Fuel filter with fuel pressure regulator

The fuel filter is located on the right-hand side of the fuel tank. The fuel pressure regulator is connected to the fuel filter and secured with a retaining clip. It keeps the fuel pressure in the fuel system at a constant 3 bar.

Securing clip for pressure regulator

Fuel filter Fuel pressure regulator

263_055

Fuel supply line from fuel tank Fuel supply line to fuel rail

Fuel return line to fuel tank Fuel pressure regulator Fuel filter

263_031

Fuel filter chamber

The function of the fuel pressure regulator: The electrical fuel pump delivers the fuel into the fuel filter chamber. There, the fuel is filtered and flows to the fuel rail and to the injectors. The fuel pressure of 3 bar is adjusted by a spring-loaded diaphragm valve in the fuel pressure regulator. When the pressure exceeds 3 bar, the diaphragm valve opens up the return line to the fuel tank.

21

Engines
The 1.9-litre 47 kW SDI engine
This engine was adopted from the previous model.

263_021

Specifications
Engine code Displacement Type Valves per cylinder Bore Stroke Compression ratio Max. power Max. torque Engine management Fuel Exhaust treatment Exhaust emission standard ASY 1896 cc 4-cylinder inline engine 2 79,5 mm 95,5 mm 19 : 1 47 kW at 4000 rpm
Power output
50 60 70

Power/torque diagram

240 220 200 180 40 160 140 120 100 80

125 Nm at 2200 - 2600 rpm Bosch EDC 15 V Diesel (min. 49 CN diesel or biodiesel) Exhaust gas recirculation and oxidising catalyst D3

20

1000

2000

3000

Engine speed

4000 5000 (1/min)

6000

263_022

22

Torque

30

The 1.4-litre 55 kW 3-cylinder TDI engine with unit injector system

This engine is an advanced development of the 1.4-litre 55 kW TDI engine from the previous model. To meet the D4 exhaust emission standard, the following innovations were employed: new unit injector design exhaust gas recirculation with electrically-actuated intake manifold flap nitrous oxide emissions were reduced by using an exhaust gas recirculation cooler the combustion sequence was improved by modifying the combustion chamber

263_025

The design and function of the 1.4-litre 55 kW 3-cylinder TDI engine are explained in Self-Study Programme No. 223. Specifications
Engine code Displacement Type Valves per cylinder Bore Stroke Compression ratio Max. power Max. torque Engine management Fuel Exhaust treatment Exhaust emission standard BAY 1422 cc 3-cylinder inline engine 2 79,5 mm 95,5 mm 19,5 : 1
Power output
50 60 70

Power/torque diagram

240 220 200

55 kW at 4000 rpm 195 Nm at 2200 rpm Bosch Electronic Damper Control 15 P Diesel min. 49 CN diesel or biodiesel (RME) Exhaust gas recirculation and oxidising catalyst

180 40 160 140 120 100 80 20

1000

2000

3000

D4

Engine speed

4000 5000 (1/min)

6000

263_026

Torque

30

23

Engines
The 1.9-litre 74 kW 4-cylinder TDI engine with unit injector system
This engine is an advanced development of the 1.9-litre 74 kW engine from the previous model. To meet the D4 exhaust emission standard, the following innovations were employed: new unit injector design exhaust gas recirculation with electrically-actuated intake manifold flap nitrous oxide emissions were reduced by using an exhaust gas recirculation cooler the combustion sequence was improved by modifying the combustion chamber the oxidising catalyst is of thin wall design so that it quickly reaches its operating temperature
263_023

Specifications
Engine codes Displacement Type Valves per cylinder Bore Stroke Compression ratio Max. power Max. torque Engine management Fuel Exhaust treatment Exhaust emission standard AXR 1896 cc 4-cylinder inline engine 2 79.5 mm 95.5 mm 19 : 1
Power output
50 60 70

Power/torque diagram

240 220 200 180 40 160 140 30 120 100 80 20

74 kW at 4000 rpm 240 Nm at 1800 - 2400 rpm Bosch Electronic Damper Control 15 P Diesel min. 49 CN diesel or biodiesel Exhaust gas recirculation and oxidising catalyst D4

1000

2000

3000

Engine speed

4000 5000 (1/min)

6000

263_024

24

Torque

New features of unit injector To meet the requirements with regard to extended service intervals and exhaust emission reduction, the unit injector has been improved in the following respects.
Previous version New version

263_108

263_109

Inlet drilling

25

Engines
Electrical intake manifold flap The 1.4-litre and 1.9-litre TDI engines with unit injector system have an electrical intake manifold flap so they meet the strict emission limits of the D4 exhaust emission standard. Because adjustment of the electrical intake manifold flap is continuously variable, the vacuum required for effective exhaust gas recirculation can be achieved in all engine speed ranges. The electrical intake manifold flap also has a second function. When the engine is shut off, the flap is closed to stop air supply and prevent engine shudder when it cuts out.
263_008

Design

Control electronics

Flap return spring

Intake manifold flap

Intake manifold flap motor V157

263_009

26

Function To adjust the intake manifold flap, the engine control unit sends a signal to the intake manifold flap motor (V157). An angle sensor measures the actual intake manifold flap angle. The internal control electronics process the signal and adjust the flap to the specified angle via the drive system. A flap return spring permits emergency operation by keeping the intake manifold flap open when de-energised.

Intake manifold flap

Engine control unit

263_141

Flap return spring

Intake manifold flap motor V157

Cooler for exhaust gas recirculation The 1.4-litre and 1.9-litre TDI engines have a cooler for exhaust gas recirculation. This cooler is coupled to the coolant circuit. By cooling the recirculated exhaust gases, a higher volume of exhaust gas can be discharged into the combustion chamber. This reduces combustion temperature and nitrogen oxide emissions.

263_159

27

Power transmission
Gearboxes
5-speed manual gearbox 02T The remarkable features of the 5-speed manual gearbox 02T are its low weight, its modular design and its easy and precise gear changeability. It can transfer a torque of up to 200 Nm.

263_059

Detailed information about the design and function of the gearbox is contained in Self-Study Programme No. 237.

5-speed manual gearbox 02R

The 5-speed manual gearbox 02R is based on the proven 5-speed manual gearbox 02J. The shape of the gearbox housing as well as the cover for 5th gear have been adapted to fit into the engine compartment of the new Polo.

263_060

4-speed automatic gearbox 001 The 4-speed automatic gearbox 001 remains unchanged in terms of its design and function. It is used in combination with the 1.4-litre 55 kW engine.

263_061

Detailed information about the design and function of the gearbox is contained in Self-Study Programme No. 176.

28

Engine-gearbox combinations
Engine 5-speed manual gearbox 02T 5-speed manual gearbox 02R 4-speed automatic gearbox 001

1.2-litre 40 kW Petrol engine AWY 1.2-litre 47 kW Petrol engine AZQ 1.4-litre 55 kW Petrol engine AUA/BBY 1.4-litre 74 kW Petrol engine BBZ 1.9-litre 47 kW SDI engine ASY 1.4-litre 55 kW TDI engine BAY 1.9-litre 74 kW TDI engine AXR 29

Running gear
The front axle
The front axle of the new Polo is a MacPherson strut axle with a wishbone. It has been improved with regard to weight and comfort.

Wishbone Front strut wishbone suspension

Aluminium console Subframe Aluminium console

Technical features Weight has been saved by using a three-part subframe with a sheet steel subframe, aluminium consoles and sheet steel wishbones. Front strut wishbone suspension The front strut wishbone suspension is a bonded rubber bush. The springs and shock absorbers are connected separately to the body. Through this concept, spring pressure is applied separately to the body, and the shock absorber mounting is not submitted to initial stress. This, in turn, enhances rolling comfort and reduces noise transmission from the road to the body.

263_030

Rubber element

263_156

Metal Shock absorber connection Spring connection

30

Wheel bearing The wheel bearing is a two-row angular contact ball bearing with an integrated wheel hub. It contains the signal disc for the active wheel sensors.
Signal disc

The active wheel sensors as well as the two-row angular contact ball bearing are described in Self-Study Programme No. 218 "The Lupo 3L".
263_130

Centrifugal ring A centrifugal ring mounted on the drive shaft protects the wheel bearings against soiling and de-icing salt. The plastic ring is clipped onto the drive shaft by means of a small collar.

Centrifugal ring Collar

263_074

Centrifugal ring

263_036

31

Running gear
Rear axle
The rear axle is a torsion beam axle. As an allnew construction, it makes a substantial contribution to weight saving.

263_032

Technical features A specially-shaped axle beam with a V crosssection provides the axle with high stability. A separate anti-roll bar is therefore not needed. Coil springs and shock absorbers are located separately from one another, in order to maximise loading width. The rear axle is secured to the body by inclined, track-aligning and large-sized bonded rubber bushes. The inclination of the bearings corrects track alignment when lateral forces occur. It provides added driving stability, particularly at high road speeds.

Toe and camber are defined by the structural design. There is no facility for adjusting the rear axle.

32

Axle beam cross-sections

A specially-shaped axle beam with a V crosssection endows the axle with high stability. An anti-roll bar is therefore not needed. The axle beam is made by reshaping a tube. There are three axle beams with varying degrees of rigidity. They are adapted to each engine type. The differences in axle beam profile rigidity are due to the different wall thicknesses and geometries.

263_103

Steering column The steering column is of safety design. It compresses on collision and optimises the position of the airbag in relation to the driver.

45 mm

Longitudinal adjustment The steering column has a manually adjustable length of 45 mm.
263_115

Height adjustment The steering column can be adjusted for height by 46 mm.
46 mm

263_028

33

Running gear
Electro-hydraulic power steering
The electro-hydraulic power steering is a new steering system with a hydraulic pump driven by an electric motor. The power steering, therefore, is independent of the engine operating state. It permits needs-orientated power steering. This makes the vehicle easier to maneouvre and saves fuel. The Polo Model Year 2002 features electro-hydraulic power steering in the entry-level version. Steering systems manufactured by TRW and KOYO are fitted. Both steering systems function according to the same principle.

Sensor for power steering

Power steering box

Engine pump unit

263_033

The design and function of the electro-hydraulic power steering are described in detail in Self-Study Programme No. 259.

34

Brake system
The Polo has a diagonally-split dual-circuit brake system. Two different brake systems are fitted.

ABS is standard in the new Polo. The hydraulic unit with integrated control electronics is supplied by Continental Teves (Conti-Teves MK60).

263_087

Vehicles fitted with Electronic Stability Programme (ESP) are equipped with the Bosch 5.7 brake system.

263_088

In both systems, the brake servos and the master brake cylinder are positioned physically separated from the hydraulic unit for ABS/ESP. The hydraulic unit is located on the right-hand side of each system, adjacent to the shock absorber dome.

263_078

35

Running gear
Hydraulic Brake Assistant System (BAS)
This is integrated in the ABS/ESP unit. Accident research has shown that the majority of drivers do not apply the brakes sufficiently in a hazardous situation. Consequently, the brake pressure is insufficient to achieve maximum vehicle deceleration.

Pressure sensor

263_006

Pressure gain within brake system

Brake pressure [p]

Pressure sensor G201 determines the pressure gain within the brake system. The control unit recog-nises an emergency stop by an abrupt rise in brake pressure within a specific period of time. After detecting the emergency situation, the control unit increases the brake pressure within the ABS control range. This shortens the vehicle's stopping distance, and the vehicle comes to a halt more quickly.

Time [t]

263_005

ABS control range Emergency stop Normal braking operation

The design and function of the hydraulic brake assistant system (BAS) are described in detail in Self-Study Programme No. 264.

36

Front brake

The front brakes on the Polo are 256 x 22 mm ventilated disc brakes.

263_037

Rear brake

The rear brakes on the Polo are drum brakes. All vehicles with engine outputs of less than 55 kW have 200 x 40 mm brake drums.

263_038

Polo models with an engine output higher than 55 kW have 232 x 9 mm disc brakes.

263_039

37

Running gear
Breakdown set
To save weight, the spare wheel will be replaced by a breakdown set. This set consists of an inflating bottle together with a tyre sealant and a compressor powered via the cigarette lighter. In the event of a breakdown, the sealant is pressed out of the inflating bottle and into the tyres via the tyre valve. The tyre is reinflated with the compressor. The rolling motion of the tyres ensures an even distribution of sealant inside the tyre. The heat generated while travelling is sufficient to vulcanise the sealant and the tyre. In the event of minor damage, the tyre can be made serviceable using the breakdown set so that the vehicle can reach next workshop. The vehicle still has a full-size tool kit including a jack.

263_101

The breakdown set is not delivered to all countries. Depending on national statutory requirements, vehicles can also be equipped with a space-saver spare wheel or a fully-fledged spare wheel instead of the breakdown set.

38

Electrical system
Vehicle electrical system
The vehicle electrical system has a decentralised configuration. The main stations are:

Detailed information about the electrics can be found in Self-Study Programme No. 265 "The vehicle electrical system in the Polo Model Year 2002".
263_043

263_042 263_041

Connector stations in A pillar and B pillar: for connecting or disconnecting electrical modules in the doors from the other parts of the vehicle electrical system

Compact connector: connector station on the engine bulkhead for connecting/disconnecting parts of the vehicle electrical system in the engine compartment and vehicle interior

263_044

263_011

Fuse box: Groups together fuses on a holder

263_045

Main fuse holder: groups together the main fuses on the battery cover so they are easily accessible

263_047
1 5 10 11 6 12 2 7 13 3 8 14 4 9 15

263_046 263_157

Relay carrier: carries the relays for basic and optional equipment

Potential distributor: distributes terminal +30 of the main fuse holder to individual electrical consumers

Vehicle electrical system control unit: takes over the functions of previously separate relays (e.g. indicator relays), and monitors the power supply of electrical equipment and automotive components outside the CAN system (e.g. switches/fuses)

39

Electrical system
CAN bus system network
The data bus diagnostic interface (gateway) plays a key role in the CAN bus system. It is integrated in the vehicle electrical system control unit and combines the two CAN bus systems. Data interchange is organised via this integrated gateway.

J519

J533

Vehicle electrical system control unit Data bus diagnosis interface (gateway)

Control unit for display unit in dash panel insert

J285

Engine control unit

J J503 J393

Convenience system central control unit CLIMAtronic control unit/air conditioning system control unit (Climatic)

Automatic gearbox control unit

J217

Control unit for radio and navigation display unit

J255/ J301

ABS and EDL control unit

J104

J386

Door control unit, driver side

Power steering control unit

J500

J387

Door control unit, front passenger side

ESP steering angle sender

= Engine CAN 500 kBaud

G85 J388

Door control unit, rear left

= Convenience CAN 100 kBaud

Airbag control unit

= K-wire
J234 J389

Door control unit, rear right

263_104

40