3 cylinders engines for Skoda cars (Engine code AWY & AZQ)

2

GB

SP45_11

A new 3-cylinder petrol engine will in future form the entry-level engine for

Š

koda models. It is a completely new development and will be available in the

Š

koda

Fabia.

Initially, it will be available as a 6-V engine version with 2 valves for each cylinder; at a later date a 12-V version with 4 valves for each cylinder and increased power output will be available.

Essentially, the engine has been designed in conformity with the proven design principles which exist within the Group. Cylinder block and cylinder head are light-alloy components. The camshaft and the oil pump are both driven by means of a chain. The valve gear is equipped with hydraulic valve clearance compensation elements.

A balance shaft ensures low-vibration running.

... 3 cylinders for

Š

koda cars!

3

GB

ServicexxxxxxxxxxxxxxxxFABIA

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ServicexxxxxxxxxxxxxxxxFABIA


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Contents

You will find notes on inspection and maintenance, setting and repair instructions in the Workshop Manual.

Introduction

4

Technical highlights 4Specifications 5

Engine Mechanical Components 6

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

Cooling System 17

Overview 17

Engine Management 18

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

Function Diagram 26

4

GB

Technical highlights

The 1.2-ltr. inline engine available with 2 valves, and also with 4 valves per cylinder, opens up a new chapter in the range of

Š

koda engines and enlarges the choice for

Š

koda models.

Introduction

The technical highlights are:

– Crankshaft with 6 balance weights running in 4 bearings

– Camshaft driven by crankshaft by means of a chain; oil pump likewise chain-driven

– Timing chain tensioned by hydraulic tensioning device, chain for oil pump drive tensioned mechanically

– Cylinder block split at level of middle of crankshaft

– Balance shaft for reducing vibrations– Cross-flow cooling in cylinder head– 4-valve engine without fuel return-flow

line, fuel filter with integrated fuel pressure regulator

– 2-valve engine with fuel return-flow line, fuel pressure regulator at fuel distribution pipe

– Upright oil filter located at exhaust side in top part of cylinder block, filter element replaceable from above

– Crankcase ventilation with fresh air flow into ventilation system, PCV (

P

ositive

C

rankcase

V

entilation) control valve– Oil level/temperature sender installed into

oil pan from above through timing case (extended service interval)

– Plastic intake manifold– Electronic Power Control– Single-spark ignition coils– Post-treatment of exhaust gases with

2 step-type lambda probes on 2-V engine, catalytic converter close to engine

– Post-treatment of exhaust gases with 1 broadband lambda probe as upstream-cat probe and one step-type probe as downstream-cat probe on 4-V engine, catalytic converter close to engine

– Electric exhaust gas recirculation valve on 4-V engines

– Air filter with integrated control for blending of warm air

SP45_49SP45_48

... with 4 valves per cylinder... with 2 valves per cylinder

5

GB

Specifications

Engine code AWY AZQ

Type 3-cylinder inline engine with 2 valves per cylinder

3-cylinder inline engine with 4 valves per cylinder

Displacement 1198 cm

3

1198 cm

3

Alésage 76.5 mm 76.5 mm

Course 86.9 mm 86.9 mm

Compression ratio 10.3 : 1 10.5 : 1

Max. power output 40 kW at 4750 rpm

-1

47 kW at 5400 rpm

-1

Max. torque 106 Nm at 3000 rpm

-1

112 Nm at 3000 rpm

-1

Engine management system Simos 3PD (Multipoint) Simos 3PE (Multipoint)

Fuel Unleaded petrol RON 95 (91 possible with reduction in output)

Unleaded petrol RON 95 (91 possible with reduction in output)

Emission standard EU4 EU4

n (1/min)

1000 50002000 3000 4000

10

20

30

40

100

80

70

90

110

50

n (1/min)

1000 50002000 3000 4000

10

20

30

40

100

80

70

90

110

50

Engine characteristic - AZQEngine characteristic - AWY

SP45_29SP45_15

6

GB

Engine Mechanical Components

Front view Side view

Exhaust manifold and catalytic converter form a compact single assembly. The upstream-cat lambda probe is installed from above into the exhaust manifold directly upstream of the catalytic converter.The downstream-cat lambda probe is located in the exhaust pipe downstream of the catalytic converter.

Warm air is inducted from the area between exhaust manifold/catalytic converter and the matching cover through the warm air inlet connection to the air filter.

The ratio of cold and warm inducted air is controlled by means of regulating flap in combination with a thermostat. The control mechanism is integrated in the air filter.

The cylinder block is split at the level of the middle of the crankshaft. The bottom part is a bearing bridge which is particularly stable in design and consists of a single part. This also performs the task of the otherwise usual bearing caps and, as a result of its compact design, contributes to good mounting of the crankshaft.The bottom part also integrates a balance shaft which is responsible for ensuring low-vibration running of the engine.

The ventilation of the crankcase features a PCV control valve.

Ignition in the respective cylinder is performed by individual ignition modules (single-spark ignition coils).

Upstream-cat lambda probe

Downstream-cat lambda probe

Coolant thermostat housing Tensioning pulley

Crankshaft belt pulley

Oil level/temperature sender

AC compressor

SP45_06

AlternatorClutch flange

SP45-07

Coolant pump

AC compressor

Alternator

Guide pulley

Warm air inlet connection

Catalytic converter with shields

Oil filter

Overview of engine

Vacuum valve (crankcase ventilation)

Intake manifold

The illustrations show the 2-valve engine version

7

GB

Cylinder head

Timing case

SP45_09

Top part of cylinder block

Bottom part of cylinder block (bearing bridge)Liquid gasket

Metal gasket

1

1

2

1

1

Cylinder head cover

Parts sealed by

means of:

Note:

Please refer to the Workshop

Manual for more detailed

information regarding the sealing.

Oil pan

2

1

3

Contact surface of shaped rubber gasket of coolant pump

3

The illustrations show the 2-valve engine version

Main components of engine

housing

Cylinder head cover, cylinder head, cylinder block (top and bottom part) and the timing case (side housing cover for camshaft drive/oil pump drive) are aluminium die castings. The oil pan is manufactured from sheet steel. The cast-in-place liners for the pistons are manufactured of grey cast iron.

Essentially, the rigidity of the engine is determined by the extremely stable design of the bottom part of the cylinder block.As part of the engine design process, an optimisation was conducted using systems such as CAD (Computer Aided Design) and CAE (Computer Aided Engineering).

8

GB


Crankshaft

Balance weight on balance shaft

Balance shaft

Balance weight on crankshaft

Balance weight on balance shaft

SP45_12

Crank assembly with balance shaft

The crankshaft is manufactured from spheroidal cast iron. Each half runs in 4 main bearings in the top part of the cylinder block and in the bottom part.The crankshaft features 6 balance weights to ensure smooth engine running.

The balance shaft is driven by the crankshaft through a pair of gears. It rotates at the same speed as the crankshaft, but in the opposite direction of rotation.

When the engine is running, forces and moments are produced as a result of the movement of the pistons, conrod and crankshaft which in turn have an effect on the smooth running of the engine. The description below is intended to briefly explain how and when these have an effect.

Oscillating inertia forcesRotating inertia

forces

SP45_33

SP45_32

Crankshaft of 3-cylinder engine

SP45_34

Compensation of forces and moments

Transverse axisAxis of rotation

When the components of the crank assembly rotate and oscillate, this results in an acceleration or braking of these parts. This in turn produces inertia effects and these in turn produce imbalances.In order to minimise the imbalances in multi-cylinder engines, it is necessary to minimise the following forces and moments:

– Rotating inertia forces, by appropriately designing the crankshaft throws and the parts of the connecting rod

– Oscillating inertia forces, by appropriately designing the pistons and parts of the connecting rod

– Moments about the transverse axis resulting from rotating forces

– Moments about the transverse axis resulting from oscillating forces

Reflection plane Vertical axis

Moments resulting from oscillating and rotating forces

9

GB

Crankshaft of 4-cylinder engine

Vertical axis

Longitudinal axis

SP45_31

Crankshaft star

The main difference between the inertia effects mentioned consist in the fact that the

rotating

inertia forces at a particular rotational speed have a constant magnitude but different directions. The directions are fixed by the throws of the crankshaft.

In contrast,

oscillating

inertia forces at a particular rotational speed have a constant direction which is given by the axes of the cylinders, but the magnitudes differ.

"in terms of moment" the reflection of onehalf of the crankshaftcorresponds to theother half

SP45_43

To simplify this situation we can state that the crankshaft is balanced if:

"in terms of forces" the crankshaft star isregular (e.g. crankassembly of 3-cylinderengine with throw each of 120˚)

Reflection plane

Inertia effects can be influenced by:

– Number and arrangement of cylinders– Type of throws of the crankshaft– Balance weights fitted to the crankshaft– Use of one or several balance shafts

Note:

The crankshaft must not be

removed or detached.

Please refer to the descriptions

in the Workshop Manual.

10

GB


Oil pump drive

The oil pump integrated in the oil pan is driven by the crankshaft by means of a chain. The oil pump extracts the oil through a suction strainer. This strainer forms the bottom part of the oil pump.

The chain for driving the oil pump is tensioned by mechanical chain tensioner. A leaf spring ensures that the chain is correctly tensioned.

Camshaft drive and valve gear

The camshaft is driven by the crankshaft via the timing chain.The tensioning rail and guide rail in combination with the hydraulic tensioning device ensure that the timing chain is always correctly tensioned and guided.

The camshaft controls the valves by means of roller-type rocket arms/cam rollers. Hydraulic supporting elements ensure proper compensation of the valve clearance.

Camshaft

Chain sprocket of camshaft

Tensioning rail (plastic)

Guide rail (plastic)

Hydraulic tensioning device for timing chain

Chain sprocket of crankshaft for camshaft drive

Chain sprocket of crankshaft for oil pump drive

Chain of oil pump drive

Chain sprocket of oil pump

Hydraulic supporting element

Valve

Crankshaft

Oil pump

Mechanical chain tensioner for oil pump drive (spring-tensioned)

Leaf spring

Roller-type rocker arm

Spiral spring

SP45_08

Camshaft drive and valve gear,

oil pump drive of 2-valve engine

version

Timing chain

11

GB

Camshaft drive and valve gear,

oil pump drive of 4-valve engine

version

Camshaft drive and valve gear

The engine is equipped with two camshafts. The drive of the camshafts and the guide mechanism of the chain are basically similar to the 2-valve engine version. The camshafts rotate in the same direction.

Each cylinder features 2 inlet and 2 exhaust valves.

Oil pump drive

The drive of the oil pump is completely identical to the 2-valve engine version.

SP45_13

Chain sprocket of camshaft

Tensioning rail (plastic)

Guide rail (plastic)

Hydraulic tensioning device for timing chain

Chain of oil pump drive

Chain sprocket of oil pump

Guide rail

Chain sprocket of crankshaft for oil pump drive

Chain sprocket of crankshaft for camshaft drive

Camshaft

Valve

Crankshaft

Oil pump

Mechanical chain tensioner for oil pump drive (spring-tensioned)

Leaf spring

Roller-type rocker arm

Spiral spring

Note:

Please refer to the specifications

in the Workshop Manual for

installation and setting of the

camshaft drive.

Timing chain

12

GB

Crankcase fresh air supply and

ventilation

The crankcase fresh air supply and ventilation is used on both engine versions.

The crankcase fresh air supply reduces the formation of water in the oil and the crankcase ventilation prevents oil vapours and uncombusted hydrocarbons (gases from the combustion chamber, small quantities of which have reached the crankcase) from penetrating to the outside air.

The system consists of

– an oil separator which is housed in the top part of the timing case

– a PCV control valve– a plastic hose from PCV control valve to

intake manifold– a fresh air supply hose from air filter to

cylinder head cover– a non-return valve

The crankcase fresh air supply and ventilation differs on both engine versions only in terms of the design of the oil separator system and in the routing of the lines downstream of the PCV valve. The basic operating principle of both systems is identical.


2-valve engine version

Air filter

Fresh air supply hose

Oil return-flow galleries

Air inlet into crankcase

Plastic hose

PCV control valve

Oil separator

Non-return valve

Inlet downstream of throttle valve

SP45_40

13

GB

SP45_47

Air filter

Fresh air supply hose

Oil return-flow galleries

Air inlet into crankcase

Plastic hose

PCV control valve

Labyrinth oil separator

Non-return valve

Inlet downstream of throttle valve

Cyclone oil separator


Crankcase fresh air supply

The air supply for the crankcase is produced by means of fresh air which flows along the hose from the air filter to the engine.The fresh air is inducted by the vacuum in the intake manifold and flows along the oil return-flow galleries into the crankcase. This produces a pressure balance and blending with the gases from the combustion chamber.

The crankcase fresh air supply reduces the quantity of water vapour in the crankcase.

The mixture is then passed through the crankcase ventilation system to the combustion.

Note:

The non-return valve prevents oil from

being combusted out of the cylinder head

cover into the oil filter (is also applicable

for the 2-valve engine version).

14

GB

The 2-valve engine version features a labyrinth oil separator system.This consists of a special moulded part at which the oil is separated while the remaining gases flow onto the PCV control valve.The extracted gases flow on from the PCV control valve along an external plastic line. They flow directly into the induction system downstream of the throttle valve control unit and are blended with the inducted air.


Crankcase ventilation

The gases are drawn out of the crankcase by the vacuum in the intake manifold.

In the oil separation system the oil is separated from the gases by means of condensation and drips back into the oil pan.

The gases flow through the PCV control valve into the intake manifold where they are mixed with the inducted air and supplied to the combustion chambers of the cylinders for combustion.

Gases from crankcase

SP45_50

Oil separator

PCV control valve

Timing case


15

GB

The 4-valve engine version, in contrast to the 2-valve version, has an enlarged oil separator system.This consists of a labyrinth oil separator in the form of ribbing in the timing case and a cyclone oil separator.

The extracted gases first of all flow through the PCV control valve and then continue along an external plastic line to the intake manifold and on through a gallery in the inside of intake manifold until just before the throttle valve control unit.The gases flow into the intake manifold via an internal opening and are blended with the inducted air.

Note:

Whereas the PCV valve ensures a

uniform vacuum in the crankcase,

the pressure limiting valve opens if

an overpressure exists in the

crankcase. This is produced, for

example, as a result of wear at the

piston rings and cylinder walls. In

this case, there is an increased

flow of gases from the cylinder

into the crankcase. The oil

separation system is thus affected.

SP45_51

Cyclone oil separator

Pressure limiting valve

PCV control valve

Timing case

Labyrinth oil separator

To intake manifold

Gravity valve for oil return flow


16

GB

Depending on whether the vacuum in the intake manifold is high or low, the flow cross-section to the intake manifold is varied by means of the diaphragm and in this way a uniform pressure level is assured in the crankcase.

PCV control valve

The PCV control valve ensures a constant vacuum in the crankcase and a good ventilation of the crankcase. It is split into two chambers by a spring-mounted diaphragm. One chamber is connected to the outside air while the other is connected to the intake manifold and to the crankcase.


SP45_41 SP45_42

From crankcase

DiaphragmAtmospheric pressure

To intake manifold

Spring force

Inlet from atmosphere

SP45_45

Inlet from atmosphere

Diaphragm

Spring force

Atmospheric pressure

From crankcase

To intake manifold

SP45_46

Low

vacuum in intake manifold

High

vacuum in intake manifold

Low vacuum in intake manifold High vacuum in intake manifold

Force from pressure ratios in crankcase



Force from vacuum in intake manifold

Force from pressure ratios in crankcase

Force from vacuum in intake manifold

17GB

Overview

The cooling system operates with a conventional thermostat which is integrated in the coolant distributor housing.

A highlight of the cooling of the cylinder head which is worth mentioning is the use of cross-flow cooling. The space for the coolant is formed by two interlinked levels. In the lower level the individual combustion chambers are cooled by each of three individual cross flows. The flows merge in the top level and then flow off to the coolant distributor housing.

The significance of cross-flow cooling is that the individual combustion chambers are uniformly cooled.

Cooling System

Heating system heat exchanger

Coolant distributor housing with thermostat

SP45_275 6

23

5

6

4

2

Expansion reservoir

Coolant pump

Radiator

SP45_26

1

3

1

2

3

4

5

6

SP45_39

From cylinder block/cylinder head

To top of radiator

From bottom of radiator

To coolant pump

To heat exchanger

From heat exchanger

4

1

18 GB

Engine Management System

System overview

Intake air temperature sender G42and intake manifold pressure sender G71

Engine speed sender G28

Camshaft position sender G163

Throttle valve control unit J338Angle senders for throttle valve drive G187 and G188 (EPC)

Accelerator pedal position sender G79 and G185

Clutch pedal switch F36

Brake light switch F andbrake pedal switch F47

Knock sensor G61

Coolant temperature sender G62

Lambda probe G39

Lambda probe downstream of catalytic converter G139

Additional signals:Alternator terminal DFVehicle speed signalCCS switch (ON/OFF)*

Diagnostic connector

Electrical system control unit J519

K lin

e

Dri

ve tr

ain

CA

N

Simos 3PD/3PE control unit

19GB

SP45_10

Fuel pump relay J17Fuel pump G6

Injector for cylinders 1 to 3N30 ... N32

Ignition coil 1 with power output stage N70Ignition coil 2 with power output stage N127Ignition coil 3 with power output stage N291

Throttle valve control unit J338Throttle valve drive G186 (EPC)

Lambda probe heater Z19

Heater for lambda probe downstream of catalytic converter Z29

Solenoid valve 1 for activated charcoal filter system N80

Exhaust gas recirculation valve N18**with potentiometer G212**EPC

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

Oil level/oil temperature sender G266

20 GB

Single-spark ignition coils with

power output stage

The engine features 3 single-spark ignition coils, i.e. an ignition coil with a matching power output stage is used for each cylinder.

Ignition coil and power output stage are each integrated in a plug-in unit. These plug-in units are fitted onto the spark plugs by means of guides in the cylinder head cover.

They are provided with rubber lips around their circumference in order to minimise vibrations and to ensure a proper fit.

The use of single-spark ignition coils eliminates the need for high-voltage ignition cables and thus ensures stable ignition.

SP45_04

Rubber lips (triple)


Spark plug

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

SP45_28

Figure shows 2-valve engine version

21GB

Two-probe lambda control

Design of system

Exhaust manifold (stainless steel sheeting) and catalytic converter (main catalytic converter) form a compact unit. As a result of the installation position close to the engine the catalytic converter heats up rapidly to its operating temperature and is thus able to minimise the pollutant emissions in the engine start phase.

The upstream cat probe is screwed from above into the exhaust manifold while the downstream cat probe is inserted into the exhaust pipe downstream of the catalytic converter.

Lambda control

On the 2-valve engine version a step-type lambda probe is used upstream of the catalytic converter while on the 4-valve engine version a broadband lambda probe is fitted.

The engine control unit calculates correction values for the fuel injection system from the signal supplied by lambda probe G39. This first control circuit is superposed by a second control circuit with the downstream cat probe G130.

This control circuit makes it possible to correct the shift of the voltage curve of the probe upstream of the catalytic converter within a defined frame (adaption), which assures a stable and optimal mixture composition over long periods.

SP45_30

Legend:

G28 Engine speed senderG39 Lambda probe (upstream of catalytic

converter)G42/71 Intake air temperature sender/intake

manifold pressure senderG130 Lambda probe

(downstream of catalytic converter)J361 Simos 3PD/3PE control unitUG39 Voltage of probe G39UG130 Voltage of probe G130UV Control voltage of injectors

G39 G130

J361

U G130U G39U V

G42/71G28

Lambda probe G39 (upstream of catalytic converter)

Exhaust manifold

Catalytic converter (main catalytic converter)

Lambda probe G130(downstream of catalytic converter)

Exhaust pipe

SP45_37

Note:

You can obtain more detailed

information on the different

versions of the two-probe lambda

control, particularly also the

control using the broadband

lambda probes, in the Self Study

Programme 39.

22 GB

Overview of system components


Function component Function

description

Intake air temperature sender G42 and intake

manifold pressure sender G71

supply signals to enable the engine control unit to be able to compute the necessary injection time as well as the ignition timing point.

SSP 27

(description of G72 applies by analogy to G42)

Accelerator pedal position senders G79 and G185

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

SSP 27

Engine speed sender G28

detects engine speed and position of crankshaft. This information is required for defining the fuel injection and timing points.

The sender operates as a Hall sender.

SSP 35

(different shape and installation

position but function the same)

Exhaust gas recirculation valve N18* with

potentiometer G212*

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

* Only on 4-valve engine versions

SSP 35

SP45_17

SP45_18

SP45_19

SP45_20

Note:

Familiar function components

which have already been described

in detail in earlier Self Study

Programmes are used for

controlling the 1.2-ltr. engine.

The table refers to the relevant Self

Study Programmes. Please make

use of this detailed information.

23GB

Function component Function

description

Activated charcoal filter system solenoid valve N80

determines the ventilation air quantity when the engine is operated (fuel vapours from fuel tank ventilation system) which is drawn from the activated charcoal filter and flows to the intake tract.

SSP 12

Camshaft position sender G163

at the moment the engine is started enables the engine control unit to detect the individual cylinders by means of a signal. Its signal is used as a substitute signal if sender G28 fails.

SSP 35

Throttle valve control unit J338 with angle senders

G187/G188 for throttle valve drive G186 (EPC)

controls the air flow of the engine.

SSP 27

Coolant temperature sender G62

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

SSP 16

Clutch pedal switch F36

influences the fuel injection during the transition to idle speed and in this way prevents variations of the engine speed during gearshifts

and

Brake light switch F and brake pedal switch F47

operate the brake lights and signal to the engine control unit when the brakes are operated.

SSP 27

(shows old sender shape - function

identical)

Oil level/oil temperature sender G266

supplies data for calculation of oil level and oil temperature for evaluating oil wear in the "Extended service interval" system.

SSP 44

(shows other sender shape/

installation position - function

identical)

SP45_21

SP45_22

SP45_23

SP45_24

SP45_25

SP45_38

24 GB

Simos 3PD/3PE engine management

systems

The following engine management systems are used:

– 1.2-ltr. 40 kW engine - Simos 3PD– 1.2-ltr. 47 kW engine - Simos 3PE.

They differ in terms of the lambda control.

– Simos 3PD - two step-type lambda probes– Simos 3PE - one broadband probe installed

upstream of catalytic converter, and one step-type probe installed downstream of the catalytic converter

In addition to the basic functions such as fuel injection, ignition and operation of the engine throttle valve (EPC) via the accelerator pedal position sender, the engine control unit J361 combines a number of sub-functions and additional functions.

This SSP deals in detail only with two selected components.

Engine speed control

The maximum attainable engine speed is limited to approx. 5820 rpm.

If engine speed rises beyond this (e.g. when driving downhill with gear engaged) and reaches or exceeds the limit of 5920 rpm, the following functions are activated:

– Fuel injection shutoff– Fuel pump shutoff


Substitute functions

Engine speed sender G28, camshaft position

sender G163

If the engine speed sender G28 fails when the engine is running, the engine stops. It can, however, be started again.

If the camshaft position sender G163 fails when the engine is running, the engine continues running and can also be re-started.

If both senders fail, the engine cuts out and can no longer be started.

G130 Z29

C

G39 Z19

F

G

H

G79G185

EPC

25GB

G6 Fuel pumpG28 Engine speed senderG39 Lambda probe upstream of catalytic

converterG42 Knock sensorG61 Intake air temperature senderG62 Coolant temperature senderG71 Intake manifold pressure senderG79 Accelerator pedal position senderG130 Lambda probe downstream of catalytic

converterG163 Camshaft position senderG185 Accelerator pedal position sender 2G186 Throttle valve drive (EPC)G187 Angle sender -1- for throttle valve driveG188 Angle sender -2- for throttle valve drive

J338 Throttle valve control unitJ361 Engine control unitN30 Injector cylinder 1N31 Injector cylinder 2N32 Injector cylinder 3N80 Activated charcoal filter system solenoid valveN70 Ignition coil 1 with power output stageN127 Ignition coil 2 with power output stageN291 Ignition coil 3 with power output stageZ19 Lambda probe heaterZ29 Heater for lambda probe downstream of

catalytic converter

Legend:

A Fuel tankB Fuel pressure regulatorC Catalytic converterD Activated charcoal filterE Fuel filterF Diagnostic connectionG EPC fault lampH Exhaust warning lamp

G163

G61

G28

N70/ N127/ N291

N30…N32

G6

A

E

G62

N80

D

SIMOS 3PD

G71/G42

J361

B

J338G186G187G188

SP45_02

= Input signal

Colour coding

Illustration shows example of 2-valve engine version

= Output signal

= Inducted air

= Fuel

26 GB

31

53 65

J519

A

S2685A

S163110A

+

-

J338

FJ17

80

J363

SB6115A

SB1715A

F36

632362

SB5620A

SB210A

SB285A

61

N80

SB2410A

M

G62G6

104 9

A

13

B

83

M

G188

121 119 92 91 90 97

G186 G187 G72 G71

107 9593 96 2

3

F47

Example shows 2-valve engine version

Function Diagram

G163 Camshaft position senderG185 Accelerator pedal position sender 2G186 Throttle valve drive (EPC)G187 Angle sender -1- for throttle valve drive (EPC)G188 Angle sender -2- for throttle valve drive (EPC)J17 Fuel pump relayJ361 Simos control unitJ363 Power supply relay for Simos control unitJ519 Vehicle electrical system control unitJ533 Databus diagnostic interfaceN30 - 32 Injectors cylinders 1 - 3N70 Ignition coil 1 with power output stageN80 Solenoid valve 1 for activated charcoal filter

system

Components

A BatteryF Brake light switchF36 Clutch pedal switchF47 Brake pedal switchG6 Fuel pumpG28 Engine speed sender (Hall sender)G39 Lambda probeG42 Intake air temperature senderG61 Knock sensorG62 Coolant temperature senderG71 Intake manifold pressure senderG79 Accelerator pedal position senderG130 Lambda probe downstream of catalytic

converter

= Input signal = Output signal = Battery positive

27GB

= Earth

Diagnostic connectionel

N127 Ignition coil 2 with power output stageN291 Ignition coil 3 with power output stageQ Spark plugsS, SB... FusesZ19 Lambda probe heater Z29 Heater for lambda probe downstream of

catalytic converter

Diagnostic connection:

= CAN-BUS - L/H (drive train databus)

Vehicle speed signal

Alternator terminal DF

A

B

in out

SP45_16

J361

31

16 35 5

CA

N -

L

CA

N -

H

21 20

λ

31 14 4

G39 Z19

SB910A

17 88

N30

SB3510A

87

N31

85

N32

-G163

105

G28

+ o

991 111 89 106

λ

G130 Z29

J533

+30

15+

-

G79 G185

50 51 18 19 64 45

G61

109 101102 113

Q Q Q

120 112 100

N70 N127 N291

SB5215A

+ o

-

= bidirectional

3 cylinders engines for Skoda cars (Engine code AWY & AZQ)

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Transcript of 3 cylinders engines for Skoda cars (Engine code AWY & AZQ)