892103 the 2001 EuroVan With the 2.8-Liter 24-Valve VR6 Engine and Electronic Stabilization Program

The 2001 EuroVan

With the 2.8-Liter24-Valve VR6 Engineand ElectronicStabilization Program

Volkswagen of America, Inc.3800 Hamlin RoadAuburn Hills, MI 48326Printed in U.S.A.May 2001

Self-Study ProgramCourse Number 892103

Volkswagen of America, Inc.Service TrainingPrinted in U.S.A.Printed 5/2001Course Number 892103

Copyright Volkswagen of America, Inc.

All rights reserved. All information containedin this manual is based on the latest productinformation available at the time of printingand is subject to the copyright and otherintellectual properly rights of Volkswagen ofAmerica, Inc. All rights are reserved to makechanges at any time without notice. No part ofthis publication may be reproduced, stored ina retrieval system, or transmitted in any formor by any means, electronic, mechanical orphotocopying, recording or otherwise, nor maythese materials be modified or re-posted toother sites, without the prior permission of thepublisher.

All requests for permission to copy andredistribute information should be referred toVolkswagen of America, Inc.

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

Table of Contents

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

2001 EuroVan, GLS and MV,MV Weekender, EuroVan Camper

VR6 Engine ................................................................................5

The 2.8-Liter 6-Cylinder 24-Valve Engine,Block and Pistons, Cylinder Head, Valve Train Operation,Variable Valve Timing, Camshaft Adjustment Valves,Why Variable Valve Timing?, Intake Camshaft Adjustment,Exhaust Camshaft Adjustment, Variable Intake Manifold,Performance Port Valve Actuation,Principles of Variable Intake Manifold Operation

Engine Management.............................................................. 27

The Motronic ME 7 System, ME 7 Architecture,Pathways, Assumed Functions, System Overview,Camshaft Position (CMP) Sensor G40 and CamshaftPosition (CMP) Sensor 2 G163, Ignition Coils 1-6 withPower Output Stages (N70, N127, N291, N292,N323, and N324)

Electronic Stabilization Program .......................................... 34

Introduction, Glossary, Control Process,The System and Its Components, System Overview,Design and Function

2001 U.S./Canadian EuroVan .................................................54

Standard Equipment List,EuroVan GLS 2.8L VR6 – 4V Technical Specifications,EuroVan MV 2.8L VR6 – 4V Technical Specifications,EuroVan Camper 2.8L VR6 – 4V Technical Specifications

Teletest .....................................................................................73

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

The Self-Study Program is not a Repair Manual!

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

Important/Note!

New !

i

Introduction

1

New features include a new 2.8-liter24-valve VR6 engine, with four valves percylinder and variable valve timing,developing 201 horsepower (150 kW).

The addition of the Electronic StabilizationProgram (ESP) marks the first use byVolkswagen in the North American marketof this important safety feature.

The 2001 EuroVan is the continuation of thetradition begun in 1950 with the originalVolkswagen Transporter. Today’s versionoffers many new features to increasedriveability, passenger comfort, and safety.

Four versions of the EuroVan will beoffered for the U.S. market. These are theGLS, MV, MV Weekender, and the EuroVanCamper. Three versions will be offered inthe Canadian market; the GLS, MV, andMV Weekender. The EuroVan Camperwill not be offered in Canada.

2001 EuroVan

892103/002

Introduction

2

GLS and MV

892103/003

New equipment for the GLS and MVincludes:Engine

• 2.8L 201 hp (150 kW), 181 lbs-ft(245 Nm) torque, 6-cylinder VR6 24-valve,15° V, gas

• Enhanced On-Board Diagnostics (OBD II)Emissions

• On-board Refueling Vapor Recovery(ORVR)

• Transitional Low Emissions Vehicle(TLEV) emissions concept

• Premium unleaded fuel requiredTraction Control

• Anti-Slip Regulation (ASR) and ElectronicStabilization Program (ESP)

Front Brakes

• New 300 mm front brakes(from 280 mm)

Lights, Front/Rear

• Front foglights (without washers)

Tires

• P225/60 R 16 H, all seasonWheels/Covers

• New 16” alloy wheels (from 15”)Theft Deterrent

• Immobilizer III theft deterrent systemDoors

• Lockable storage box in left doorKeys

• Folding key with new designRadio/Audio

• Premium V, 6-speaker AM/FM cassettestereo sound system

Restraint System

• Child seat tether anchorage points, thirdrow (FMVSS 225)

Seating, Rear

• Two individual middle row seats replacingbench (GLS only)

Introduction

3

892103/004

New equipment for the MV Weekenderincludes:Engine



• On-board Refueling Vapor Recovery(ORVR)


• Premium unleaded fuel requiredTraction Control

• Anti-Slip Regulation (ASR) andElectronic Stabilization Program (ESP)

Front Brakes


Lights, Front/Rear

• Front foglights (without washers)

Tires

• P225/60 R 16 H, all seasonWheels/Covers

• New 16” alloy wheels (from 15”)Theft Deterrent



• Folding key with new designRadio/Audio

• Premium V, 6-speaker AM/FM cassettestereo sound system

Restraint System


MV Weekender

Introduction

4

Lights, Front/Rear

• Front foglights (without washers)Tires

• P225/60 R 16 H, all seasonTheft Deterrent



• Folding key with new designRestraint System


892103/005

EuroVan Camper*

New equipment for the EuroVan Camperincludes:Engine



• On-board Refueling Vapor Recovery(OVR)


• Premium unleaded fuel requiredFront Brakes


*Camper not available in Canada.

VR6 Engine

5

The 2.8-Liter 6-Cylinder24-Valve Engine

The 6-cylinder 24-valve engine is adevelopment of the previous generation15-degree VR6. The main mechanicaldifferences are in the cylinder headarea due to the introduction of four valvesper cylinder. Another new feature isthe introduction of a new variable valvetiming system, enabling the intake andexhaust cams to be controlledindependently. The variable intakemanifold already in use on Golf and Jettamodels equipped with the VR6 engine isbeing introduced for the first time onthe EuroVan.

892103/072

The Technical Data

Nm

320

280

240

200

160

120

80

40

lbs-ft

236

207

177

148

118

89

59

30

kW

160

140

120

100

80

60

40

20

hp

214

188

161

134

107

80

54

27

0 1000 2000 3000 4000 5000 6000 7000

Speed (RPM)

Ou

tpu

t

To

rqu

eedoCenignE KXA

ngiseD ,ekorts-ruofrednilyc-6V°51

eroB )mm0.18(ni91.3

ekortS )mm3.09(ni45.3

tnemecalpsiD mc2972(niuc3.071 3)

oitaRnoisserpmoC 1:0.01

rewoPmumixaM @)Wk051(ph102mpr0026

euqroTmumixaM @)mN542(tf-sbl181mpr0054

tnemeganaMenignEmetsyS

1.7EMcinortoM

stnemeriuqeRleuF dedaelnUmuimerPIKA19(enilosaG

)dednemmocer

VR6 Engine

6

Block and Pistons

The layout of the block is identical tothat of the previous 15-degree VR6 engine.It is made from gray cast iron with sixcylinders divided in two banks. The cylindernumbering begins at the side opposite theflywheel and on bank 1.

The pistons have a new design and thecombustion chamber is located in thecylinder head. On previous versions, the

892103/007

Bank 2 Bank 1

Oil Non-Return Valve

combustion chamber was located in thepiston crown.

The piston crowns have four recessesto prevent impact with the valves.The recesses for the intake valves aredeeper than for the exhaust valves andshould be installed facing the inside of theV on the block.

Cylinder Head

The cylinder head is a cross-flow type andhas four valves per cylinder. It has twocamshafts, one exhaust and one intake,connected by the upper timing chain.

The manufacturing technique used for thecamshafts is completely new, since theshafts are hollow with separate cam lobes.These are press fitted on the cam duringmanufacture using hydraulic pressure(hydro-forming).

VR6 Engine

7

The advantages of this camshaftmanufacturing technique are:

• Reduction of weight for the hollow shaft

• Use of material with resistance tobending for the shaft

• Use of material with specific frictioncharacteristics for the cams

892103/008

Upper Timing Chain

IntakeCamshaft

IntakeCamshaftAdjuster

Hollow ShaftExhaust Camshaft

RollerCamFollower Hydraulic

Compensator

VR6 Engine

8

In order for each camshaft to operatevalves in both cylinder banks, the valvestems have different lengths to

compensate for the difference in thedistance between the cams and thecylinder banks.

892103/009

Cylinder Head Cross-Section View, Cylinders 1, 3, and 5

IntakeValve

ExhaustValve

HydraulicCompensator

Roller CamFollower

9

892103/010

Cylinder Head Cross-Section View, Cylinders 2, 4, and 6

IntakeValve

ExhaustValve

The valves are actuated by rocker armswith integral roller cam followers, andhydraulic compensating units. Therefore,no maintenance adjustments are required.

VR6 Engine

The intake and exhaust manifolds for eachcylinder bank have different cross-sectionsto ensure that both cylinder banks receivethe same air speed and volume.

24E32A

Valve Train Operation

The timing mechanism is operated bytwo chains, two hydraulic tensioners,and five sprockets, one for each camshaft,one on the crankshaft, and two on theintermediate shaft.

The lower chain connects the crankshaftto the intermediate shaft, and the upperchain transmits the movement fromthe intermediate shaft to the camshafts.Tension on each chain is maintained by anautomatic hydraulic tensioner.

The tensioners and timing marks for theupper and lower chains are similar to thoseon the previous 2.8-liter VR6 engine.Special tool T10068 is needed to lock thetwo camshafts when doing the timing.When the camshafts or timing adjustersare dismantled and reassembled, theymust be synchronized.

Therefore, it is necessary to locate bothtiming adjusters in the setup position wheninstalling them to the camshafts. The chainmust then be installed so that the platedlinks of the top chain coincide with themarks on the sprockets.

MainBearingCap

CrankshaftTiming Marks

CamshaftTiming Marks

IntakeCamshaftAdjuster

VR6 Engine

10

VR6 Engine

892103/011

Crankshaft

Valve 1 for CamshaftAdjustment N205 Exhaust

CamshaftAdjuster

CamshaftAdjustmentValve 1(Exhaust)N318

Special ToolT10068

Tensioner forUpper Chain

IntermediateShaft

Tensioner forLower Chain

IntermediateShaftTiming Mark

11

10

VR6 Engine

12

Variable Valve Timing

All the components relating to the variabletiming system are located in the cylinderhead, at the flywheel side of the engine.

The system is composed of a support,which houses the various oil passages, twocamshaft adjusters, two solenoids (Valve 1for Camshaft Adjustment N205 andCamshaft Adjustment Valve 1 (Exhaust)N318), and the upper timing chain, whichtransmits movement from the intermediateshaft to both camshafts.

The variable timing system allowsthe opening and closing points of the

exhaust and intake valves to bemodified independently.

The camshaft timing adjustment isaccomplished using a hydraulic circuitwhich passes oil pressure to the timingadjusters. This is achieved with the aid ofthe two solenoids. Valve 1 for CamshaftAdjustment N205 controls the passage ofoil to the intake cam, and CamshaftAdjustment Valve 1 (Exhaust) N318 controlsthe passage of oil to the exhaust cam.

The Motronic Engine Control Module J220governs the operation of both solenoids.

Valve 1 forCamshaftAdjustmentN205

Intake Camshaft AdjusterUpper Timing Chain

Support

ExhaustCamshaftAdjuster

Camshaft AdjustmentValve 1 (Exhaust) N318 892103-012

VR6 Engine

13

Both timing adjusters consist of the samecomponents:

• Sprocket

• Base cylinder

• Rotor

• Cover

• Camshaft position sensor reluctor

The sprocket, base cylinder and cover arebolted together in a single assembly anddriven by the upper timing chain.

The rotor and the camshaft position sensorreluctor are fixed to the camshaft by themounting bolt. The mounting position ofthese components is unique and set withthe aid of locating lugs.

The position of the rotor in relationship tothe base cylinder is modified by the oilpressure controlled by the two solenoids.The movement of the rotor, which alsorotates the camshaft, is limited by thewidth of the chambers in the base cylinder.

The chambers for the intake and exhauston the base cylinder have different widths,consequently the intake cam shaft canrotate up to 25° (50° of crankshaft) whilethe exhaust camshaft can only rotate 11°(22° of crankshaft) from its initial position.

More information on the functionof camshaft position sensors canbe found in the Motronic ME 7system section of this SSP.

Sprocket

Camshaft

Chain

RotorCamshaft PositionSensor Reluctor

Bolt

Cover

Tooth ofBase Cylinder

Base Cylinder

892103-013

VR6 Engine

14

The oil pressure from the pump reachesthe solenoids through different passages.To ensure proper system operation, aminimum oil pressure of 10 psi (70 kPa)is required.

The solenoids direct oil to the A or Bchambers in the camshaft adjusters.

When there is pressure in the A chambers,the rotor will remain in its initial position.

When the pressure is directed to the Bchambers, the rotor moves and advancesthe opening and closing of the valves.

The solenoids have bleed orifices throughwhich the oil from the non-pressurizedcamshaft adjuster chambers can escapeduring rotation of the rotor.

Idling Position

When the engine is idling or running atless than 1200 rpm and under light load,the Valve 1 for Camshaft Adjustment N205will be in the rest position. It will directoil pressure to the A chambers of theintake camshaft adjuster, to maintain theintake rotor in its initial position.Consequently, the intake valves will open25° after top-dead-center (TDC).

During this operating condition, when thespeed does not exceed 1200 rpm, theCamshaft Adjustment Valve 1 (Exhaust)N318 is energized and oil pressure reachesthe B chambers of the exhaust camshaftadjuster, causing the exhaust rotor tomove. This provokes an advance of 22° inthe closing of the exhaust valves, or inother words, closure 25° before TDC.

Camshaft AdjustmentValve 1 (Exhaust) N318

Bleed OrificeOil Entry

Bleed Orifice

Valve 1 for CamshaftAdjustment N205

Chamber A

ExhaustCamshaftIntake CamshaftBase Plate

Support

Exhaust Camshaft AdjusterChamber BIntake Camshaft AdjusterRotor

892103/014

VR6 Engine

15

Working Position

When the engine is running above 1200rpm and under load, the position of theintake camshaft will be gradually modified,while the exhaust camshaft is returned toits initial position of 3° before TDC.

Valve 1 for Camshaft Adjustment N205is energized and it opens the oil passagesto the B chambers of the intakecamshaft adjuster.

When the oil pressure reaches theB chambers, the rotor advancesthe intake camshaft and consequently theopening point of the intake valves.The maximum advance from the initialposition is 50° or 25° before TDC.

The intake valves can operate at any pointbetween the idling position of 25° afterTDC and the maximum load position of25° before TDC.

Whenever the engine runs above1200 rpm, the Motronic Engine ControlModule J220 will deactivate the CamshaftAdjustment Valve 1 (Exhaust) N318 andallow oil pressure to pass to the Achambers of the exhaust camshaft adjuster.

Under these circumstances, the exhaustcamshaft adjuster rotor will remain in theinitial position and the exhaust valves willclose 3° before TDC.

892103/015

Chamber AChamber BIntakeCamshaftAdjuster

Oil EntryCamshaft AdjustmentValve 1 (Exhaust) N318


RotorBase Cylinder

ExhaustCamshaftAdjuster

16

VR6 Engine

The variable timing is governed by theMotronic Engine Control Module J220. Ituses the information from the followingsensors for this purpose:

• Mass Air Flow (MAF) Sensor G70• Engine Speed (RPM) Sensor G28• Camshaft Position (CMP) Sensor G40• Camshaft Position (CMP) Sensor 2 G163• Engine Coolant Temperature (ECT)

Sensor G62

The Camshaft Adjustment Valve 1 (Exhaust)N318 which controls the passage of oil tothe exhaust camshaft adjuster is switchedby the Motronic Engine Control ModuleJ220. It has two states, energized and atrest. Under these circumstances, theMotronic Engine Control Module J220switches the Camshaft Adjustment Valve 1(Exhaust) N318 using a ground signal whenthe engine is running below 1200 rpm andunder light load.

The Valve 1 for Camshaft AdjustmentN205, which controls the passage of oil tothe intake camshaft adjuster, is energizedby the Motronic Engine Control ModuleJ220 with a fixed frequency and a variablenegative duty cycle.

The Motronic Engine Control Module J220can vary the negative portion of the dutycycle period at any time based on amemorized characteristic map, using theintake air flow signal (from Mass Air Flow(MAF) Sensor G70) and the engine rpm(from Engine Speed (RPM) Sensor G28) asbase values.

The engine temperature signal (fromEngine Coolant Temperature (ECT) SensorG62) can cause a variation in thecharacteristic map. This in turn will cause avariation in the activation of the Valve 1 forCamshaft Adjustment N205 in order toadapt the variable timing system to theengine operating conditions.

Mass Air Flow (MAF)Sensor G70 and IntakeAir Temperature (IAT)Sensor G42

Engine Speed (RPM)Sensor G28

Camshaft Position(CMP) Sensor G40

Camshaft Position(CMP) Sensor 2 G163

Engine CoolantTemperature (ECT)Sensor G62

17

VR6 Engine

892103/016

Motronic EngineControl Module J220


Camshaft AdjustmentValve 1 (Exhaust) N318

The Motronic Engine Control Module J220uses signals from both Camshaft Position(CMP) Sensor G40 and Camshaft Position(CMP) Sensor 2 G163 as feedbacksignals to verify the operation of thevariable timing.

When a fault is detected in the system, theMotronic Engine Control Module J220 willplace both solenoids in the rest positionand inform the driver using the MalfunctionIndicator Lamp (MIL) K83.

18

VR6 Engine

Camshaft Adjustment Valves

The Valve 1 for Camshaft AdjustmentN205 and Camshaft Adjustment Valve 1(Exhaust) N318 are located in the timingcover and are each comprised of a coil, anucleus and a rod.

The coil gets power from the MotronicEngine Control Module J220 and creates amagnetic field which displaces the nucleus.The nucleus causes the rod to move andopen or close the oil passages.

Energizing

The Motronic Engine Control Module J220energizes each of the solenoidsindependently.

The Camshaft Adjustment Valve 1 (Exhaust)N318 modifies the passage of oil to theexhaust camshaft adjuster, and is suppliedwith electrical ground when the enginespeed does not exceed 1200 rpm.

SSP 251/044

The Valve 1 for Camshaft Adjustment N205controls the oil passage to the intakecamshaft, and is energized with a fixedfrequency signal and a variable negativeduty cycle.

Substitute Function and Self-Diagnosis

If a fault occurs in either of the solenoids,the Motronic Engine Control Module J220will deactivate the variable timing andmemorize the fault.

This will result in a loss in engine powerand an increase in harmful emissions.

This condition will be indicated to the driversince the Malfunction Indicator Lamp (MIL)K83 will remain on permanently.

Connector

Coil

RodBleed Orifice

Oil Entry

Oil Outlets

Nucleus

19

VR6 Engine

Why Variable Valve Timing?

To achieve optimum volumetric efficiencythroughout the engine’s speed range,the valves must be opened and closed atprecise points during the four-stroke Ottocycle. This is necessary to allow adequatetime for the filling and scavenging ofthe cylinders. These points are not static,but change depending on engine speedand load.

The non-adjustable camshafts used inmost passenger cars are designed toprovide a compromise in valve opening andclosing so that the engine can performsatisfactorily at all speeds. This generallyresults in an engine with a torque outputthat peaks early and declines gradually asengine speed (rpm) is increased.

Adjustable valve timing systemsovercome the limitations of static valvetiming by altering the points in thefour-stroke cycle when the valves open andclose. This allows the 2.8 liter 24 valveengine to produce higher torque throughouta wider rpm range.

During the four-stroke Otto cycle, there arefour valve events. They are:

• Intake valve opens (IVO)

• Intake valve closes (IVC)

• Exhaust valve opens (EVO)

• Exhaust valve closes (EVC)

Of the four valve events, the intake valveclosing (IVC) point is significant. It is thisevent that determines the distance into thecompression stroke the piston travelsbefore the intake valve closes. This effectsthe how much air/fuel mixture can enterthe cylinder.

The exhaust valve opening (EVO) point iscritical in determining how much of theair/fuel charge is burned during the powerstroke, and the flow of exhaust from thecylinder. The longer the valve is closed, thelonger the air/fuel mixture can burn. If thevalve opens too late, energy is wastedpumping the exhaust from the cylinder.

The exhaust valve closing (EVC) point andintake valve opening (IVO) point are not asimportant as the other valve events whenviewed separately. The importance of theEVC and IVO events is that together theydetermine the valve overlap period. This isthe time that both the intake and exhaustvalves are open simultaneously. This is acritical factor in scavenging exhaust gasesfrom the cylinder and in controllingemissions.

By using adjustable intake and exhaustcamshafts, it is possible to control thetiming of the valve events at variousengine speeds and loads. This results instrong performance and economicaloperation, while still meeting stringentemissions requirements.

VR6 Engine

20

Intake Camshaft Adjustment

When the engine is started or running atidle, the intake camshaft is adjusted to theretarded position. In this position the IVOoccurs at 25° after top-dead-center (TDC).This allows no valve overlap, and results inlow emissions and smooth engine runningat idle.

At partial load, the intake camshaft isadvanced to approximately 25° before TDC.When the intake valve timing is advanced,the IVO occurs earlier, and valve overlap isincreased. With increased valve overlaptime, the exhaust gases are not allscavenged from the combustion chamber.

This exhaust gas recirculation dilutes theincoming air/fuel charge, loweringcombustion pressure and temperaturewithout the need for an external EGR Valve.

Advancing the camshaft also means thatthe IVC occurs earlier. This is desirable atlow engine speeds and partial loads toprevent the piston from pushing the air/fuelcharge back into the intake manifold. Thiseffect, known as “reversion,” wouldseverely limit low-end torque and raiseemissions.

As engine load increases, the velocity ofthe intake air charge increases, and the IVCmust occur later in order to allow the “rameffect” of the intake air to completely fillthe cylinder. In addition, as engine speed(rpm) increases, the piston moves faster,and the time for the cylinder to becomeadequately filled becomes shorter.

Therefore, at high engine speeds and loads,the Motronic Engine Control Module J220will vary the intake camshaft timing basedon a map in the Motronic Engine ControlModule J220 which takes into accountload, rpm, and intake manifold change-overposition.

If the camshaft adjustment fails, the intakecamshaft is returned to the default positionof 25° after TDC.

Exhaust Camshaft Adjustment

Unlike the intake camshaft, the exhaustvalves are only adjusted to close at twopoints: 25° and 3° before TDC.

Early exhaust valve opening (EVO) may notallow all the power of the combustionprocess to be used. If the EVO occurs late,all the power of the combustion process isused, but power is wasted by pumping theexhaust gases from the cylinder. Theoptimum EVO varies with engine speed,and is closely related to the design of theexhaust system.

At engine speeds of less than 1200 rpm,EVC is set at the idling position of 25°before TDC, depending on load. For allother speeds, the EVC is set to 3° beforeTDC. This achieves good performancecharacteristics at full load, and a largevalve overlap to reduce emissions atpartial loading.

If the camshaft adjustment fails, theexhaust camshaft is returned to the defaultposition of 3° before TDC.

VR6 Engine

21

Variable Intake Manifold

The variable intake manifold already inuse on Golf and Jetta models equippedwith the VR6 engine is being introduced forthe first time on the EuroVan. This designincreases low rpm torque and high rpmpower by taking advantage of theself-charging or “ram effect” that existsat some engine speeds.

By “tuning” the intake manifold air ductlength, engineers can produce this rameffect for a given rpm range. A manifoldthat has two different lengths of air ductscan produce the ram effect over a broaderrpm range.

The VR6 engine uses two lengths of airducts but not in the same way as the dualpath manifolds used on other engines.Instead of using high velocity air flow in along narrow manifold duct to ram more airinto an engine at low rpm and thenopening a short, large diameter duct forhigh rpm, the VR6 engine takes advantage

TorquePort Performance Port

Performance PortValve Open

TorquePort Performance Port

Performance PortValve Closed

of the pressure wave created by thepressure differential that exists betweenthe combustion chamber and theintake manifold.

All air enters the intake manifold plenum,referred to as the torque port, and isdrawn down the long intake ducts tothe cylinders. A second plenum called theperformance port, which is attached to aset of short manifold ducts, joins the longintake ducts near the cylinder head.A performance port valve, similar in designto a throttle valve, separates theperformance port from the short ducts.

Note that the performance port does nothave any other passages to the intakemanifold other than through theperformance port valve. It does not haveaccess to the torque port and does notadmit any more air into the cylinders thanwhat is already drawn down the longintake ducts.

892103/019 892103/020

VR6 Engine

22

Performance Port Valve Actuation

Intake manifold change-over is enginespeed dependent. The Motronic EngineControl Module J220 activates the IntakeManifold Change-Over Valve N156, whichsupplies vacuum to the vacuum solenoidthat operates the performance port valve.

A vacuum reservoir and non-return valveis used to store a vacuum supply for theperformance valve operation. This isnecessary as manifold vacuum may beinsufficient to actuate the vacuum solenoidat high engine speeds.

At engine speeds below 900 rpm theperformance port is open for idling.The performance port valve is actuated.

At engine speeds between 900 rpmand 4300 rpm the performance port isclosed and the engine produces itsmaximum low end torque. Theperformance port valve is not actuated.

At engine speeds above 4300 rpm theperformance port is open. The performanceport valve is actuated.

Performance Port Valve (Open)

From Torque Port

To IntakeValve

Intake ManifoldChange-Over ValveN156

Non-Return Valve

To FuelPressureRegulator

VacuumReservoir

Signal fromMotronic EngineControl ModuleJ220

VacuumSolenoid

To Performance Port

892103/030

Torque PortPerformance Port

Intake ValveOpening

892103/021

PerformancePort ValveClosed

892103/022

Reflection Point

Intake ValveClosing


Principles of Variable IntakeManifold Operation

After combustion has taken place in acylinder, there is a pressure differentialbetween the cylinder combustion chamberand the intake manifold.

When the intake valves open, an intakewave forms in the intake manifold. This lowpressure wave moves from the intake valveports toward the torque port at the speedof sound.

The open end of the intake duct at thetorque port has the same effect on theintake wave as a solid wall has on a ball.The wave is reflected back toward theintake valve ports in the form of a highpressure wave.

23

VR6 Engine

VR6 Engine

24

IntakeValveClosed


PressureWaveBlocked

892103/024

At an optimal intake manifold length,the maximum pressure reaches the intakevalve ports shortly before the valves close.By this time the piston has started backup the cylinder, compressing theair/fuel mixture.

The pressure wave forces more air intothe cylinder against this rising compressionpressure, filling the cylinder with moreair/fuel mixture than would be possiblefrom just the piston moving downward onthe intake stroke alone. This adds to whatis called the self-charging or “ram effect.”

As engine speed increases, the highpressure wave will have less time to reachthe inlet port. Because the pressure waveis only able to move at the speed of sound,it will reach the intake valve ports too late.The valves will already be closed, andthe self-charging or “ram effect” cannottake place.

This problem can be solved by“shortening” the intake manifold.

892103/023

IntakeValveClosing

PressureWave


VR6 Engine

25

Reflection Point forPerformance Port

PerformancePort ValveOpenReflection Point

for Torque Port

892103/027

PerformancePort ValveOpen

892103/025

Performance PortFilled with Air

IntakeValveClosed

Performance PortValve Open

892103/026

IntakeValveOpen

In the VR6 engine, the performance portvalve turns to the performance position atengine speeds below 900 rpm and above4300 rpm. This opens up the path to theperformance port. The performance port isdesigned so that the intake and pressurewaves will have a shorter path back to theintake valve ports.

The performance port is filled with air whenthe intake valve ports are closed.

When the intake valves open, the intakewave moves up both manifold intake ductstoward the torque port and theperformance port at the same speed.

Because the distance it must travel isshorter, the intake wave reaches the openend of the intake duct at the performanceport before it reaches the open end of theintake duct at the torque port.

VR6 Engine

26

Pressure Wave FillsPerformance Port

IntakeValveClosed

PerformancePort Valve Open

892103/029

892103/027.1

PerformancePort Valve Open

Intake ValveClosing butStill Open

Pressure Wave fromPerformance Port Chargesthe Cylinder with Air

The performance port pressure wave isreflected back toward the intake valveports, and that air is forced into thecombustion chamber before the intakevalves close.

The pressure wave arriving too late fromthe torque port is reflected by the closedintake valves and pushes its air charge upthe intake duct, filling the performance portin preparation for the next cycle.

Engine Management

27

The Motronic ME 7 System

Torque Management

The Motronic ME 7 system processeschanges in inputs to control engine torque.Any change in engine torque is interpretedas a torque demand. The ME 7 system istherefore referred to as a “torque-basedengine management system.”

Torque demands are any signalsthat require a change in thetorque output of the engine.

Torque demands are converted within theMotronic Engine Control Module J220 intosignals which are sent to system actuators,altering injection timing, ignition timing,throttle valve angle, boost control andindividual injector cutoff.

These changes affect the regulationof engine torque, affecting performance,efficiency, traction, and vehicledynamic control.

892103/031

Coordination ofTorque andEfficiencyDemands

External Torque Demands• Driver's Input• Cruise Control• Vehicle Speed Limitations• Vehicle Dynamic Control• Driveability

TorqueControl

Realizationof Desired

Torque Ignition Timing

WastegateControl

Injection Time

Individual CylinderFuel Cutoff

Throttle Angle

Internal Torque-Demands• Engine Start-Up• Idle Speed• Engine Speed Limitations• Component Protection

EfficiencyDemands

ME 7 Architecture

Torque Demands/Requests

The Motronic ME 7 system designatesfunctions via torque demands.

Torque demands can originate fromexternal sources, or internally within theMotronic Engine Control Module J220.These may include:

• Driver input

• Cruise control

• A/C demands

• ABS/ASR/ESP

• Transmission Dynamic ShiftProgram (DSP)

The Motronic ME 7 system takes intoaccount additional torque demands fromother external sources, such as:

• Automatic transmission/transaxle

• Air conditioning

• Power steering

Effects of Torque Demands on

Engine Torque

The Motronic Engine Control Module J220constantly regulates engine torque. It usessignals from multiple components tocontinually modify system actuators forthe desired engine torque.

Example:

The Motronic ECM sees that the idle speedis less than or greater than the specifiedRPM. The ECM will interpret this as atorque demand.

The Motronic ECM is able to adjust the idlespeed either through the charge air path byopening or closing the throttle valve, orthrough the crankshaft synchronous pathby advancing or retarding the ignitiontiming.

This allows for stable runningcharacteristics under continually varyingload conditions.

892103/032

Torque Reduction Torque Increase

• Traction Control

• Engine Speed Limitation

• Speed Limitation

• Power Output Limitation

• Cruise Control System

• Driving Dynamics Control Systems

• Speed Control

• Engine Braking Control

• Dash Pot Function

• Idling Control

• Driving Dynamics Control Systems

Engine Management

28

Engine Management

29

Pathways

In order to meet the torque demands asefficiently as possible, demands for torqueare separated into two paths:

• The cylinder charge air path controlsall charge influencing components,such as throttle valve angle andwastegate actuation.

• The crankshaft synchronous pathcontrols all interactions that occursimultaneously with the operating cycleof the engine, such as ignition andinjection timing.

Cylinder Charge Air Path

The air mass necessary to develop aspecific torque is made available via thecylinder charge air path. This may include

throttle angle or boost pressure on aturbocharged application.

Along this path, long-term torque demandsare fulfilled.

Crankshaft Synchronous Path

The crankshaft synchronous pathcoordinates injector timing and pulse width,as well as cylinder-selective ignition timing.This path is particularly well suited tomeeting short-term torque demands,usually having a torque reduction effect.

For more information onMotronic ME 7 and theelectronic throttle control, seethe Motronic ME 7 EngineManagement System Self-StudyProgram #842003.

892103/033

CylinderCharge Air PathPrioritization

Conversion of Torque into Charge

ThrottlePositionCalculation

ChargePressureControl

Calculating of CrankshaftSynchronousInitiations

Calculating of Efficiency andTorque ReferenceVariables

Externaland InternalTorqueRequests

CrankshaftSynchronousPath

Charge Pressure(Wastegate)

Ignition Angle

CylinderSuppression

Injection Time

Throttle Valve Angle

Engine Management

30

Assumed Functions

Fuel Injection

— Control of Injected Volume According to aCharacteristic Map.

— Sequential Injection.— Quick Start Synchronization.

— Deceleration Cutoff.— Maximum Speed Limitation.

Ignition

— Control of Ignition Advance Angle According to aCharacteristic Map.

— Selective Cylinder Knock Control.

EVAP System

— Control of Fuel Tank Emissions.— Correction by Using Lambda Adjustment (Auto-

Adaptive Subsystem).

Idle Stabilization

— Adjustment of Idling with the Aid of aCharacteristic Map (Auto-Adaptive Subsystem).

— Throttle Shutdown Dampening.— Digital Idle Stabilization.

Variable Inlet Manifold

— Control of Variable Inlet Manifold.

OBD II

— Warning Light Control.— Lambda Adjustment Control.

— Catalyzer Monitoring.— EVAP Circuit Monitoring.

— Secondary Air Injection System Monitoring.— Combustion Monitoring.

Variable Timing

— Adjustment of Variable Timing System.

Self Diagnosis

— Interrogating Fault Memory.— Basic Setting.— Final Control Diagnostics.— Measurement Value Emission.— Adaptation of the Electronic Immobilizer.— Clearance Code.

Mass Air Flow (MAF) Sensor G70Intake Air Temperature (IAT) Sensor G42

Engine Speed (RPM) Sensor G28

Camshaft Position (CMP) Sensor G40

Angle Sensor 1 for Throttle DriveG187 and Angle Sensor 2 forThrottle Drive G188

Knock Sensor (KS) 1 G61and Knock Sensor (KS) 2 G66

Oxygen Sensor (O2S) Behind ThreeWay Catalytic Converter G130

Heated Oxygen Sensor(HO2S) G39

Generator C (+ Terminal/DF)

Throttle Position (TP) Sensor G79and Sender 2 for Accelerator PedalPosition G185

Speedometer Vehicle SpeedSensor (VSS) G22Brake Light Switch F and BrakePedal Switch F47

Engine Coolant Temperature (ECT)Sensor G62

Additional Signals:— Air Conditioning On— Air Conditioning Compressor— Cruise Control

Camshaft Position (CMP) Sensor 2G163

System Overview

Sensors

Engine Management

31

Motronic EngineControl Module J220

ControlModule forAnti-TheftImmobilizerJ362

Data Link Connector(DLC) Wire ConnectorTV14

Control Module withIndicator Unit inInstrument Panel Insert J285

Fuel Pump Relay J17 andFuel Pump G6

Secondary Air Injection (AIR) Pump Relay J299and Secondary Air Injection Pump Motor V101

Inlet Manifold Change-Over Valve N156

Secondary Air Injection Solenoid Valve N122

Ignition Coils 1- 6 withPower Output Stages N70,N127, N291, N292, N323, N324

Valve 1 for Camshaft Adjustment N205

Camshaft Adjustment Valve 1 (Exhaust) N318

Cylinder 1- 6 Fuel Injectors N30, N31,N32, N33, N83, N84

Throttle Drive (Power AcceleratorActuation) G186

Evaporative Emission (EVAP) CanisterPurge Regulator Valve N80

Additional Signals:— Signal for Air Conditioning Compressor

Malfunction Indicator Lamp (MIL) K83

Fault Light for Power AcceleratorActivation K132

892103/034

Actuators

Engine Management

32

Camshaft Position (CMP) Sensor

G40 and Camshaft Position (CMP)Sensor 2 G163

Both sensors work using the Hall Principleand are located in the upper timing cover.They take their readings from the tworeluctors which rotate together with thecamshafts.Signal Application

The Camshaft Position (CMP) Sensor G40signal is used by the Motronic EngineControl Module J220 together with thesignal from the Engine Speed (RPM)Sensor G28 to synchronize the injection.At the same time, a comparison betweenthe signals from Camshaft Position (CMP)Sensor G40, Camshaft Position (CMP)Sensor 2 G163, and Engine Speed (RPM)Sensor G28 is used to monitor operationand adjust the variable timing.Replacement Function

If the signal from the Camshaft Position(CMP) Sensor G40 is missing, the signalfrom Camshaft Position (CMP) Sensor 2

G163 will be used as a reference value forinjection synchronization.If both signals should fail while the engineis running, the engine will continue to runand can be re-started. The Motronic EngineControl Module J220 uses a function called“start-up recognition” for this purpose.When the fault occurs, the Motronic EngineControl Module J220 will set fuel injectionand ignition timing based on the EngineSpeed (RPM) Sensor G28 signal. Ignitiontiming will be retarded 15 degrees as asafety precaution.If either Camshaft Position (CMP) SensorG40 or Camshaft Position (CMP) Sensor 2G163 fails, the Motronic Engine ControlModule J220 will deactivate the variablevalve timing function. Both camshafts willbe set to their initial start-up positions.A failure of either sensor will activate theMalfunction Indicator Lamp (MIL) K83 thesecond time the vehicle is started after thefault occurs.

Signals from

Both Sensors

at 2000 RPM

Camshaft Position(CMP) Sensor G40

Intake Camshaft

Exhaust Camshaft

Camshaft Position (CMP)Sensor 2 G163

G40

G163

5V

0V

5V

0V

720° Crankshaft

360°

892103/035

720°0°

Engine Management

33

Ignition Coils 1 – 6

with Power Output Stages(N70, N127, N291, N292, N323,

and N324)

The ignition system comprises six ignitioncoils with a “coil on plug” configuration.This eliminates the need for sparkplug cables.Energizing

Each ignition coil gets positive voltage fromignition terminal 15 and is grounded foroperation. The Motronic Engine ControlModule J220 sends a signal to energize theignition coil. The break in this signalgenerates the spark.Replacement Function

If any of the ignition coils are faulty,the corresponding cylinder will not beable to complete combustion. Thiscondition is picked up by the MotronicEngine Control Module J220, and it willcut off the injection to this cylinder andat the same time switch on the MalfunctionIndicator Lamp (MIL) K83.

Connector

Spark Plug Cap

Electronic Stabilization Program

34

Introduction

The electronic stabilization program (ESP) isone of the vehicle’s active safety features.

It is also known as a “driving dynamiccontrol system.”

Expressed in simple terms, ESP is an anti-skid system. It recognizes when thevehicle is in danger of skidding andcompensates when the vehicle breakstraction.

Advantages of ESP:

• ESP is not an independent system. Infact it is based on other traction controlsystems. That is why it also includes theperformance features of these systems.

• It relieves the burden on the driver.

• The vehicle remains manageable.

• It reduces the accident risk if the driveroverreacts.

Glossary

ABS

Antilock Braking System

This system prevents the wheels fromlocking while braking. Despite the system’spowerful braking effect, track stability andsteerability are retained.

ASR

Anti Slip Regulation

This system prevents the driven wheelsfrom spinning, such as on ice or gravel, byintervening with the engine managementsystem to reduce engine torque.

EBD

Electronic Brake Pressure Distribution

This system prevents overbraking of therear wheels before ABS takes effector if ABS is unavailable, due to specificfault states.

EDL

Electronic Differential Lock

This system makes it possible to driveaway on road surfaces where each wheelhas a different degree of traction by brakingthe wheel which is spinning.

ESP


This system prevents the vehicle fromskidding by selectively intervening in thebrake and engine management systems.The following abbreviations are also usedfor this type of anti-skid system:

• ASMS (Automatic StabilityManagement System),

• DSC (Dynamic Stabilization Control),• DDC (Driving Dynamic Control),• VSA (Vehicle Stabilization Assist) and• VSC (Vehicle Stabilization Control).

EBC

Engine Braking Control

This system prevents the driven wheelsfrom locking due to the engine brakingeffect when the accelerator pedal isreleased suddenly or when the vehicle isbraked with a gear engaged.


35

Control Process

Before ESP can respond to a critical drivingsituation, it must answer two questions:

A — In what direction is the driver steering?

B — In what direction is the vehiclemoving?

The system obtains the answer to thefirst question from the steering anglesensor (1) and the speed sensors at thewheels (2).

The answer to the second question issupplied by measuring the yaw rate (3) andlateral acceleration (4).

If the information received providesdifferent answers to questions A and B,ESP assumes that a critical situation canoccur and that intervention is necessary.

A critical situation can result in twodifferent types of behavior of the vehicle:

I. The vehicle threatens to understeer.

By selectively activating therear brake on the inside of the cornerand intervening in the engine andtransmission management systems,ESP prevents the vehicle fromovershooting the corner.

II. The vehicle threatens to oversteer.

By selectively activating thefront brake on the outside of the corner andintervening in the engine and transmissionmanagement systems, ESP prevents thevehicle from skidding.

SSP 204/008

A B

A = B A = B

1

2

3

4

I

II


36

As you can see, ESP can counteract bothoversteer and understeer.

To achieve this, it is necessary to initiatea change of direction without directintervention in the steering system.

The basic principle applied is the same asthat used for tracked vehicles. When abulldozer wants to negotiate a left-handbend, the track on the inside of the corneris braked and the outer track is accelerated.

To make a right-hand turn and return to theoriginal direction of travel, the track whichwas previously on the inside of the cornerand now on the outside of the corner isaccelerated and the other track is braked.

ESP intervenes along much the samelines. Here is an example of how asudden maneuver is handled by a vehiclewithout ESP.

The vehicle must avoid an obstacle whichsuddenly appears. At first, the driver steersvery quickly to the left and to thenimmediately to the right.

The vehicle swerves due to the driver’ssteering wheel movements and the rearend breaks away. The driver is no longerable to control the resulting rotation of thevehicle around its vertical axis.

892103/038

892103/041

892103/040

892103/039


37

Now let us observe how a vehicle with

ESP handles the same situation.

The vehicle attempts to avoid the obstacle.From the data provided by the sensors,ESP recognizes that the vehicle is losingstability.

The system calculates its counteractionmeasures: ESP brakes the left-hand rearwheel. This promotes the turning motion ofthe vehicle. The lateral forces acting on thefront wheels are equalized.

As the vehicle swerves to the left, thedriver steers to the right. To help the driversteer into the oversteer, the front rightwheel is braked. The rear wheels roll freelyin order to ensure an optimal buildup oflateral forces acting on the rear axle.

The preceding lane change can cause thevehicle to rotate about its vertical axis. Toprevent the rear end from breaking away,the front left wheel is braked. In highlycritical situations, the wheel may be brakedvery heavily in order to limit the buildup oflateral forces on the front axle.

Once all unstable operating states havebeen corrected, ESP ends its correctiveintervention.

892103/044

892103/043

892103/042

892103/045


38

The System and Its Components

As mentioned already, the electronicstabilization program is based on theproven traction control system.

However, it has one key additional feature:

• The system can recognize andcompensate for unstable vehicleoperating states such as skiddingat an early stage.

To achieve this, several additionalcomponents are required.

Before we explain ESP in greater detail,here is an overview of these components.

Brake Booster

Sender 1 forBrake Booster G201

Combined Sensorfor TransverseAcceleration G200 andSender for RotationRate G202


39

ABS Control Modulewith EDL/ASR/ESP J104

Steering Angle Sensor G85

ABS WheelSpeed Sensors:Right Rear G44,Right Front G45,Left Rear G46,Left Front G47

ABS Hydraulic Unit N55Hydraulic Pump forTraction Control V156

892103/046


40

System Overview

Sensors

Button for ASR/ESP E256

Brake Light Switch F

Brake Pedal Switch F47

ABS Wheel Speed Sensors:Right Rear G44,Right Front G45,Left Rear G46,Left Front G47


Combined Sensor for TransverseAcceleration G200 and Sender forRotation Rate G202

Sender 1 for Brake Booster G201

Auxiliary Signals:Engine Management SystemTransmission Management System

ABS Control Modulewith EDL/ASR/ESPJ104, BehindInstrument Panelto Right ofClimatronic Controls


41

Actuators

ABS Return Flow Pump Relay J105,Near Right HVAC Air Duct

ABS Return Flow Pump V39

ABS Solenoid Valve Relay J106,Near Right HVAC Air Duct

ABS Inlet Valves: Right Front N99,Left Front N101, Right Rear N133,Left Rear N134

ABS Outlet Valves: Right Front N100,Left Front N102, Right Rear N135,Left Rear N136

Pilot Valve -1- Traction Control N225Pilot Valve -2- Traction Control N226

High Pressure Switch Valve -1- TractionControl N227High Pressure Switch Valve -2- TractionControl N228

Hydraulic Pump Traction Control V156

Control Module with Indicator Unit inInstrument Panel Insert J285ABS Warning Light K47

Warning Light for Brake System K118

ASR/ESP Warning Light K155

Auxiliary Signals:Engine Management SystemTransmission Management System

Data Link Connector (DLC)Wire Connector TV14892103/047


42

Design and Function

Control Cycle

The ABS wheel speed sensors provide acontinuous stream of data on speeds foreach wheel.The steering angle sensor is the onlysensor which supplies data directly via theCAN data bus to the control module. Thecontrol module calculates the desiredsteering direction and the required handlingperformance of the vehicle from both setsof information.The sensor for transverse accelerationsignals to the control module when thevehicle breaks away to the side, and thesender for rotation rate signals when thevehicle begins to skid. The control modulecalculates the actual state of the vehiclefrom these two sets of information.If the nominal value and actual value do notmatch, ESP performs correctiveintervention calculations.

1 ABS Control Module withEDL/ASR/ESP J104

2 ABS Hydrualic Unit N55 withHydraulic Pump for Traction ControlV156

3 Sender 1 for Brake Booster G2014 Sensor for Tranverse Acceleration

G200 (Combined with G202)5 Sender for Rotation Rate G202

(Combined with G200)6 Button for ASR/ESP E2567 Steering Angle Sensor G858 Brake Light Switch F

9-12 ABS Wheel Speed Sensors G44, G45,G46, G47

13 Data Link Connector (DLC)Wire Connector TV14

14 Warning Light forBrake System K118

15 ABS Warning Light K4716 ASR/ESP Warning Light K15517 Vehicle and Driver Behavior18 Intervention in Engine Management19 Intervention in Transmission Control

Module (TCM) J217 (Vehicles withAutomatic Transmission Only) 892103/048

ESP decides:

• what wheel to brake or accelerate and towhat extent,

• whether engine torque is reduced and• whether the transmission control module

is activated on vehicles withautomatic transmission.

The system then checks to see ifintervention was successful from the data itreceives from the sensors.If intervention was successful, ESP ends itand continues to monitor the vehicle'shandling characteristics.If unsuccessful, the intervention cycleis repeated.When corrective intervention is takingplace, this is indicated to the driver by theflashing ASR/ESP warning light.

3

4

6

5

7

8

9

10

17

11

12

13 14 15 16

1

2

18

19

CONTROL

ESP

ABS

ASR EDL EBD MSR

MONITORING


43

ABS Control Module with

EDL/ASR/ESP J104

In the Bosch ESP system, the controlmodule and the hydraulic unit areseparated. The control module is locatedbehind the right side of the instrumentpanel near the HVAC housing.

Design and function

The ABS control module comprises ahigh-performance microcomputer.

Since a high level of fail-safety is required,the system has two processors as well asits own voltage monitoring device and adiagnostics interface.

The two processors use identical softwarefor information processing and formonitoring each other.

Dual-processor systems of this type havewhat is known as active redundancy.

Electric circuit

The ABS Control Module with EDL/ASR/ESP J104 obtains its power supply via thepositive connection in the dash panel wiringharness.

Effects of failure

In the unlikely event of control modulefailure, the driver will only have use of thestandard brake system without ABS, EDL,ASR and ESP.

Self-diagnosis

The following faults are detected:

• Control module defective• Power supply failure

892103/050

892103/049

S

A/+

J104


is mounted on the steering columnbetween the steering column switch andthe steering wheel. The Airbag SpiralSpring / Return Spring with Slip Ring F138is integrated in the Steering Angle SensorG85 and located on its base.

892103/052

Airbag Spiral Spring / ReturnSpring with Slip Ring F138

892103/051

Task

The sensor transfers the steering wheellock angle to the ABS Control Module withEDL/ASR/ESP J104. A measured angle of±720° corresponds to four full turns of thesteering wheel.

Electric circuit

Steering Angle Sensor G85 is the onlysensor of the ESP system which transfersinformation directly via the CAN data bus tothe control module. After switching on theignition, the sensor initializes itself as soonas the steering wheel has been rotatedthrough an angle of 4.5°. This is equivalentto a turning movement of approximately0.6 inch (15 mm).

Effects of failure

Without the information supplied by theSteering Angle Sensor G85, ESP would beunable to determine the desired direction oftravel. The ESP function fails.

Self-diagnosis

After replacing the control module orthe sensor, the zero position mustbe recalibrated.

Faults can include:• Steering angle sensor – no communication• Wrong setting• Mechanical fault• Defective• Implausible signal

Faults can occur if the track hasbecome maladjusted. Make surethat the sensor is connectedsecurely to the steering wheel.


44

J105

J106

G85

S

J104


45

Design

The angle is measured using the principleof the light barrier.

The basic components are:• a light source (A)• an encoding disc (B)• optical sensors (C and D)• a counter (E) for full revolutions

The encoding disc comprises two rings:the absolute ring and the incremental ring.Both rings are scanned by twosensors each.

Function

We can simplify the setup by arrangingan incremental hole template (1) and anabsolute hole template (2) side by side.The light source (3) is positioned inbetween the hole templates. The opticalsensors (4 and 5) are located onthe outside.

Light shining on a sensor through a gapgenerates a signal voltage. If the lightsource is covered, the voltage dropsdown again.

Moving the hole templates produces twodifferent voltage sequences. Theincremental sensor supplies a uniformsignal, since the gaps follow each other atregular intervals. The absolute sensorgenerates an irregular signal, since lightpasses through the gaps in the template atirregular intervals. By comparing bothsignals, the system can calculate how farthe hole template has moved. The absolutevoltage sequence determines the startingpoint of the movement.

Designed to send a usable signal to thecontrol module for one steering wheelrotation in one direction at a time, thesteering angle sensor uses the sameprinciple.

892103/053

E

892103/056

892103/055

B

D

A

C

892103/054

1

4

3

5

2


46

Combined Sensor for

Transverse Acceleration G200 and

Sender for Rotation Rate G202

is mounted at the base of the passengerside ‘A’ pillar. This component containssensors to measure both lateralacceleration and steering yaw rate.Both sensors are mounted on a printedcircuit board and operate according tomicro-mechanical principles.

The Sensor for Transverse AccelerationG200 determines whether and to whatextent lateral forces are causing the vehicleto lose directional stability.

The Sender for Rotation Rate G202 mustdetermine if the vehicle is rotating about itsvertical axis. This process is known asmeasuring the yaw rate.

Effects of failure

Without these signals, the actual vehicleoperating state cannot be calculated in thecontrol module. The ESP function fails.

Self-diagnosis

The diagnosis establishes whether an opencircuit has occurred, or a short circuit topositive or ground exists.

The system is also able to determinewhether the sensor is defective or not.

892103/057

This sensor is highly sensitiveto damage.


47

Design of Sensor for Transverse

Acceleration G200

The sensor is a tiny component on theprinted circuit board of the combinedsensor.

Expressed in simple terms, the Sensor forTransverse Acceleration G200 is a capacitorplate with a moving mass which issuspended so that it can move back andforth. Two additional permanently mountedcapacitor plates enclose the movable plateto form two series-connected capacitors(K1 and K2). The quantity of electricitywhich the two capacitors can absorb cannow be measured by means of electrodes.This quantity of electricity is known ascapacitance C.

Function

As long as no acceleration acts on thissystem, the measured quantities ofelectricity (C1 and C2) of the two capacitorsare of equal magnitude.

If lateral acceleration acts on the system,the inertia of the movable mass at thecenter plate causes the part opposite thefixed plate to move against the direction ofacceleration. This causes the spacingbetween the plates to change and this alsochanges the measured quantities ofelectricity of each of the capacitors.

The spacing of the plates at capacitor K1increases and the associated capacitanceC1 decreases.

The spacing of the plates at capacitorK2 decreases and capacitance C2therefore increases.

K1

892103/060

892103/059

892103/058

C1 < C2

Stationary PlateCapacitor Plate withMovable Mass

Suspension

K2

StationaryPlate

Electrode

Directionof Travel

C1 = C2 C1

C2

K1

K2

K1

K2

C1

C2


48

Design of Sender for Rotation Rate G202

The Sender for Rotation Rate G202is mounted on the same board, but isotherwise separate from the Sensor forTransverse Acceleration G200.

This design can also be explained insimple terms.

Imagine a vibrating mass suspended in asupport between the north and south polesof a constant magnetic field. Printed circuitscomprising the actual sensor are attachedto this vibrating mass.

In the actual sender, this configuration isduplicated for reliability.

Function

If you apply an AC voltage (V~), the partcontaining the conductors begins tooscillate in the magnetic field.

If angular acceleration acts on thisstructure, the oscillating mass ceases tooscillate back and forth. Since this occurs ina magnetic field, the electrical behavior ofthe conductors changes.

When measured, this change showsthe magnitude and direction of thevehicle’s rotation around its vertical axis.The evaluation electronics calculate theyaw rate from this data.

Directionof Travel

South Pole

Vibrating Mass

Conductors

North Pole

892103-061

892103/062

V~

Linear Vibration Corresponding toAC Voltage Applied

Yaw Rate

Coriolis Acceleration

V~

892103/063

Substrate


49

Sender 1 for Brake Booster G201

is threaded into the Hydraulic Pump forTraction Control V156.

Task

The Sender 1 for Brake Booster G201signals the momentary pressure in thebrake circuit to the control module.From this, the control module calculatesthe wheel braking forces and thelongitudinal forces acting on the vehicle. IfESP intervention is necessary, the controlmodule allows for this value whencalculating the lateral forces.

Electric circuit

The Sender 1 for Brake Booster G201 isconnected to the ABS Control Module withEDL/ASR/ESP J104 by three wires.

Effects of failure

Without values for current brake pressure,the system is no longer able to calculatethe lateral forces correctly. The ESPfunction fails.

Self-diagnosis

The diagnosis establishes whether an opencircuit exists or whether a short circuit topositive or ground has occurred. Thesystem is also able to recognize whetherthe sensor is defective.

892103/064

892103/065

Do not remove the senderfrom the hydraulic pump.

It must be replaced togetherwith the pump.

G201

J104


50

Button for ASR/ESP E256

This button is located on the instrumentpanel, just above the radio.

It allows the driver to deactivate theESP function. When the driver depressesthe brake pedal or presses the buttonagain, it reactivates the ESP function.If the driver forgets to reactivate ESP, thesystem reactivates itself when theengine is restarted.

It makes sense to deactivate the ESPfunction in the following situations:

• when trying to free the vehicle fromdeep snow or loose surfaces byrocking the vehicle back and forth,

• when driving with snow chainsinstalled, and

• to run the vehicle on a dynamometer.

The system cannot be deactivated whileESP intervention is in progress or above acertain speed.

Effects of failure

If the button is defective, the ESP functioncannot be deactivated. A malfunction isindicated on the Instrument Panel ControlModule with Indicator Unit in Insert J285 bythe ASR/ESP Warning Light K155.

Self-diagnosis

The self-diagnosis cannot detect adefective button.

892103/066

892103/067

Electric circuit

S

+

J104

E256L71


51

The Hydraulic Pump for

Traction Control V156

is mounted below the ABS Hydraulic UnitN55 in the engine compartment on acommon support.

Task

In an ABS system, a small quantity ofbrake fluid must be pumped through thebrake master cylinder against a highpressure. This task is performed by thereturn flow pump. However, the return flowpump cannot provide a large quantity ofbrake fluid at low or zero pedal pressurebecause the brake fluid has a viscosity thatis too high at low temperature.

The ESP system therefore requires anadditional hydraulic pump in order to buildup the necessary pre-pressure on thesuction side of the return flow pump.

The pressure for pre-charging is limitedby an orifice in the master cylinder. Thehydraulic pump itself is not regulated.

Electric circuit

Both wires of the hydraulic pump areconnected to ABS Control Module withEDL/ASR/ESP J104.

Effects of failure

The ESP function can no longer beexecuted. ABS, EDL and ASR functions arenot impaired.

Self-diagnosis

The self-diagnosis indicates open circuit aswell as short circuit to positive and ground. Do not repair the hydraulic pump.

It must be replaced as a unit.

As a replacement part, the pumpis already filled with brake fluid.Do not remove the plugprematurely. Do not use anempty hydraulic pump.

892103/068

892103/069

J104

V156

The ABS Hydraulic Unit N55

is mounted on a support in the enginecompartment. The exact location may varydepending on vehicle type.

Task

The hydraulic unit has two diagonally splitbrake circuits.

Compared with older ABS units, thehydraulic unit has been modified by theaddition of a changeover valve and anintake valve for each brake circuit. Thereturn flow pump is now self priming.

The changeover valves are as follows:

Pilot Valve -1- Traction Control N225Pilot Valve -2- Traction Control N226The intake valves are as follows:High Pressure Switch Valve -1- TractionControl N227High Pressure Switch Valve -2- TractionControl N228

The individual wheel brake cylinders areactivated by the valves in the hydraulic unit.Three states are possible by activating thehydraulic unit inlet and outlet valves for awheel brake cylinder:

• Raise pressure• Hold pressure• Reduce pressureEffects of failure

If proper functioning of the valvescannot be assured, the complete systemis deactivated.

Self-diagnosis

Changeover and intake valves are eachchecked for open circuit and short circuitto positive and ground.

892103/070


52


53

Warning Lights and Buttons

in the Diagnosis

If a fault occurs while ESP correctiveintervention is in progress, the system triesits best to complete corrective intervention.At the end of the corrective process, thesubsystem is deactivated and the warninglight is activated.

Faults and activation of warning lights arealways saved to the fault memory.

The ESP function can be deactivated bypressing the Button for ASR/ESP F47.

Warning Lights

Warning Light forBrake System K118

ABS Warning Light K47

ASR/ESP Warning Light K155

892103/900

K118 K47 K155Ignition "on"

System OK

ASR/ESP intervention

Button for ASR/ESP E256 “off”ABS remains active,ESP is deactivated when coasting and accelerating,but remains active during ABS intervention.

ASR/ESP failureFault at Sender for Rotation Rate G202, Sensor forTransverse Acceleration G200, Steering AngleSensor G85, or Sender 1 for Brake Booster G201;in event of ABS failure, emergency ESP functionremains active.EBD remains active.

ABS failureAll systems switch off.

2001 U.S./Canadian EuroVan

Standard Equipment ListS: Standard, at no additional charge. O: Option, at additional charge.P: Part of option package, at additional charge. — : Not available.

roiretxE SLG VM *repmaC

annetnA annetnaelbispalloc,detnuomtnorF S S S

gnigdaB raeR,ediSrevirDegdaBVM — S —

sthgiLekarB wodniwraerfopotnipmalpotsdetnuomhgihretneC S S S

srepmuB srepmubrolocydoB S S S

srooD )edis1,tnorf2(srood3 S S S

seldnahroodkcalB S S S

wodniwssalghtiwroodhctahraeR S S S

ssalG kcabrallip-BmorfycavirprofssalgdetnitkraD)rednekeeWhtiwelbaliavaton(

S S —

neerg,ssalgdetniT S S S

ellirG ogolretnechtiwellirgrolocydoB S S S

nroH snrohenotlauD S S S

raeR/tnorF,sthgiL ,elcihevfopu-tratsnopU.)LRD(sthgiLgninnuRemityaDtnemurtsni;rewopdecuderhtiwdegagneerasthgildaeh

.ffoniamersthgilliatdnasthgilgnikrap,gnithgillenaphctiwsthgilehtrewopllufhtiwsthgilllaegagneoT

.noitisopnootdenrutebtsum

S S S

)srehsawtuohtiw(sthgilgoftnorF S S S

snelssalg,spmaldaehnegolaH S S S

s'revirdfognineponopu,enotgninrawno-sthgildaeHdevomersiyeknoitinginehwrood

S S S

srorriM sgnisuohrorrimrolocydoB S S S

elbataeh,srorrimrewopedisregnessap&revirD S S S

slenaP/sgnidloM rolocydobnilenapetalpesnecil/eldnahetagtfiL S S S

tniaP tniapcillateM O O —

tniapcillatem-noN S S S

54




55

roiretxE SLG VM *repmaC

fooR —edahsnushtiw)redilspoT(foornusrewoPegakcaprednekeeWhtiwelbaliavaton

O O —

srabnwod-eithtiwreirracegaggulpotfooR — — S

seriT erit/leehwerapsleetsezislluF S S S

nosaeslla,H61R06/522P S S S

srevoC/sleehW )"51morf(sleehwyolla"61weN S S —

)"51morf(sleehwleets"61weN — — S

srehsaW/srepiW elbammargorp,deeps-4htiwsrepiwdleihsdniwdeeps2erutaefepiwtnettimretni

S S S

)tnorf(elzzonrehsawdleihsdniwdetaeH S S S

tnettimretnihtiwmetsysrehsaw/repiwraeRerutaefepiw

S S S

roiretnI

gninoitidnoCriA tnemecalpsidelbairavhtiw,eerf-CFC,gninoitidnocriArosserpmocC/A

— P S

gninoitidnocriacitamotuacinortcele:cinortamilC,)raerdnatnorf(enozlaud,eerf-CFC,metsys

htiwelbaliavatoN.raernislortnocetarapesdna.egakcaPrednekeeW

S S —

tfeht-itnA/mralA )IIIrednopsnarT(metsystnerretedtfehtrezilibommI S S S

tsermrA taestnorfhcaerof)2(stsermragnidloF S S S

rethgiL/yarthsA elosnocretnecfotnorfniyarthsadetanimullI S S S

slenapedisraernisyarthsaraerowT S S S

seldnaHtsissA ,)1(rallip-Bregnessapdna)2(srallip-AnoseldnahtsissAsrallip-Cnoparts,renildaehnieldnahbargregnessap

)4(skoohtaoc,)2(

— S —

eldnahbargregnessap,)2(srallip-AnoseldnahtsissArenildaehni

— — S

,)1(rallip-Bregnessapdna)2(srallip-AnoseldnahtsissAregnessapnoparts,renilldaehnieldnahbargregnessap

)4(skoohtaoc,)1(rallip-Cedis

S — —

elosnoCretneC egarotS,roiretnIeeS — — —



56

roiretnI SLG VM *repmaC

lortnoCesiurC elbatsujdadeeps,lortnocesiurC S S S

sredloHpuC egarotS,roiretnIeeS — — —

retsorfeD retsorfedwodniwraercirtcelE S S S

reggofed/retsorfedrorrimediscirtcelE S S S

srooD rooDtfeLnixoBegarotSelbakcoL S S S

slenaPediS/srooD slenaproodtnorfrewolnognitepraC S S S

stresnihtolchtiwmirtrooddedloM S S S

stresnihtolchtiw,dedlom,slenapedisraeR S — —

elbatpu-dlofhtiwlenapediS — S —

sllaW/sroolF aeraregnessaptnorfnignitepraC — — S

saeraogracdnaregnessaptuohguorhtgnitepraC S S —

renildaeH tnemtrapmocrevird—gninilfoordedloM S S S

regnessapraernisteltuoC/AhtiwgninilfoordedloM.egakcaPrednekeeWhtiwelbaliavatoN.tnemtrapmoc

S S —

lanoitiddA,gnitaeH etarapesdna,hsadtnorfnislortnocetamilcnibacraeRraernilortnocetamilcnibacraer

S S —

teltuoretaehnibacraeR S S S

retsulCtnemurtsnI rotacidniraewekarB S S S

htiw,eulb—seguagdnaslortnocfonoitanimullIsrotacidnider

S S S

,retemodopirt,retemodo,retemohcat,retemodeepSrotacidniraeg,eguagleuf,eguagerutarepmettnalooc

)noissimsnartcitamotualanoitpohtiwdeppiuqefi(kcolclatigid,sthgilgninraw

S S S

syeK ngisedwenhtiwyekgnidloF S S S

yektelaV S S S

teltuO/rethgiL )ezisEAS(rethgiletteragiC S S S




57


gnithgiL sthgilemodraer2 S S —

sthgilgnidaerraer2 S — —

)elbatgnidlofrevo(aeraregnessaprofthgiltnecseroulF — S —

yellagrevognithgiltnecseroulF — — S

elbahctiws,noitanimullipetsecnartneediS S S S

skcoL metsysgnikcolrewoplartneC S S S

roodgnidilsedisnokcolytefasdlihC S S S

pacleufgnikcoL S S S

metsysgnikcolrewoplartnecetomeR S S S

roiretnI,srorriM ytinavrosivdetanimulliregnessaptnorfdnarevirDsrevochtiwsrorrim

S S S

noitatnemanrO ekarbkraprofnottubemorhC S S S

bonktfihsnognirdnaseldnahroodroiretniemorhC S S S

steltuOrewoP egagguldnaregnessapniskcajrewoplanoitiddAstnemtrapmoc

S S S

kcajrewop/rethgiletteragiC S S S

oiduA/oidaR ogabenniWmorfmetsysdnuosoeretsDCMF/MA — — O

oeresettessacMF/MArekaeps6,VmuimerPmetsysdnuos

S S —

elbispalloc&srekaeps6(noitaraperpmetsysdnuoSoidarfonoitallatsniogabenniWhtiw,)annetna

— — S

metsyStniartseR raerdnatnorfrofsrotcartergninoisnetcitamotuAecalpnitaesdlihcerucesot,stlebytefasregnessap

S S S

latnemelppusgabriatnorfregnessaptnorfdnarevirDmetsystniartser

S S S

,stlebytefastniop-3tnorfelbatsujdathgieHdetanidroocroloc

S S S

stlebpalhtiwstaesgnicaf-raertnemtrapmocregnessaP — S —

,stlebytefastniop-3wordrihttnemtrapmocregnessaPtlebpalretnec

S S —




58


)d'tnoC(metsyStniartseR tnorf,sretimildaolhtiwsrenoisnet-erptlebytefaSylnostaes

S S S

driht,stniopegarohcnarehtettaesdlihC—adanaC/SU)522SSVMF(wor

S S S

tnorF,gnitaeS noitcnufleviwshtiwtaestnorfregnessapdnarevirDtnemtsujdarabmullaunamdna

— — S

staestnorfelbataeH O O —

raeR,gnitaeS htiwstaesgnicaf-raergnidlofelbavomer2,worelddiMstserkcabelbatsujdadnastsermralaud

— S —

,owtrofdeb"34x"47aotstrevnoc,hcnebecalp-2raeRdrawrofrodrawraersecaf

— — S

)elbavomer(debotstrevnoc,hcnebecalp-3raeR — S —

retnec2htiwelbmutdnadlof,hcnebecalp-3raeRstsermra

S — —

elbatsujdaelgnadnathgieh,stniartserdaehhcnebraeR S — —

elbatsujdathgieh,stniartserdaehhcnebraeR — S S

nihcnebnosrep-2(hcnebretnecelbavomeR)wordnoces

— — O

hcnebgnicalperstaesworelddimlaudividniowT S — —

serutaeFlaicepS ,debnosrep-2htiwfoorpu-poP:egakcaPrednekeeW,sneercswodniw,)ylnotnorf(gninoitidnocrialaunam

taesnirotaregirferhtiwtaesgnicafraeredisrevirddexifwodniwgnidils,rotarenegA021,yrettabdnoces,esab

hctahraerrofneercs,sniatruc

— P —

leehWgnireetS leehwgnireetsdeddapekops-4 S S S

tcapminopuelbispalloc/elbamrofedleehwgnireetS S S S

nmulocgnireetstnerreted-tfehT S S S

egarotS tnemtrapmocregnessapni)1(redlohegareveB S — S

tnemtrapmocregnessapni)2(sredlohegareveB — S —

srenilrebburhtiwstekcopegarotsroodtnorF S S S

tekcopegarots/enizagamkcabtaestnorF S S S

)ediss'revirD(rooDtfeLnixoBegarotSelbakcoL S S S




59


)d'tnoC(egarotS )ediss'revird(stekcopegarotstnemtrapmocregnessaP S S —

draobhsadforetnecmottobnitnemtrapmocegarotS S S S

aerAograC/knurT revocegaggulaeraograC S — —

tnemtrapmocogracnignirevocroolftepraC S S —

)gnisolctsissaot(dilknurtfoedisninopirG S S S

foesab(smetignolfognidaolroferutaefhguorht-ssaP)taeshcneb

S — —

flehsegaggultnemtrapmocogracraeR — S —

)4(skoohnwod-eitegagguldesseceR S S —

tnemtrapmocogracnignirevocroolfrebbuR — — S

tesolcebordraW — — S

yretslohpU cirbaftaesruolev"tamroF" S S —

cirbaftaeshtolcnevowtalf"tibrO" — — S

metsySnoitalitneV retliftsuddnanelloP S S S

teltuoretaehnibacraeR S S S

swodniW htiwswodniwtnorfrewophcuot-enocitamotuAnoitcetorphcnip

S S S

detaelpdnasniatrucycavirpraerdnatnorFsedahswodniw

— — S

swodniwelddimgnidilshtiwtnemtrapmocregnessaP S S —

swodniwedisrofsniatrucno-panS — S —

swodniwdeneercsowT — — S

ogabenniW ).tf.uc2(rotaregirfersagPL/CD/CA — — S

AoWVecalpertonseod(dradnats—yartegareveBtaesregnessapfoedisno,)redlohpuc

— — S

snwod-eitegarotsbaC — — S

foorpu-popniowtrofdeb"34x"47ezis-lluF — — S

srotcetededixonomnobracdnasagPL — — S




60



)d.tnoC(ogabenniW deneercshtiwsllaw-edissavnacsahfoorpu-poPsediseerhtnoswodniw

— — S

gniliecotroolffo'7otpuetaercotsesirfoorpu-poPtnevfoortuo-pithtiw/moor

— — S

nihcnebnosrep-2(hcnebretnecelbavomeR)wordnoces

— — S

)wordnocesrof(taesnoinapmocelbavomeR — — O

potretnuocdnaknisleetssselniatS — — S

egarotsdraobdebknubpoT — — S

selbatytilitu/gninidelbatsujda-itlumowT — — S

leetssselniatshtiwevotssagPLrenrub-owTdleihsrettalps

— — S

lacinhceT

sekarB )metsysgnikarbkcol-itna(SBA S S S

)531SSVMF(dradnatSekarBdezinomraH S S S

)mm082morf(sekarbmm003weN S S S

dilosraer,sekarbcsiddetnevtnorfdetsissarewoPsekarbcsid

S S S

snoissimE IIDBO S S S

yrevoceRropaVgnileufeRdraob-nORVRO S S S

tpecnocsnoissimeVELT S S S

enignE ,euqrot)mN542(tf-sbl181,)Wk051(ph102L8.2sag,V°51,V4–6RVrednilyc-6

S S S

ainrofilaC—scitsongaiDdraoB-nOdecnahnE S S S

tnemtrapmocenignenisturtssaG S S S

6VdnaogolWVhtiwrevocenigneweN S S S

deriuqerleufdedaelnumuimerP S S S

tcapmIediS smaebroodedisnoisurtni-itnA S S S

gnireetS gnireetsnoinipdnakcardetsissarewoP S S S



61



noisnepsuS srebrosbakcohscipocseletraerdnatnorF S S S

rabrezilibatstnorF S S S

noisnepsusrabnoisrottnorftnednepednI S S S

noisnepsusraertnednepednI S S S

lortnoCnoitcarT cinortcelE(PSEdna)noitalugeRpilS-itnA(RSA)margorPnoitazilibatS

S S —

)kcoLlaitnereffiDcinortcelE(LDE S S S

noissimsnarT kcoltfihscitamotuahtiw,evitpada,citamotuadeeps-4 S S S




adanaC–ytnarraW SLG VM *repmaC

noisorroC-itnA tsniagAytnarraWdetimiLecnatsiddetimilnuraey8noitarofrePnoisorroC

S S —

ecnanetniaM egrahcon)tsrifsruccorevehcihw(mk000,04/raey2ecnanetniams'rerutcafunamdeludehcs

S S —

ytnarraWniartrewoP detimiL)tsrifsruccorevehcihw(mk000,08/raey5.ytnarraWniartrewoP

tneuqesbusdnatsrifrofegarevocmk000,08/raey5.adanaCnisrenwo

S S —

ecnatsissAedisdaoR ecnatsissaedisdaorruoh-42ecnatsiddetimilnu/raey2 S S —

ytnarraWelciheV weNdetimiL)tsrifsruccorevehcihw(mk000,04/raey2stnemtsujdadnasmetiraet&raeW.ytnarraWelciheV

mk000,02roshtnom21laitiniretfadedulcxe.)tsrifsruccorevehcihw(

S S —

)kcoLlaitnereffiDcinortcelE(LDE S S —

SU–ytnarraW SLG VM *repmaC

noisorroC-itnA tsniagAytnarraWdetimiLecnatsiddetimilnuraey8noitarofrePnoisorroC

S S S

ecnanetniaM egrahcon)tsrifsruccorevehcihw(elim000,42/raey2ecnanetniams'rerutcafunamdeludehcs

S S S

ytnarraWniartrewoP detimiL)tsrifsruccorevehcihw(elim000,05/raey5.ytnarraWniartrewoP

rofegarevoc)tsrifsemocrevehcihw(elim000,05/raey5.srenwotneuqesbusdnatsrif

S S S

ecnatsissAedisdaoR ecnatsissaedisdaorruoh-42ecnatsiddetimilnu/raey2 S S S

ytnarraWelciheV weNdetimiL)tsrifsruccorevehcihw(elim000,42/raey2stnemtsujdadnasmetiraet&raeW.ytnarraWelciheV

selim000,21/shtnom21laitiniretfadedulcxe.)tsrifsruccorevehcihw(

S S S

62



63

EuroVan GLS 2.8L VR6 – 4V Technical Specifications

enignE

epyT )V4–6RV(Venil-nieerged51,rednilyc-6

eroB )mm0.18(ni91.3


tnemecalpsiD )mccibuc2972(nicibuc3.071


mpr@)EAS(rewopesroH )0026@Wk051(0026@102

mpr@tf-sbl,euqroT.xaM )0055–0052@mN542(0055–0052@181

tnemeriuqeRleuF )dednemmocerIKA19(dedaelnumuimerP

ngiseDenignE

tnemegnarrA esrevsnart,detnuomtnorF

kcolBrednilyC noritsaC

tfahsknarC sgniraebniamneves,leetsdegroF

daeHrednilyC wolfssorc,yollamunimulA

niarTevlaV ecnanetniam,rednilycrepsevlav4,nevirdniahc,stfahsmacdaehrevoowTsretfilciluardyheerf

metsySgnilooC dellortnocyllacitatsomreht,rotaidarwolfssorc,pmupretaw,deloocretaWnafrotaidardeeps-3cirtcele

noitacirbuL relooclio,nevirdtfahsetaidemretni,pmupraegyratoR

ylppuSriA/leuF )cinortoM(noitcejnileuftniop-itlumlaitneuqeS

noissimE srosnesnegyxoowthtiwretrevnoccitylatacyaw-3,VELT,IIDBOsracainrofilaC,metsysnoitaropavedecnahne,)maertsnwoddnamaertspu(

yrevocerropavgnileuferdraobno,pmupnoitcejniriayradnoceshtiw

metsySlacirtcelE

spmA/stloV,rotareneG 051/41

)sruoHpmA(stloV,yrettaB )06(21

noitingI srosneskconklaudhtiwcinortcelelatigiD

redrOgniriF 4-2-6-3-5-1



niartevirD

niartevirD evirDleehWtnorF

oitaRraeGnoissimsnarT ts1 dn2 dr3 ht4 ht5 esreveR laniF

launaM .A.N .A.N .A.N .A.N .A.N .A.N .A.N

citamotuA 1:17.2 1:55.1 1:00.1 1:86.0 .A.N 1:11.2 1:19.4

seiticapaC

)retlifhtiw(liOenignE )L5.5(tq8.5

knaTleuF )L0.08(lag1.12

metsyStnalooC )L8.01(tq4.11

diulFrepiW )L0.7(tq4.7

gnireetS

epyT detsissarewop,noinipdnakcaR

)kcolotkcol(snruT 05.3

elcriCgninruT)brucotbruc(

)m2.31(tf3.34

oitaR 1:3.91

EAS–semuloVroiretnI

APE naV

emuloVregnessaP )mcibuc0.5(tfcibuc871

emuloVknurT )mcibuc5.0(tfcibuc02

yticapaCgnitaeS 7

tnorF raeR

emuloV )mcibuc03.1(tfcibuc0.64 )mcibuc27.4(tfcibuc6.661

mooRdaeH )mm899(ni3.93 )mm9401(ni3.14

mooRredluohS )mm4351(ni4.06 )mm5161(ni6.36

mooRgeL )mm069(ni8.73 )mm917(ni3.82

64



65

noisnepsuSdnasissahC,ydoB

epyT sredneftnorfno-tlob,noitcurtsnocdezitinU

noisnepsuStnorF detacolyllanidutignoldnasrepmadnoitallicsohtiwenobhsiwelbuod/tnednepednIsrabnoisrot

noisnepsuSraeR cipocselet,sgnirpsliockcolbinim,smragniliartlanogaidhtiwtnednepednIsrebrosbakcohs

ekarBecivreS )mm003(tnorfdetnev,stiucriclanogaidlaud,evitisnesdaol,detsissarewoPscsidraerdilosdnascsid

metsySgnikarBkcolitnA sleehwruoflla,dradnatS

ekarBgnikraP sleehwraernoevitceffe,lacinahceM

sleehW stlob5,syolla,94TE61xJ7

seriT seritnosaeslla,H61R06/522P

tneiciffeoCgarD 63.0

snoisnemiDroiretxE

esableehW )mm0292(ni0.511

kcarTtnorF )mm9851(ni6.26

kcarTraeR )mm4551(ni2.16

htgneL )mm9874(ni5.881

htdiW )mm0481(ni4.27

thgieH )mm0491(ni4.67

ecnaraelCdnuorG )mm081(ni1.7

sthgieW

thgieWbruC daolyaP

noissimsnarTlaunaM .A.N .A.N

noissimsnarTcitamotuA )gk5491(bl582,4 )gk507(bl355,1

noitpmusnoCleuF

gpmytiC mk001/LytiC gpmyawhgiH mk001/LyawhgiH

noissimsnarTlaunaM .A.N .A.N .A.N .A.N

noissimsnarTcitamotuA 51 7.71 02 2.01

hpm06–0ecnamrofreP)h/mk79–0(

.A.NnoissimsnarTcitamotuA,.A.NnoissimsnarTlaunaM

EuroVan MV 2.8L VR6 – 4V Technical Specifications


66

enignE


eroB )mm0.18(ni91.3







ngiseDenignE





niarTevlaV eerfecnanetniam,rednilycrepsevlav4,nevirdniahc,stfahsmacdaehrevoowTsretfilciluardyh




noissimE dnamaertspu(srosnesnegyxoowthtiwretrevnoccitylatacyaw-3,VELT,IIDBOriayradnoceshtiwsracainrofilaC,metsysnoitaropavedecnahne,)maertsnwod

yrevocerropavgnileuferdraobno,pmupnoitcejni

metsySlacirtcelE







67

niartevirD




citamotuA 1:17.2 1:55.1 1:00.1 1:86.0 .A.N 1:11.2 1:19.4

seiticapaC





gnireetS




)m2.31(tf3.34

oitaR 1:3.91


APE naV



yticapaCgnitaeS 7

tnorF raeR

emuloV )mcibuc03.1(tfcibuc0.64 )mcibuc27.4(tfcibuc6.661

mooRdaeH )mm899(ni3.93 )mm9401(ni3.14

mooRredluohS )mm4351(ni4.06 )mm5161(ni6.36

mooRgeL )mm069(ni8.73 )mm917(ni3.82

68










sleehW stlob5,syolla,94TE61xJ7



snoisnemiDroiretxE








sthgieW

thgieWbruC daolyaP


noissimsnarTcitamotuA )gk1302(bl474,4 )gk926(bl683,1

noitpmusnoCleuF






69

EuroVan Camper 2.8L VR6 – 4V Technical Specifications*

2001 U.S. EuroVan

enignE


eroB )mm0.18(ni91.3







ngiseDenignE





niarTevlaV eerfecnanetniam,rednilycrepsevlav4,nevirdniahc,stfahsmacdaehrevoowTsretfilciluardyh




noissimE dnamaertspu(srosnesnegyxoowthtiwretrevnoccitylatacyaw-3,VELT,IIDBOriayradnoceshtiwsracainrofilaC,metsysnoitaropavedecnahne,)maertsnwod

yrevocerropavgnileuferdraobno,pmupnoitcejni

metsySlacirtcelE






70


2001 U.S. EuroVan

niartevirD




citamotuA 1:17.2 1:55.1 1:00.1 1:86.0 .A.N 1:11.2 1:19.4

seiticapaC





gnireetS




)m4.41(tf2.74

oitaR 1:3.91


APE naV



yticapaCgnitaeS 4

tnorF raeR

emuloV .A.N .A.N

mooRdaeH .A.N .A.N

mooRredluohS .A.N .A.N

mooRgeL .A.N .A.N


71


2001 U.S. EuroVan








sleehW srevocllufhtiwsleehwleets61xJ0.6



snoisnemiDroiretxE








sthgieW

thgieWbruC daolyaP


noissimsnarTcitamotuA )gk3732(bl203,5 )gk543(bl496

noitpmusnoCleuF







72

Notes

The EuroVan, Model Year 2001 Teletest

The test for this course, number 892103, has been prepared and shipped as a separatedocument. Please refer to your copy of that document and follow the testing instructions tocomplete the Teletest.

Additional copies are available by contacting:

Certification Program Headquarters

Toll-free Hotline & Testing 1-877-CU4-CERT (1-877-284-2378)

Fax: 1-877-FX4-CERT (1-877-394-2378)

Hotline assistance is available Monday – Friday

between 9:00 a.m. and 5:00 p.m., EST.

73

Teletest

892103 the 2001 EuroVan With the 2.8-Liter 24-Valve VR6 Engine and Electronic Stabilization Program

Documents

Transcript of 892103 the 2001 EuroVan With the 2.8-Liter 24-Valve VR6 Engine and Electronic Stabilization Program