Dear Audi Driver,

The aim of this quick reference guide is to introduce you to the main features and controls of your vehicle. This quick reference guide cannot replace the information contained in the Owner's Manual; it is therefore important that you also read the notes and warnings in the Owner's Manual. We wish you safe and enjoyable motoring with your new Audi. AUDI AG

Safety

Seat belts must be worn on every journey, even on short trips in town. This applies to the front and rear seats. To ensure that the seat belts, belt tensioners and airbags are fully effective, note the following points: Adjust seat and sit in correct position The front seats should not be positioned too close to the steering wheel or dashboard. Maintain a distance of at least 25 cm from the steering wheel. It is important to sit in a normal, upright position and set the backrest so it is fully against your back. The top of the head restraint should be at eye level (or higher). Put your feet in a comfortable position in the footwell.
Audi A2 Quick reference guide
Wear the seat belt correctly Make sure that the shoulder section of the belt is positioned over the centre of the shoulder, and move the lap section as far down over the hips as possible. The belts should always be worn so that they fit tightly (see illustration).
Safety of children in the vehicle
Locking and unlocking the vehicle
The central locking system locks and unlocks all the doors, the boot lid and the tank flap. It can be operated with the remote control or by turning the key in the lock. Operating the radioactivated remote control Press the appropriate button for about 1 second. 1 Unlocking button Open one of the doors or the boot lid within about 60 seconds, otherwise the vehicle will lock itself again automatically. 2 Unlocking button for tailgate Press the button for at least 1 second. 3 Locking button The turn signals flash once to confirm that the tailgate is properly closed. 4 Folding out the master key Press the release button. Folding away the master key Press the button and fold the key away. Note: Press and hold unlocking button of remote control to open all electric windows. Press and hold locking button of remote control to close all electric windows.

Category 0

Category 1
Category 2 Category 0 or 0+: For babies up to about 9 months/10 kg and infants up to about 18 months/ 13 kg. Category 1: For small children up to about 4 years of age/18 kg. Category 2: For children up to about 7 years/25 kg. Category 3: Children over 7 years of age but less than 1.5 metres tall are best protected by a booster cushion in conjunction with the three-point seat belt.
Warning: The doors and windows cannot be opened from inside the vehicle if it has been locked from the outside. Anti-theft alarm The alarm system is automatically set when the car is locked. The alarm system is switched off automatically when you unlock the vehicle with the remote control. Note: If you unlock the vehicle by inserting the key in the drivers door, the ignition must be switched on within 15 seconds, otherwise the alarm will be triggered.
Children under 12 should travel on the rear seat. They must be protected by a child restraint system which complies with the European standard ECE R 44 and is suitable for the child's weight and height. The safest place for the child restraint system is behind the front passenger's seat. Make sure that the system is properly secured. The retractor mechanism of the seat belts can be locked to secure a child safety seat. Please observe the notes in the Audi Owner's Manual and refer to the manufacturer's instructions for the child seat.
2002 AUDI AG AUDI AG reserves the right to alter any part of the vehicle, its equipment and technical specifications. No legal commitment can be implied by the information, illustrations or descriptions in this publication. No part of this publication may be reprinted, reproduced or translated without the written permission of AUDI AG. All rights under the laws of copyright are expressly reserved by AUDI AG. Subject to change. Printed in Germany. Concept and layout: Pfriemer Kataloge GmbH.

Page 1

Adjusting front seats
1 Angle of backrest Lean forwards and turn adjuster wheel. 2 Seat backwards or forwards Lift the handle and move the seat. 3 Seat height The seat height is adjusted by pulling or pushing the lever. Adjusting belt height Move the top belt guide up or down as required. Tug the belt to check that the catch is engaged properly.

Rear seats

The luggage area can be extended when extra space is required; there are several alternatives: Changing angle of rear backrest Pull up the handle 1 and push the backrest forwards until the handle 1 clicks back into place. Folding down rear backrests Pull up the handle 1 and fold down the backrest.
Folding down rear seat Open the rear doors. Pull up the handle 1 and fold down the backrest. Press the top of the backrest 2 down firmly in the direction indicated (arrow). Pull the release handle 3 and tip the seat forwards. Pull out the rod 4 located under the seat and insert in the retainer 5.
Removing rear seats Open the rear doors. Pull up the handle 1 and fold down the backrest. Press the top of the backrest 2 down firmly in the direction indicated (arrow). Pull the release handle 3 in the direction indicated (arrow) and lift up the seat 6. Now push the seat towards the rear and lift it out of the car. Installing rear seats Engage the retainers on the seat 7 in the front mountings 8.
Then press the seat into the rear mountings 9 so that it engages securely. Setting up rear seats and backrests Fold back the seat and backrest until they engage securely. Make sure that the outer rear seat belts are located in the belt guides, so that they are not trapped in the backrest catch.
Instruments and warning/indicator lamps
Press the button briefly with the ignition on and the vehicle stationary. To check the auto-check control display Press the button twice with the ignition on. To call up driver information Press the button if one of the red symbols flashes. To activate mileage recorder display and clock Press the button when the ignition is off. To set speed warning Press the button briefly when the desired speed is indicated on the speedometer. To clear the speed limit, press the button for at least 1 second. To set the time/date Keep pulling the button briefly until the desired display appears. Turn the button to alter the time/date. 8 Display: Warning symbols and autocheck control

OK No faults detected

Rev counter Warning and indicator lamps Electronic power control (for engine)1) or Glow plugs (on diesel models)1) Economy mode or Trailer turn signals Side lights/headlights Traction control system (ASR) or Electronic stability program (ESP) Electronic immobilizer Main beam headlights Turn signals, hazard warning lights
Fault in engine management system1) Airbag system1) Anti-lock brake system1) Handbrake engaged Alternator1) Seat belt reminder Coolant temperature gauge Fuel gauge Speedometer Clock/Date Control button: To check distance to next service
Fault in brake system Coolant temperature too high/coolant level too low Engine oil pressure too low If one of the red symbols lights up while you are driving, stop the car, switch off the engine and refer to the Owners Manual. BREMSBrake light faulty1) LICHT / Bulb failure: dipped headlights or rear lights1) Brake pads worn1) Washer fluid level low Fault in power steering Fuel level low Battery voltage too high or too low1) Check engine oil level Engine oil sensor faulty1) Speed warning 1 or 2 (km/h or mph) Door or tailgate not shut

MIN SENSOR

On-board computer Instantaneous fuel consumption km Fuel range h Driving time 100Lkm Average fuel consumption km/h Average speed Outside temperature Radio/telephone information Navigation/telematics information

l/100 km

Selector lever positions on vehicles with automated manual gearbox Service indicator Shortly before a service is due, the display will briefly show the word Service, together with the number of miles/km until the service is due. 9 Reset button for trip recorder 10 Mileage recorder Top display: trip recorder Bottom display: total mileage
If one of these warning symbols lights up while you are driving, please take the vehicle to an Audi workshop straightaway.

Filling the tank

Releasing the tank flap Press the switch (with the filler pump symbol) on the drivers door pillar to release the fuel filler flap. Then unscrew the tank cap and hook it onto the flap. Stickers for: 1 Fuel grade 2 Tyre pressures
Kurzanleitung Audi A2 englisch 5.02

231.562.644.20

Page 2

Overview

Door handle
Central locking switch Press the appropriate symbol to lock or unlock the vehicle centrally from the inside: unlock lock
Electric windows Press or lift the switch as far as the first stop and hold it until the window has moved to the desired position. One-touch function: Press or lift the switch as far as the second stop; the window will automatically open or close all the way. Note: You can use the safety switch to disable the window switches in the rear doors.
Electric adjuster for exterior mirrors Left exterior mirror O Off Right exterior mirror Press the knob in the appropriate direction to move the mirror surface. The mirrors are heated automatically at low outside temperatures when the ignition is on.
Air outlets with thumbwheels Thumbwheel for instrument lighting Thumbwheel for headlight range control

Page 3

Light switch Lights off Side lights Main or dipped beam headlights To switch on fog lights, turn switch to dipped beam position, then pull out to 1st stop: Front fog lights 2nd stop: Front fog lights and Rear fog light
Instruments and warning/indicator lamps See also overleaf. Windscreen wiper and washer lever
Switch for hazard warning lights Radio or Navigation System Storage compartment Heating and ventilation/ air conditioner Switch for rear window heater Thumbwheel for seat heating (front left seat) Thumbwheel for seat heating (front right seat) Ashtray or Storage compartment
Turn signals and headlight dip lever

1 Right turn signals (With ignition off: right parking light on) 2 Left turn signals (With ignition off: left parking light on) 3 Main beam headlights 4 Headlight flasher Cruise control system To activate the system: slide control A to ON/EIN position. Press button B to store the current speed and maintain this speed constantly. To switch off cruise control temporarily: press either the brake pedal or clutch pedal, or slide control A to OFF/AUS. To resume the programmed cruising speed, slide switch A to RES/AUFN. To switch off cruise control completely: slide control A all the way over to OFF/AUS until the click stop engages.
0 Off 1 Brief wipe 2 Intermittent wipe The wiper intervals can be varied in stages by turning the control A. 3 Slow wiper speed 4 Fast wiper speed 5 Automatic wash and wipe Pull lever towards you and hold. Function selector switch for on-board computer Press the top or bottom of rocker switch B to show the various displays in turn. Press and hold button C to reset display to zero. Function selector for display modes Press button C repeatedly to select the following displays: on-board computer, navigation system and telematics, or to switch the display off.
Cup holders Press the catch to open.

Ignition lock

Gear lever/ selector lever Selector lever positions on vehicles with automated manual gearbox STOP - Parking lock R - Reverse gear N - Neutral D - Drive Notes: To move the selector lever out of position STOP or N, press the interlock button on the selector lever handle and the brake pedal simultaneously. Do not move the selector lever to positions STOP or R when the vehicle is moving. For maximum acceleration in the gears, press the accelerator pedal right down beyond the point of resistance to activate the kick-down.
Manual gear selection (Tiptronic) The Tiptronic program enables you to change gear manually. Move the selector lever to the left out of position D into the centre of the shift gate. Press the selector lever forwards briefly to shift up a gear, or push the lever back to shift down a gear. Notes on driving with automated manual gearbox Starting the engine and moving off Make sure the selector lever is at STOP or N. Press the foot-brake while starting the engine. Press the interlock button and move the selector lever to D. To move off, release the footbrake and press the accelerator. Stopping Always press the foot-brake when you stop the vehicle with the engine running, otherwise the vehicle could start moving slowly (even if the engine is only running at idling speed). Always use the handbrake in addition to the foot-brake if you have to stop on a gradient. Note: In the ECO mode, the engine switches itself off if the foot-brake is pressed and held with the vehicle stationary. The engine automatically starts again and the car will start moving when you take your foot off the brake pedal. Parking Press the foot-brake and hold it down. Apply the handbrake firmly. Press the interlock button and move the selector lever to STOP: the engine will switch itself off. If the handbrake has not been applied, a warning chime will sound. Note: The ignition key can only be removed with the selector lever in the STOP position. The selector lever is automatically locked when you remove the key.

Switch for ASR (traction control system)
Lever for adjustable steering column
Button for Economy mode (automated manual gearbox) You can switch the Economy mode on and off with the ECO button when the selector lever is in position D. You can use the Economy mode whenever you wish to achieve particularly low fuel consumption. The following factors contribute: Timing of gearshifts Gearshifts are timed for improved fuel efficiency START-STOP function The engine switches itself off after a few seconds if you stop the vehicle and leave your foot on the foot-brake. The engine starts again and the vehicle will start moving as soon as you release the foot-brake. The engine will not switch itself off if it is still cold, or if too many items of electrical equipment are in use. Reduced engine power Engine power is reduced to 30 kW (except when using the kick-down feature). Freewheel feature (reduced engine braking) The clutch is disengaged automatically when you take your foot off the accelerator while the vehicle is moving. This means the engine braking effect is minimal. The clutch will engage again when you press the footbrake, so the normal engine braking effect is then available.
Pull lever down and adjust the position of the steering column as required. Then push the lever back up as far as it will go.
Release lever for service flap Please refer to Owner's Manual. Switches above the interior mirror
Open sky sun roof To open: Press and hold the switch A until the roof has reached the desired position. The ignition must be switched on. To close: Press the switch A again. SOS and service call Please refer to the Telematics operating instructions for further information on using these buttons B.

Handbrake

Storage compartment/switches for navigation system and Telematics system Refer to operating instructions.
Switch in door pillar (drivers side) This switch deactivates the interior monitor for the antitheft alarm system. Releasing the tank flap

Page 4

Service.
AUDI A2 - Engine and Gearbox

Design and Function

Self-study programme 247
All rights reserved, including the right to make technical changes. AUDI AG Dept. I/VK-5 D-85045 Ingolstadt Fax 0841/89-36367 040.2810.66.20 Technical status 03/00 Printed in Germany For internal use only.

Contents

Page Overview
Engine. 1.4 l - TDI (55 kW) AMF. 1.4 l - 16 V (55 kW) AUA. Gearbox. 5 6

Engine

Design and function of the 1.4 l - 16 V engine. System overview. Lambda control of the Euro-On-Board Diagnosis. Functional overview. 21 24

Gearbox

Overview. Housing. Gearbox design. Double synchronisation. Gear shifting. Actuators and sensors. 39 42
New The self-study programme will provide you with information on design and functions. It is not intended as a workshop manual! For maintenance and repairs please refer to the current technical literature.

Attention Note

Overview

1.4 l - TDI (55 kW) AMF

Power output [kW]

SSP247_072 SSP247_071

Technical data Engine code: Design: Capacity: Power output: Torque: Bore: Stroke: Compression: Weight: AMF Turbocharged threecylinder in-line engine 1422 cmkW (75 PS) at 4000 rpm 195 Nm at 2200 rpm 79.5 mm 95.5 mm 19.5 : kg Firing order: Mixture induction: Turbocharger: 1-2-3 Direct injection with pump-nozzle unit Garrett GT 12 turbocharger with wastegate
Exhaust emissions Oxidising catalytic control: converter and exhaust gas recirculation Exhaust emissions standard:EU 3 Fuel: Diesel, cetane rating at least 49 CN, RME
Please refer to SSP 223 for the design and function of the 1.4 l TDI pumpnozzle engine.
The engine code and engine number are located on the front engine/gearbox ange.

SSP247_026 4

Torque [Nm]

1.4 l - 16 V (55 kW) AUA

5000 6000

SSP247_001

SSP247_002
Technical data Engine code: Design: Capacity: Power output: Torque: Bore: Stroke: Compression: Weight: AUA Four cylinder in-line engine Petrol engine 1390 cmkW (75 PS) at 5000 rpm 126 Nm at 3800 rpm 76.5 mm 75.6 mm 10.5 : kg Ignition system: Firing order: Mixture induction: 1-3-4-2 Electronic, sequential multipoint injection, adaptive idlecontrol, deceleration fuel cut-off Distributorless ignition system with static highvoltage distribution, longlife spark plugs
Exhaust emissions control: 3-way catalytic converter, 2 heated lambda probes, activated charcoal lter Exhaust emissions standard: EU 4 Fuel: Petrol, unleaded, 95 RON
Lambda control with probes upstream and downstream of the catalytic converter Electric exhaust gas recirculation valve Valve actuation via rocker arms

SSP247_069 5

02T gearbox 02J gearbox

SSP247_073

SSP247_074
The 02T gearbox is an extremely lightweight two-shaft gearbox. The parts of the housing are made of magnesium. It is designed to transmit torque values of up to 200 Nm.
The familiar 02J gearbox is used in the A2 1.4 l TDI, for torques up to 250 Nm.
Both gearboxes are actuated via gear selector cables and gate selector cables.

SSP247_075

SSP247_076
Design and function of the 1.4 l - 16 V engine
The cylinder block is made of die-cast aluminium. The required stiffness is achieved by pronounced ribbing, and is further reinforced by the crankshaft bearing blocks.

The cylinder liners are made of cast iron. They are cast into the crankcase and can be reworked. The webs with the cast cylinder liners have a thickness of 5.5 mm.
G12 is the only approved coolant additive. As well as preventing frost damage on the aluminium housing, it prevents the formation of lime deposits and damage due to corrosion in the coolant channels.

SSP247_003

The crankshaft is made of cast iron and is equipped with four balancer weights. Despite this weight saving, the crankshaft has the same running characteristics as crankshafts with eight balancer weights. The bearing blocks support the internal stiffness of the aluminium cylinder block.

SSP247_004

The crankshaft must not be loosened or removed. If the bearing cap bolts are released then the internal structure of the bearing blocks in the cylinder blocks slackens and causes them to warp. The bearing clearance is then reduced.
If the bearing cap bolts are released then the complete crankcase with crankshaft needs to be replaced. It is not possible to measure the bearing clearance of the crankshaft using standard workshop equipment.
Camshaft drive The two camshafts are driven by two toothed belts. Due to the narrow width of the cylinder head, the toothed belt drive is divided into a main drive and a coupled drive.
Toothed belt - main drive Toothed belt coupled drive
Idler roller Tensioning roller for coupled drive Idler roller

Main drive

Coolant pump belt pulley
The main toothed belt drive transmits the drive from the crankshaft to the coolant pump and the intake camshaft. An automatic tensioning roller and two idler rollers prevent the toothed belt from vibrating.
Main drive tensioning roller Intake camshaft
Crankshaft toothed belt sprocket SSP247_005

Coupled drive

The toothed belt of the coupled drive is toothed belt located directly behind the toothed belt of the sprocket main drive, outside the camshaft housing. The coupled drive transmits the drive from the intake camshaft via the toothed belt to the exhaust camshaft. Here again an automatic tensioning roller prevents the toothed belt from vibrating.
Coupled drive Exhaust camshaft toothed belt sprocket

SSP247_006

Guide holes
Guide holes are provided in the camshaft housing and at the camshaft toothed belt sprockets for assembly and for adjusting the valve timing. The two toothed belt sprockets are secured with a special tool. Please refer to the repair manual for more details.

SSP247_007 8

Valve gear The intake camshaft and the exhaust camshaft run on bearings in the camshaft housing. At the same time the camshaft housing also acts as the cylinder head cover. The camshafts run on 3 bearings and are pushed into the camshaft housing. The axial clearance is limited by the camshaft housing and the blanking plugs.

Intake camshaft

Blanking cap

Exhaust camshaft

Camshaft housing SSP247_008 Exhaust camshaft

Cylinder head

The liquid sealer must not be applied too liberally, as excess material can enter the oil bores and cause engine damage.
Valve actuation In this generation of engines, the valve actuation and the valve clearance compensation are provided by means of a rocker arm with a hydraulic support element. Advantages reduced friction less weight to move Design
Hydraulic support element Roller bearing of cam roller

SSP247_009 Camshaft

Cam roller Rocker arm Valve
The rocker arm consists of a pressed metal lever and a cam roller with roller bearing. It is clipped in at the support element and laid onto the valve.

SSP247_010 9

Hydraulic support element Design The support element consists of: a piston a cylinder and a piston spring It is connected to the engine oil circuit. A small ball with a spring forms a one-way valve in the lower oil chamber.
Oil channel Piston with bore Cylinder
Upper oil chamber Lower oil chamber

Piston spring SSP247_011

Function during valve clearance compensation In the event of excessive valve clearance the piston is pushed out of the cylinder by the piston spring until the cam roller lies up against the cam. While it is being pushed out the oil pressure in the lower chamber reduces. The one-way valve opens and oil ows in. Once the pressure difference between the lower and upper oil chamber has been equalised the one-way valve closes.

One-way valve

Valve clearance

SSP247_012

Valve lift When the cam runs onto the cam roller the pressure in the lower oil chamber increases. The trapped oil cannot be compressed, which means that the piston cannot be pushed any further into the cylinder. The support element becomes a rigid element which acts as a support for the rocker arm. The corresponding valve opens.

SSP247_013

Lubrication is provided via the hydraulic support element. The rocker arm has a bore through which oil is sprayed onto the cam roller.

Oil Cam roller

Oil bore in the support element
Oil channel in the cylinder head

SSP247_014

Function during valve actuation

The support element acts as a pivoting point for the motion of the rocker arm. The cam runs on the cam roller and presses the rocker arm downwards. The valve is then actuated via the rocker arm. The lever arm between the cam roller and the support element is shorter than between the valve and the support element. This means that a relatively small cam can achieve a large valve lift.

Cam roller

Rocker arm
The hydraulic support elements cannot be checked.

SSP247_015

Electric exhaust gas recirculation valve

EGR valve N121

Pressure equalisation
Supply line to intake manifold

Exhaust manifold

SSP247_016
EGR valve N121 is electrically controlled and actuated directly by engine control unit J537. The valve is anged directly onto the cylinder head and directly connected to the exhaust duct of cylinder no. 4 by means of a channel in the cylinder head.
A stainless steel pipe connects the valve with the intake manifold. The high temperatures caused by the exhaust gases are transferred to the cylinder head and cooled by the coolant owing through.

Functional diagram

Air cleaner Intake manifold

t C n 1/min p MPa

Engine load SSP247_017
Even in normal operation of the engine a certain amount of residual gas leaks from the combustion chamber into the intake manifold when the valves are rocking. In the subsequent induction process a proportion of the residual gas is then drawn in with the fresh mixture (internal exhaust gas recirculation). Up to a certain degree the residual gas (exhaust gas) can have a positive effect on reducing the amount of nitrogen oxides in the exhaust, and it can help to convert energy more efciently (reduced fuel consumption). The additional exhaust gas recirculation helps to reduce NOx emissions (nitrogen oxides) further and to lower fuel consumption. To do this, a certain amount of exhaust gas is taken and fed back to the intake air via EGR valve N121. This is called external exhaust gas recirculation.

In order to optimise the distribution of recirculated exhaust gas and induced fresh air, the exhaust gas emerges into the fresh air ow directly under the middle of the throttle valve, at two holes positioned at right angles to the intake air ow. EGR valve N121 is actuated by engine control unit J537 according to a dened map. It takes information such as engine speed, engine load, air pressure and coolant temperature into account. EGR potentiometer G212 informs the engine control unit of the cross-section of the opening. With the exhaust gas recirculation active the amount of gas that can be recirculated is limited to 18 % of the intake air quantity. There is no exhaust gas recirculation in idle, in overrun or during engine warm-up up to 35 oC

Function

Potentiometer
The EGR valve terminates (zero-current process) the recirculation of exhaust gases to the intake manifold. It is switched on from a coolant temperature of 35 oC. When it is actuated, the valve is opened with a dened duty cycle. The input information includes information about the engine speed information about the load status of the engine coolant temperature air pressure A potentiometer is located in the valve head. This potentiometer detects the opening cross-section of the valve, which is passed back as a return message to the engine control unit. The opening cross-section is then used to control the voltage of the coil in the valve according to the map. A direct connection to ambient air pressure is provided via the air cleaner to allow for pressure equalisation in the valve during the different control phases.

Anchor

Exhaust gas from engine
Pressure equalisation via air cleaner
To intake manifold SSP247_018
Electrical circuit Diagnostics The valve has diagnostic capabilities. The following are stored in the fault memory: Zero point shift Maximum opening Maximum path It is also detected if a valve is sticking. G212 J537 N121

SSP247_019

EGR potentiometer Control unit for 4LV Frequency valve for exhaust gas recirculation
The fuel pump located inside the fuel tank pumps fuel through the fuel filter to the injectors.

Gravity valve

Operating breather container
Fuel pump G6 Activated charcoal lter
Distribution rail Fuel lter
Solenoid valve for ACF system N80
Fuel pressure regulator Injectors N30 N33
SSP247_020 Intake manifold
The A2 is equipped with a safety fuel shut-off system for the event of a crash, as described in SSP 207.

Overview of system

Intake manifold pressure sender G71 with Intake air temperature sender G42 Control unit for 4LV J537
Engine speed sender G28 Versions I and II

Hall sender G40

Knock sensor I G61
Lambda probe upstream of catalytic converter G39 with Heater for lambda probe Z19 Lambda probe downstream of catalytic converter G130 with Heater for lambda probe Z29 Coolant temperature sender G2/G62

Throttle valve control part J338 with Throttle valve drive G186 (electric throttle operation) Angle sender 1/2 for throttle valve drive G187/G188 Diagnostic connection
Accelerator pedal module with accelerator pedal position sender G79/G185
Brake light switch F/F47 Auxiliary input signals A/C compressor Air conditioner (engine speed increase) Tank ll level*; crash signal; CCS switch; DF signal; vehicle speed signal from combi-processor J218 16
Ignition transformer N152
Injectors N30, N31, N32, N33
Fuel pump relay J17 Fuel pump G6
Control unit for ESP J104
Solenoid valve I for ACF system N80
Air conditioner control and display unit E87
Throttle valve drive G186 with throttle valve positioner V60
EGR valve N121 Combi-processor in dash panel insert J218
Heating resistor N79 (crankcase breather) Sender for steering angle G85 Auxiliary output signals Engine speed signal* A/C compressor SSP247_021
* discontinued as of CAN compatible combi-processor J218
Engine speed sender G28 The sender is a combined speed sender and reference mark sender. Two different sealing ange systems and sender versions are in use.

Engine speed sender G28

Crankshaft Elastomer gasket
Sender wheel Sealing ange Crankshaft Gasket Sender wheel

Sender wheel

SSP247_078

Sealing ange

Sealing is provided at the crankshaft.

SSP247_080

Crankshaft
Sealing ange Sender wheel

SSP247_079

Application of the signal The signal from the engine speed sender is used to detect the engine speed and the exact position of the crankshaft. The engine control unit uses this information to determine the timing of injection and ignition.
The effect of a signal failure The engine control unit switches to emergency running mode if the engine speed sensor fails. The control unit then calculates the engine speed and camshaft position from information provided by camshaft position sender G163. The maximum engine speed is lowered in order to protect the engine. It is still possible to restart the engine.

The Hall sender G40 is located at the camshaft housing above the intake camshaft. Three teeth are cast onto the intake camshaft, where they are scanned by the Hall sender.
Application of the signal The signal is used together with the signal from the engine speed sender to detect ignition TDC on cylinder no. 1. This information is required for the cylinderselective knock control and the sequential fuel injection. J537
The effect of a signal failure In the event of sender failure the engine continues to run and can also be restarted. The engine control unit goes into emergency running mode. The fuel injection then switches from sequential to parallel mode.

SSP247_029

SSP247_030
Intake camshaft with cast-on sender wheel Blanking cover Camshaft housing
Lambda control of the Euro-On-Board-Diagnosis
The new broadband lambda probe is used as a pre-cat probe in conjunction with the EOBD. An almost linear current increase is used for the output of the lambda value. As a result the lambda value can be measured over the entire engine speed range. Function With the broadband lambda probe, the lambda value is calculated from a change in current rather than a change in voltage. However, the physical processes are the same. Broadband lambda probe

I = current SSP247_022

Planar lambda probe
The familiar planar lambda probe is used as the post-cat probe. The measuring range uctuates erratically around the value lambda = 1 and is sufcient for monitoring purposes.
U = voltage Planar lambda probe SSP247_023

Broadband lambda probe

SSP247_083 21
This probe uses two electrodes to generate a voltage relating to the varying oxygen content of the exhaust gas.
The voltage at the electrodes is kept constant. This process is achieved by means of a miniature pump (pump cell), which supplies the electrode on the exhaust side with enough oxygen to keep the voltage between the two electrodes at a constant value of 450 mV. The engine control unit converts the current consumption of the pump into a lambda value. 9

SSP247_024

Fresh air Probe voltage Engine control unit Electrodes Exhaust gas Miniature pump (pump cell) Pump current Measuring range Diffusion channel

Exhaust gas 6

2 SSP247_025
Oxygen pump cell Nernst cell (two-point probe) Probe heater Fresh air (reference air) Measuring range Diffusion channel

If the fuel/air mixture becomes too rich then the oxygen content of the exhaust gas drops. The pump cell pumps less oxygen into the measuring area and the voltage rises at the electrodes. In this case more oxygen escapes through the diffusion channel than is pumped by the pump cell.

SSP247_027

The pump cell has to increase its pumping rate to make the oxygen content in the outer air chamber rise. This regulates the electrode voltage back to the value of 450 mV, and the engine control unit then converts the current consumption of the pump into a lambda value. If the air/fuel mixture is too lean then this function is reversed.

SSP247_028

The pumping effect of the pump cell is a purely physical process. A positive voltage at the pump cell attracts negative oxygen ions through the ceramic, which is permeable to oxygen.
The linear lambda probe and the engine control unit form a system together. The lambda probe must match the engine control unit.
Key 1.4 l - 16 V (55 kW) AUA Components E45 E227 F F36 F47 G6 G28 G39 CCS switch Button for cruise control system Brake light switch Clutch pedal switch Brake pedal switch Fuel pump Engine speed sender Lambda probe upstream of catalytic converter G40 Hall sender G42 Intake air temperature sender G61 Knock sensor I G62 Coolant temperature sender G71 Intake manifold pressure sender G79 Accelerator pedal position sender G130 Lambda probe downstream of catalytic converter G185 Accelerator pedal position sender 2 G186 Throttle valve drive (electric throttle operation) G187 Angle sender 1 for throttle valve drive (electric throttle operation) G188 Angle sender 2 for throttle valve drive (electric throttle operation) G212 EGR potentiometer J17 Fuel pump relay J218 Combi-processor in dash panel insert J338 Throttle valve control part J537 Control unit for 4LV M9/10 Bulb for left/right brake light NInjectors, cylinders N79 Heating resistor (crankcase breather) N80 Solenoid valve for ACF system N121 Frequency valve for exhaust gas recirculation N152 Ignition transformer P Spark plug connector Q Spark plugs Z19 Heater for lambda probe Z29 Heater for lambda probe 1, downstream of catalytic converter Colour coding = input signal = output signal = battery positive = earth = CAN-BUS = bi-directional = diagnostic connection

SSP247_056 29

Gearbox design

Reverse idler gear

1st/2nd gear are double-synchronised. All the other forward gears are single-synchronised. The teeth of the sliding gears and the gear wheels are helical-cut and constantly meshed.

Gearbox housing

All of the sliding gears run on needle roller bearings. The sliding gears are distributed between the input shaft and the output shaft 1st and 2nd gear is selected on the output shaft, 3rd, 4th and 5th gears on the input shaft.
The reverse gear is a straight-cut gear. The reversal of the direction of rotation on the output shaft is effected with a reverse idler gear, which sits on a separate shaft in the gearbox housing and is shifted between the input shaft and the output shaft. Torque is transmitted to the differential via the output gear wheel on the output shaft to the nal drive gear wheel.

Clutch release lever

Input shaft

Output shaft

Final drive gear wheel
A wide range of special tools is available for all repair work involving the removal and installation of bearings, bushes, oil seals etc. Please refer to the notes in the repair manual.

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Input shaft The input shaft is designed in the classic xed/loose mounting style. It runs on a cylindrical roller bearing (loose) in the clutch housing and a grooved ball bearing (xed) which is seated in a bearing unit in the gearbox housing.
The input shaft has a deep-drilled hole in order to save weight.
SSP247_039 3rd gear sliding gear 1st gear teeth 2nd gear teeth 4th gear sliding gear Deep-drilled hole for weight reduction

5th gear sliding gear

SSP247_040 Bearing unit with grooved ball bearing Reverse gear teeth Cylindrical roller bearing
The teeth for 1st gear, 2nd gear and reverse gear are permanently connected to the input shaft. The needle roller bearing for the 5th gear runs on a sleeve on the shaft side. The needle roller bearings of the 3rd and 4th gears run directly on the input shaft.
The synchro-hubs for the 3rd/4th gear and the 5th gear are attached via ne teeth. Circlips keep them in position.
The deep-drilled hole and the hollow bore in the output shaft have resulted in a weight reduction of approx. 1 kg.
Output shaft The output shaft is also designed in the classic xed/loose mounting style. Just like the input shaft it runs on a cylindrical roller bearing (loose) in the clutch housing and a grooved ball bearing (xed) which sits together with the input shaft in the bearing unit in the gearbox housing. The output shaft has a hollow bore to reduce weight.
SSP247_041 1st gear sliding gear 5th gear wheel 2nd gear sliding gear 3rd gear wheel 4th gear wheel
Drilled hole for weight reduction

SSP247_042 Bearing unit with grooved ball bearing Gear teeth to nal drive gear wheel
Cylindrical roller bearing
The gear wheels for the 3rd, 4th and 5th gears and the 1st/2nd gear synchro-hub are attached via ne teeth. Circlips keep them in position.
The sliding gears of the 1st and 2nd gears run on needle roller bearings on the output shaft.
The grooved ball bearings for the input and the output shafts should only be replaced as a joint bearing assembly.
Differential The differential (with ange shafts for the nal drive) forms an assembly with the manual gearbox. It runs on two frictionally optimised taper roller bearings in the gearbox and the clutch housing. Sealing rings (different sizes for the left and right hand sides) seal the housing to the outside. The nal drive crown wheel is riveted to the differential housing and paired with the output shaft (to lower transmission noise). The sender wheel for the speedometer is an integral part of the differential housing.

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The differential needs to be adjusted if any components are replaced that affect the play of the taper roller bearings. This is done with a shim in the clutch housing. Please refer to the repair manual for further details.
Output shaft Final drive gear wheel Clutch housing Gearbox housing Differential housing Shim

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Taper roller bearing
Taper roller bearing Segments for detection of rotational speed

Flange shaft

Double synchronisation
1st and 2nd gear are double-synchronised. A second synchroniser ring (inner) is used with an outer ring for this double synchronisation.

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The double synchronisation improves the smoothness of the gear change from 3rd gear down to 2nd and from 2nd gear down to 1st. Thanks to the almost doubling in size of the tapered frictional surface area, the effectiveness of the synchronisation is improved by approx. 50%, and the gear change effort is reduced by roughly a half.
SSP247_046 1st gear sliding gear 2nd gear sliding gear
Locking collar with synchro-hub for 1st and 2nd gear
The double synchronisation consists of: a synchroniser ring (inner) an outer ring a synchroniser ring (outer). Synchronisation takes place via the two synchroniser rings and the outer ring.
SSP247_047 Sliding gear Synchroniser ring (inner) Outer ring Synchroniser ring (outer) 35

Power ow

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Power ow in the gearbox The engine torque is transmitted to the gearbox via the input shaft. Depending on the selected gear, the torque is then transmitted to the appropriate pair of gears on the output shaft, and from here to the nal drive gear wheel and the differential. The torque and rotational speed then act on the drive wheels according to the settings of the gearshift mechanism.

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Bearing support The grooved roller bearings are not mounted directly onto the gearbox housing, and instead sit in a separate bearing support.
Bearing support Input shaft SSP247_055
The complete package of shafts and gear wheels for the input shaft and the output shaft is pre-assembled outside the gearbox housing in the bearing support, and can then be easily inserted into the gearbox housing. A disc shape is used to secure the grooved roller bearings in installation position. The disc shape is welded to the bearing support. The grooved roller bearings have their own radial oil seals on both sides that keep any abraded particles suspended in the gear oil away from the bearings. The bearing support is pressed into the gearbox housing with its collar in the shape of a pair of glasses, and is then attached to the gearbox housing with six bolts. The bearing support is replaced as a complete unit with the two grooved roller bearings after repairs. This is done every time the unit is dismantled. Please also refer to the notes in the repair manual.

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Gear selection
Internal shift mechanism The gear selection movements come into the gearbox from above. The selector shaft is guided in the selector mechanism cover. For gate selection movements it is moved in an axial direction. Two spring-loaded balls prevent the selector shaft from twisting out of the selected gear position.

Selector shaft

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Shift mechanism cover Ball (not visible) Angular contact ball bearing Selector segment
The bearings for the selector forks for 1st/2nd gear and 3rd/4th gear are angular contact ball bearings. They help to improve the smoothness of gear changes. The selector fork for the 5th gear has a friction bearing. The selector forks and selector plates are loosely coupled to each other. When a gear is selected the selector shaft moves the selector plate with its xed selector nger, and the selector plate in turn moves the selector fork. The selector segments of the selector forks sit in the locking collar of the corresponding pair of gear wheels.

Selector plate

3rd/4th gear selector fork Reverse gear selector fork 5th gear selector fork 1st/2nd gear selector fork 39 SSP247_058
Adjusting the selector cables Both the gearshift mechanism housing and the gearshift mechanism cover have been tted with auxiliary devices that make adjustments to the selector cables a lot easier. No measuring operations or templates for marking positions are required.

Gear selector cable

Gate selector cable
The adjustment always begins with the gearbox in neutral:
Loosen the cables: The securing mechanism on the gear selector cable and the gate selector cable is pulled forwards as far as its stop and then twisted to the left to lock it. The length of the cables can now be adjusted, which is performed automatically when the selector shaft and selector lever are positioned as follows.

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Lock the selector shaft: A bracket is attached to the gearshift mechanism cover which can be used to secure the selector shaft in a pre-dened position. To do this, press the selector shaft downwards by hand into the 1st/2nd gear gate, and while pressing down turn the adjusting bracket in the direction of the arrow and press it against the selector shaft. It engages and locks the selector shaft in this position.

Bracket

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Position of the gear lever during the adjustment process

SSP247_061 Locating lug

T10027 Guide pin
Lock the gear lever: The gear lever is moved into in the 1st/2nd gear gate with the gearbox in neutral. The gear lever has a xed locating lug. Guide pin T10027 is inserted through the hole in the lug into the bore in the gearshift mechanism housing which lies underneath.

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Securing the cables: Now the securing mechanism on the gate selector cable and the gear selector cable can be twisted back to the right. The spring presses the securing mechanism into the selected position and secures it. Now release the bracket again and take out the guide pin. The gear lever should now be in the 3rd/ 4th gear gate when the gearbox is in neutral.

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Sensors and actuators
Vehicle speed display The speedometer is driven without any mechanical intermediate stages. The information required for the vehicle speed is taken as a rotational speed directly from the differential housing by vehicle speed sender G22. The differential housing has reference markings for this purpose, 7 raised segments and 7 indentations.
Reference markings on the differential housing SSP247_064 Sender for speedometer G22
The sender operates in accordance with the Hall sender principle. The PWM signal (pulse width modulated) is sent to the combiprocessor in dash panel insert J218.

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Electrical circuit D +15 G21 G22 J218 Ignition starter switch, terminal 15 Speedometer Vehicle speed sender Combi-processor in the dash panel insert

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Reversing light switch F4 The reversing light switch is bolted to the side of the gearbox housing. When reverse gear is engaged a ramp with a dened slope on the reverse gear selector plate actuates the switch. The electrical circuit to the reversing lights is made.
Reversing light switch F4
Ramp SSP247_067 Reverse gear selector plate
Electrical circuit D +15 F4 M16 M17 Ignition starter switch, terminal 15 Reversing light switch Left reversing light bulb Right reversing light bulb

+15 D S7 10A

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