Tdi Sdi Motor

2

Two new diesel engines from the proven group engine series supplement the range of engines available from SKODA.

This publication will help you to become familiar with the new technical details of these engines, the operation and design of the new components and their most important features.

Function components with are identical to those of the other familiar engines, can be found in SSP 16/1.9-ltr. 66 kW TDI engine.

SP22-23

1.9 l TDI 81 kW1.9 l SDI 50 kW

3

You can find information regarding inspection and maintenance, setting and repair instructions in the Workshop Manual.

Contents

Technical Data 4

Engine Characteristics 5

Diesel Control Flap 6

Exhaust Gas Recirculation Valve 8

Technical Data 9

Engine Characteristics 10

Intake Manifold Flap 11

System Overview 12

Turbocharger 14

Actuators 19

Self-Diagnosis 21

Function Diagram 22

Two-Mass Flywheel 23

Oil Filter 26

Service Service Service Service ServiceServicexxxxxxxxxxxxxxxxOCTAVIA

XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX

xxxxxxxxxxxxxxxxOCTAVIA

XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX

xxxxxxxxxxxxxxxxOCTAVIA

XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX

xxxxxxxxxxxxxxxxOCTAVIA

XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX

xxxxxxxxxxxxxxxxOCTAVIA

XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX

Part I - 1.9-ltr. 50 kW SDI Engine

Part II - 1.9-ltr. 81 kW TDI Engine

4

Technical highlights:

– Two-stage exhaust gas recirculation valve.

– Electrically controlled intake manifold flap (diesel control flap).

– Preset injection pump with variable toothed belt sprocket.

– The engine can also be operated with biodie-sel (VOME - vegetable oil methyl ester).

– Upright oil filter with replaceable filter cartridge (similar to 1.9-ltr. TDI).

Technical Data

Engine code: AGPEngine type: 4-cylinder in-line engine

Displacement: 1896 cm

3

Bore: 79.5 mmStroke: 95.5 mmCompression ratio: 19.5 : 1Mixture formation: Distributor injection

pump, direct injectionFiring order: 1 - 3 - 4 - 2Fuel: Diesel, min. 45 CNEmission control: Exhaust gas recirculation

and oxidation catalytic converter

Power output: 50 kW (68 HP) at 4200 rpm

Torque: 130 Nm at 2000 - 2600 rpm

SP22-6

Part I - 1.9-ltr. 50 kW SDI engine

5

Engine Characteristics

– The injectors (5-hole injectors) feature smaller injection holes which permit a reduction of about 5

% in flow.

– The diesel direct injection system control unit is matched to the parameters of the naturally-aspirated diesel.

– Intake manifold and exhaust manifold are new.

– An additional flap (diesel control flap) in the intake manifold modifies the pressure ratios of the inducted air in the part load range in order to create balanced pressure ratios for the exhaust gas recirculation.

– The exhaust gas recirculation (EGR) valve is integrated in the intake manifold.It operates in two stages. The opening is map-controlled.

In what ways does the 1.9-ltr. SDI differ from the 1.9-ltr. TDI?

While the engine employs the same fuel injection method - direct injection - it operates without a turbocharger and without intercooler.

Engine timing and fuel injection have been modi-fied in order to achieve the performance parame-ters while maintaining the exhaust limits:

– New camshaft offers greater overlap of valve opening times.

– Valves with 7 mm stem diameter.

– Flat design of piston bowl.

– Injection pump operates at higher injection pressure.

P = PowerM = Torquen = Engine speed

20

1000 2000 3000 4000 5000

30

40

50

60

70

110

130

120

10

0

140

M (

Nm

)

n (1/min)

0

P (

kW)

SP22-5

6

Diesel Control Flap

RGE = Exhaust gas recirculation valveG28 = Engine speed sensorG70 = Air mass meterG72 = Intake manifold temperature sender

Consequently, it is a complicated exercise to spe-cifically feed exhaust gas into the inducted air when the engine is operating at part load, although this is essential, particularly at part load, in order to reduce the oxides of nitrogen.That is why the inducted air in the intake manifold is controlled at certain engine speeds in order to match the inlet pressure to the conditions of the exhaust pressure and to thus achieve thorough intermixing of exhaust gas and fresh air.

A two-stage exhaust gas recirculation valve is used to set the exhaust recirculation rates as they are required in the lower engine speed operating range.

Exhaust gas recirculation is the most effective measure at present for reducing the oxides of nitrogen (NO

x

) in the exhaust. The recirculation rates have to be very exactly metered to ensure that an adequate level of oxygen nevertheless remains for combusting the fuel injected.

Excessively high rates of exhaust gas recircula-tion allow an increase in the emissions of soot, carbon monoxide and hydrocarbon as a result of the air deficiency.

The difference between inlet pressure and exhaust pressure on diesel engines not fitted with a turbocharger, is relatively slight.

J248 = Diesel direct injection system control unitN18 = EGR valveV60 = Intake manifold flap motorVP = Vacuum pump

J248

N18

G28

VP

G70

G72

V60AGR

SP22-7

Diesel control flap (intake manifold flap)

New!

7

Self-diagnosis

Failure of the intake manifold flap motor V60 is stored in the fault memory.

The on/off ratio can be read in the function "08", Reading measured value block.

Diesel control flap

Function

The intake manifold is partially sealed off by a flap in order to adapt the inlet pressure to the exhaust pressure when the engine is operating at part load.

For this purpose, the diesel direct injection sys-tem control unit processes the information on

Engine speedCoolant temperatureAir mass flow

The diesel control flap in the intake manifold is operated by the intake manifold flap motor V60, the rotation angle being calculated by the control unit in line with the input information.

The diesel control flap is

– fully open from an inducted air flow of 16 mg/stroke

– open map-controlled (in line with engine load and speed) up to an inducted air quantity of 16

mg/stroke

– fully open from 2800 l/min (pressure ratios above this range do not present any problem)

– fully open for cold start

– fully open when engine switched off.

The two-stage exhaust gas recirculation valve is operated for this purpose in line with engine load and speed ratios.

Substitute function

In the event of a fault, the control is deactivated. The control flap is open. This is not noticeable when driving.A possible effect is that no exhaust gases are recirculated.

J 248

SP22-15

Intake manifold flap motor V60

Diesel control flap

8

Exhaust Gas Recirculation Valve

The two-stage exhaust gas recirculation valve

Function

The exact adaptation of the exhaust gas recircu-lation rate to the particular driving state is calcu-lated by the diesel direct injection system control unit.

The exhaust gas recirculation valve operates pneumatically with vacuum in 2 stages.

The control pressure is set by the EGR valve N18, which is actuated directly by the control unit.It is a pulsed valve, in terms of its task an electro-pneumatic converter, which converts electric sig-nals into mechanical movements.

The control

The control pressure p is pulsed and the stroke s of the valve determined according to a map as a function of engine load and speed.

Consequently, depending on the cross-section of the opening, more or less exhaust gas can flow to the intake manifold, this being particularly neces-sary in the lower engine load range.

The EGR valve in this case is always controlled in combination with the diesel control flap.

In the part load range, the EGR valve is either fully or half open while it is closed at full throttle.

Substitute function

In the event of a fault, exhaust gas recirculation is interrupted.

AB

B

A

SP22-14

Secondary spring

Main spring

Diaphragm

To intake manifold

Plunger with valve disc

Vacuum connection

From exhaust manifold

A = 1st stage stroke

New!

0

1

2

3

4

5

6

7

8

- 20 - 40 - 50 - 60- 30p MPa

s m

m

B = 2nd stage stroke

SP22-18

SP22-24

EGR valve closed

EGR valve half open

EGR valve fully open

Stroke s of EGR valve as a function of control pressure p

Map for controlling the EGR valve

Engine speed

Load

9

Technical Data

Technical highlights:

– Engine is based on the power plant concept of the 66 kW TDI engine.

– Charging employs a turbocharger without bypass with variable turbine geometry (varia-ble guide vanes), which has a considerable impact on the power boost.

– The swirl level of the combustion chamber and the geometry of the piston bowl are the same as the basic engine. The hole diameter of the five-hole injector has been enlarged to 205

µ

m.

– The engine can also be operated with biodie-sel (VOME - vegetable oil methyl ester).

Engine code: AHFEngine type: 4-cylinder in-line engine

Displacement: 1896 cm

3

Bore: 79.5 mmStroke: 95.5 mmCompression ratio: 19.5 : 1Mixture formation: Direct injection with

electronically controlled distributor injection pump

Firing order: 1 - 3 - 4 - 2Fuel: Diesel, min. 45 CNEmission control: Exhaust gas recirculation

and oxidation catalytic converter

Power output: 81 kW (110 HP)/at 4150 rpm

Torque: 235 Nm at 1900 rpm

SSP 200/051

Part II - 1.9-ltr. 81 kW TDI engine

10

Engine Characteristics

– The dimension of the oil cooler has been enlarged in order to have the coolest possible oil available for the spray cooling of the pis-tons and for the turbocharger.

– A three-stage electric auxiliary heater is avail-able for certain export countries, which cuts in as a function of outside temperature and engine temperature in order to provide the necessary heating capacity in the car.

– The radiator fan can be actuated by the engine control unit after switching off the engine if this is necessary because of high temperatures in the engine compartment. High engine temperatures are limited, particu-larly in the area of the turbocharger, in order to prevent any carbon deposits in the oil-con-veying parts of the turbocharger.

– The electronic diesel injection control unit per-forms the task of controlling the quantity of fuel of injection and start of injection, boost pressure, exhaust gas recirculation, glow period and electronic auxiliary heater. The system features the Bosch MSA 15 control unit.

– The engine has a two-mass flywheel for reducing the interior noise in the car.

– A flywheel damper which balances rotational imbalances of the crankshaft, is integrated in the face end of the belt pulley.

– A flap in the intake manifold prevents any engine bucking when it is switched off.

– The upright oil filter with replaceable filter car-tridge is mounted directly in the oil cooler.

P = PowerM = Torquen = Engine speed

20

1000 2000 3000 4000 5000

125

30

40

50

60

70

80

90

150

200

175

P (

kW)

10

0

225

250

M (

Nm

)

n (1/min)

SP22-4

11

Intake Manifold Flap

In response to this, the engine control unit ener-gizes the intake manifold flap switchover valve N239.

This switches vacuum to the diaphragm in the vacuum unit. The vacuum unit closes the intake manifold flap mechanically.

The intake manifold flap remains closed for about 3 seconds and then opens again.

The 1.9-ltr. TDI engine has a flap integrated in the intake manifold.

Task

Diesel engines operate with a high compression ratio.

When the engine is switched off, bucking motions are produced as a result of the high compression pressure of the inducted air.

The air supply is interrupted by the intake mani-fold flap as soon as the engine is switched off. Only a small quantity of air is compressed, and the engine comes to a smooth stop.

Function

There are only two positions for the intake mani-fold flap: "OPEN" and "CLOSED".

In the "OPEN" position, the atmospheric pressure acts on the diaphragm in the vacuum unit.

If the engine is switched off, a pulse is supplied to the engine control unit by the ignition/starter lock.

J248

N239

SP22-8

SP22-9

Intake manifold flap

Vacuum unit

Vacuum supply from vacuum pump

Inducted air

New!

Atmospheric pressure

12

New or additional components in the 81 kW TDIengine compared to the 66 kW TDI version areshown within a coloured frame.

System Overview

System overview of electronic control of the 1.9-ltr. 81 kW TDI engine

Sensors

Needle lift sender G80

Engine speed sender G28

Air mass meter G70

Coolant temperature sender G62

Brake light/brake pedal switch F/F47

Clutch pedal switch F36

Fuel temperature sender G81

Additional signals

.

Air conditioning

.

DF terminal

DURCHFLUSS

074 90

6 461

FLOW

7 .1822

1.01GERMANY

PIERBURG> PBT-GF/M40 <

Diagnostic plug connection

The microprocessor-assisted engine manage-ment system is specifically matched to the requirements of the variable turbocharger. The Bosch MSA 15 control unit performs control of the quantity of fuel injected as well as start of injec-tion, boost pressure, exhaust gas recirculation, glow period and the electric auxiliary heater.

Intake manifold temperature sender G72+ Intake manifold pressure sender G71

Accelerator pedal position sender G79+ Idling speed switch F60+ Kickdown switch F8

Modulating piston movement sender G149

13

Actuators

Glow plugs (engine) Q6Glow plug relay J52

Heater elements (coolant) Q7*Low heating output relay J359

Heater elements (coolant) Q7*High heating output relay J360

EGR valve N18

Boost pressure control solenoid valve N75

Glow period warning lamp K29 and fault display

Quantity adjuster N146

Fuel cut-off valve N109

Commencement of injection valve N108

Additional signals

.

Engine speed signal

.

Fuel consumption signal

.

Air conditioning

Note:The operation of the sensors and actuators which are identical to the 1.9-ltr. 66 kW TDI engine, is described in SSP 16!

Diesel direct injection system relay J322

Diesel direct injection system control unit J248 with altitude sender F96

SP22-10

Intake manifold flap switchover valve N239

* only for certain export versions

14

Turbocharger

System overview of boost pressure control

G70

J248

G71 + G72

N75

U VP

F96

U = Vacuum reservoirVP = Vacuum pump

Refer to the system overview of the electronic control of the TDI engine for the abbreviated designation of the sensors and actuators.

In place of the bypass, the turbocharger operates with variable vanes in the turbine.

These are used to influence the exhaust flow to the turbine wheel.

The vanes are moved by means of a vacuum unit.

SP22-1

Boost air

CompressorNon-return valve

Intercooler

Inducted air

Vacuum unit

Turbine wheel

Guide vane

15

The design of the turbocharger with variable turbine geometry

In contrast to the turbocharger with bypass, the compression required is achieved not in the upper engine speed range, but over the entire range.

– The turbocharger is lubricated by its own oil supply.

– The vacuum unit moves a rotating adjusting ring by means of a linkage. This ring passes on the adjustment movement to the vanes.

Highlights

– Turbocharger and exhaust manifold are a sin-gle part.

– Variable vanes positioned in the shape of a ring, influence the direction and cross-section of the flow of the turbine.

– The full exhaust flow is always directed over the turbine wheel.

Variable vane

Housing of turbocharger

Exhaust outlet

Turbine wheel

Exhaust flow from engine

Lube oil feed

Adjusting ring

Compressor wheel

Intake air

Vacuum unit for positioning of vanes

New!

SP22-2

16

Turbocharger

The principle of boost pressure control

Applied physics

A gas flows through a constricted pipe more rap-idly than through a pipe without any constriction. This assumes that the same pressure exists in both pipes.

This fundamental physical principle is exploited in a turbocharger with a constant output.

Low engine speed and high boost pressure desired

The cross-section of the turbocharger is con-stricted upstream of the turbine wheel by means of the variable vanes.The exhaust gas flows more rapidly as a result of the constricted cross-section and, in turn, the tur-bine wheel is rotated more rapidly.

As a result of the high turbine speed, the boost pressure required is also achieved even at a low engine speed.The exhaust backpressure is high.A high engine power output is available in the low engine speed range.

High engine speed, boost pressure must not be exceeded, however

The cross-section of the turbocharger is matched to the exhaust flow.In contrast to the bypass, the entire exhaust flow is passed through the turbine.

The variable vanes provide a greater inlet cross-section for the exhaust gas in order to avoid exceeding the boost pressure attained.

The exhaust backpressure drops.

SP22-29

SP22-27

SP22-28

Exhaust backpressure

Boost pressure

Variable vane Turbine wheel

17

Consequently, the position of all the variable vanes can be altered evenly and simultaneously by means of the adjusting ring.

The adjusting ring is moved with the guide plate of the control linkage by the vacuum unit.

The variable vanes are inserted into a supporting ring together with their shafts.

The shafts of the variable vanes have a guide plate on the rear which meshes into an adjusting ring.

Altering the position of the vanes

SP22-20

Guide plate

Variable vane

Adjusting ring

Supporting ring

Guide plate of control linkage

Control linkage

Connection to vacuum unit

Shaft

New!

18

Flat position of variable vane=

Narrow inlet cross-section of exhaust gas flow

Steep position of variable vane=

Large inlet cross-section of exhaust gas flow

Turbocharger

The variable vanes are positioned at a steeper angle as the quantity of exhaust gas increases or to achieve a lower boost pressure.The inlet cross-section is enlarged.The boost pressure and output of the turbine thus remain practically constant.

The variable vanes are set to a narrow inlet cross-section in order to achieve a rapid increas-ing boost pressure at low engine speed and full throttle.

The constriction of the cross-section causes the exhaust gas flow to accelerate and thus boosts the turbine speed.

Optimal boost pressure and improved combustion over the entire

engine speed range=

reduced exhaust emission levels

Reduced exhaust backpressure in the turbine in the upper engine speed range and improved

output in lower engine speed range=

improved fuel economy

Advantages from using variable turbine geometry

SP22-30 SP22-31

SP22-28SP22-27

Note:The maximum position of the variablevanes and thus the largest inlet cross-section is also at the same time theemergency running position.

Direction of rotation of adjusting ring

19

Actuators

The boost pressure control solenoid valve N75

Operating principle

The boost pressure control solenoid valve N75 is actuated by the diesel direct injection control unit. By altering the signal pulses (on/off ratio) it is pos-sible to set the vacuum in the vacuum unit by means of which the position of the variable vanes is altered mechanically.

The signals of the diesel direct injection system control unit correspond to the boost pressure map.

Effects in the event of failure of the valve

The solenoid valve opens.Atmospheric pressure thus exists at the vacuum unit.This corresponds to the emergency running posi-tion.

Self-diagnosis

Self-diagnosis is carried out in the functions

02 Interrogating fault memory03 Final control diagnosis08 Reading measured value block.

Set and actual values can be read for the boost pressure in function 08. Correct operation of the boost pressure control can be checked by com-paring both values.

SP22-22

SP22-21

N75

S23410A

J248

15

20

The solenoid valve N75 is actuated constantly by the diesel direct injection system control unit J248.The maximum vacuum acts on the vacuum unit UD.The variable vanes are set to a flat position.The maximum boost pressure is built up rapidly.

Actuators

Solenoid valve N75 and the vacuum unit -UD- for altering the position of the variable vanes

The solenoid valve is de-energized.Atmospheric pressure acts on the vacuum unit.The variable vanes are set to steep position.This position is also the emergency running position.

Vacuum control for steep variable vane position

The engine has to produce the power corre-sponding to the driving conditions and the turbo-charger has to supply the optimum boost pressure in each situation.The solenoid valve is actuated by the engine control unit in line with the driving conditions.It sets a vacuum level between atmosphericpressure and the maximum possible vacuum which corresponds to a particular position of the variable vanes for the respective engine speed and load range.The position of the variable vanes is thus conti-nuously altered to the desired boost pressure as a result of the continuous control process.

Vacuum control for intermediate stages of the variable vanes

Vacuum control for flat variable vanes

SSP190/13

SSP190/14

SSP190/15

N75

UD

N75

UD

N75

UD

21

Self-Diagnosis

The diesel direct injection system control unit J248 fitted to the 1.9-ltr. AHF engine features a fault memory.

Faults at the sensors and actuators monitored are stored in the fault memory with an indication of the type of fault.

Self-diagnosis can be conducted with the vehicle system tester V.A.G 1552 or with the fault reader V.A.G 1551.

Functions available

01 - Interrogating control unit version02 - Interrogating fault memory03 - Final control diagnosis04 - Basic setting05 - Erasing fault memory06 - Ending output07 - Coding control unit08 - Reading measured value block

The new sub-components as well as those required for exhaust gas recirculation and boost pressure control are covered in the self-diagnosis as follows:

02 Interrogating fault memoryIntake manifold flap switchover valve N239Vehicle voltage terminal 30EGR valve N18Boost pressure control solenoid valve N75

03 Final control diagnosisEGR valve N18Boost pressure control solenoid valve N75

08 Reading measured value blockSpecified readouts for boost pressure controlSpecified readouts for exhaust gas recircula-tion

Note:Please refer to the Workshop ManualDiesel Direct Injection and Glow Plug System - Engine AHF forthe exact procedure for self-diagnosis.

1552V.A.G.HELPQOC

987

654

321

SP17-29

22

Function Diagram

The function diagram contains the new components for boost pressure control and shows how they are integrated in the entire system of the electronic diesel control. The base version is identical with that of the 1.9-ltr. 66 kW TDI engine.

Components

G28 Engine speed senderG71 Intake manifold pressure senderG72 Intake air temperature senderJ248 Diesel direct injection system control unitJ322 Diesel direct injection system relayN75 Boost pressure control solenoid valveN239 Intake manifold flap switchover valve

N75

30

15

x

31

S23410A

J248

33 25

15

13 39 40

A71

N239

3

69 67 71 1

E30

31

G71G72

30

15

x

31

31

G28

J322

P

= Input signal

= Output signal

Colour coding/Legend

= Battery positive

= Earth

in out

SP22-3

23

Two-Mass Flywheel

The decoupled masses are connected flexibly to each other by means of a spring/damping sys-tem.

As the mass moment of inertia of the gearbox components is increased as a result of this, these components absorb oscillations only at signifi-cantly lower engine speeds.Excitations of the gearbox shaft which would result in it oscillating are thus almost completely absorbed by the system.

What is achieved is smooth running of all the downstream components such as the secondary flywheel mass, clutch, clutch plate, gearbox and drive train.

On the other hand, the reduced primary mass results in an increased rotational irregularity of the crankshaft.This situation is counteracted by means of meas-ures at the belt drive. A vibration damper is inte-grated into the belt pulley at the face end.

The two-mass flywheel

In reciprocating-piston engines, rotary oscillations are produced at the crankshaft and flywheel as a result of the irregularity of the combustion proc-ess.These oscillations are transmitted through the clutch to the gearbox and drive train.

In the low engine speed range this manifests itself in the form of vibrations and noises.

The two-mass flywheel prevents these rotary oscillations being transmitted to the drive train where they can produce resonance oscillations.

The operating principle consists in separating the flywheel into two decoupled mass parts.The primary flywheel mass is the one part and forms part of the mass moment of inertia of engine.The other part, the secondary mass, increases the mass moment of inertia of the gearbox.

SP22-13 197/45

Vibration damper in belt pulley

Crank assembly

Primary flywheel mass of two-mass flywheel

Insulation of oscillations

24

Engine and gearbox with two-mass flywheel

Expressed in simple terms:

A conventional flywheel cushions the vibrations of the engine to a greater extent. The residual oscil-lations, however, are transmitted fully to the gear-box. This is particularly evident in the low engine speed range as a result of vibrations and noises.

Two-Mass Flywheel

Schematic representation of the two-mass flywheel

Engine and gearbox with conventional flywheel and clutch design

Oscillation pattern of engine and gearbox at idling speed

Engine Gearbox

Oscillation pattern of engine and gearbox at idling speed

Engine Gearbox

194/025

194/026

The two-mass flywheel produces slightly higher engine vibrations. As a result of the spring/damp-ing system and the increased mass moment of inertia of the gearbox components, however, they are scarcely transmitted to the gearbox. In addi-tion to the greatly increased ride comfort, it is also possible to achieve reduced wear and better fuel economy at low engine speeds.

Vibration absorbed by gearbox

Vibration produced by engine

0

+

-

0

+

-

SP22-25

SP22-26Rot

atio

nal i

rreg

ular

ity (

rpm

)

Time

Rot

atio

nal i

rreg

ular

ity (

rpm

)

Time

25

The torque is transmitted by the primary flywheel mass through the spring assemblies to the sec-ondary flywheel mass.

The clutch is bolted onto the secondary flywheel mass.

The primary flywheel mass consists of two shaped sheet metal parts welded on the outside.

The spring assemblies of the spring/damping sys-tem are located inside.

The primary side contains a grease packing which is sealed to the atmosphere by means of a diaphragm.

The secondary mass is mounted on the primary flywheel mass by means of a grooved ball bear-ing.

The basic design in combination with clutch and clutch plate

Note:The two-mass flywheel is an elementof the engine vibration system and is matched to this!A conventional flywheel-clutch combi-nation can therefore not be installedas a replacement.

194/024

Grease packing

Primary flywheel mass

Diaphragm

Spring/damper system

Secondary flywheel mass

Clutch

Clutch plate

Gearbox sideEngine side

26

The diesel engines now feature an environmen-tally-friendly design of oil filter which minimizes the use of scarce resources and to also have as little "problem waste" as possible when disposing of the old oil.

Oil Filter

The cleaning of the oil has a major impact on engine life.

The change intervals as stated in the service schedule (km limit or 1x a year) should be exactly observed.

The oil filter cartridge is withdrawn upward after removing the cap.

The oil filter housing at the same time acts as the carrier for the external oil cooler.

The oil cooler is located below the oil filter hous-ing and is bolted to it.

The oil pressure switch (grey, 0.9 bar) is posi-tioned in the oil filter housing, as before, at an easily accessible point.

The oil filter housing remains attached to the engine during the entire engine life.

Only the oil filter cartridge is changed when changing the oil.

The cartridge consists of a newly developed high-strength filter paper with optimised fineness. Solid foreign bodies from the engine oil (combustion residues, metal abrasion, dust) are trapped, the engine oil is cleaned.

SP22-16 SP22-17

Oil filter cartridge

Engine connection

Oil filter housing

Oil cooler connection

Cap

Connection for oil pressure switch

New!