.

tNOM - tACT 0 >> concUREA = not OK s564_025

35
 Engine management

Particulate sensor G784

Installation location and task
Sensor electronics
The particulate sensor consists of the sensor itself and
the sensor electronics. Both are spatially separated
from one another, and are connected together using
a fixed line.
The sensor is screwed into the exhaust pipe after the
Sensor
diesel particulate filter, as the last sensor in the
system. The sensor electronics are screwed onto the
floor panel from underneath.

The task of the particulate sensor is to monitor the

NOx sensor
mass of soot particles remaining after the diesel
Exhaust temperature sender
particulate filter. If an excessive particulate mass is
measured at the end of the exhaust system, the Diesel particulate filter with
SCR trap catalytic converter s564_054
engine control unit activates the warning light for the
diesel particulate filter. The system must be checked.

Structure and function

The sensor contains a ceramic substrate onto which Ceramic substrate

two intermeshing conductor paths are applied.
The two conductor paths do not touch one another.
There is a potential difference (voltage, U) between Conductor paths
the conductor path, which causes an electrical field to
form. If there are no soot particles, no current (I) flows
between the conductor paths. This means there is a
measurable, high electrical resistance (R).
Soot particles are electrically conductive because of
the carbon they contain, which means that a current
begins to flow when soot particles are deposited on
the ceramic substrate as soon as they enter the
electrical field between the two conductor paths.
This causes the electrical resistance between the
conductor paths to decrease.

s564_026

36
Soot particles The intensity of the current that can be measured, or
the level of electrical resistance, can thus be used as a
measure of the soot particle emissions.

When an exhaust system is functioning correctly, only

a few soot particles will be deposited on the ceramic
substrate of the sensor. This means only a small
current will flow between the international conductor
paths given a constant sensor voltage, and the sensor
electronics measure a high electrical resistance.

s564_027

If the diesel particulate filter is defective, it allows

more soot particles to pass through it. As a result,
more particles can be deposited on the ceramic
substrate, and a larger current flows. The sensor
electronics now measure a lower resistance. If the
resistance value falls below a predetermined limit, this
triggers the engine control unit to activate the
warning light for the diesel particulate filter and to
store an entry in the fault memory. The ceramic
surface of the sensor is periodically cleaned by
burning off.

s564_028

37
 Test your knowledge

Which answer is correct?

One or more of the model answers could be correct.

1. How many counterweights does the crankshaft have in the 2.0 l TDI engine?

a) 4

b) 6

c) 8

2. What are the names of the two subcircuits in the cooling system?

3. What is the function of the particulate matter sensor?

a) It measures the weight of the soot particles.

b) It monitors the function of the diesel particulate filter.

c) It supplies information to the engine control unit about when a regeneration of the diesel particulate filter
is required.

4. What is the sensor for the reducing agent quality for?

a) It detects that only genuine reducing agent from Volkswagen is being used.

b) It monitors the concentration of reducing agent (urea) in the reducing fluid.

c) It detects if the SCR tank is overfilled.

38
5. How is a rapid response of the biturbo engine achieved at low engine speeds?

a) By having a small turbine and a small compressor wheel in the high pressure turbocharger.

b) By having a large turbine and a large compressor wheel in the high pressure turbocharger.

c) The turbocharger switches to single-stage operation.

6. How have the flywheel masses been reduced?

a) The centrifugal pendulums are only on the primary side.

a) The centrifugal pendulums are only on the secondary side.

c) The centrifugal pendulums are distributed between the primary and secondary sides.

1. a); 2. High-temperature circuit, low-temperature circuit; 3. b); 4. b); 5. a); 6. b)

Solutions:

39
 564

VOLKSWAGEN AG, Wolfsburg

All rights reserved. Subject to technical modifications.
000.2813.21.20 Technical status 12/2015

Volkswagen AG
Volkswagen Commercial Vehicles
Vertrieb After Sales NV-K/K
Brieffach 2940
D-30405 Hannover

This paper was manufactured using pulp bleached without the use of chlorine.