12 THE UP-TO-DATE TECHNICAL INSIGHT IN AUTOMOTIVE TECHNOLOGY & INNOVATIONS

edition 12

Engine downsizing
technology (Ecoboost)

 IN THIS ISSUE
THREECYLINDER
INTRODUCTION
2 ENGINE 7 COMMON FAILURES 17
ECOBOOST ENGINE
TECHNOLOGY 5 MAINTENANCE
16 TECHNICAL NOTES 18
EureTechFlash is an
AD International Download all EureTechFlash editions at
publication
(www.ad-europe.com) www.eurecar.org
 INTRODUCTION

Downsizing technology
Downsizing refers to the concept of miniaturisation and optimisation of the
performance of an engine to give it similar or superior characteristics to
that of engines of a larger cubic capacity. Moreover, this technique re-
duces the pollutant emission levels to the atmosphere and fuel consump-
tion is improved.
Over recent years, practically all manufacturers have started to use down-
sizing technology. Through engineering, the thermal efficiency of internal
combustion engines has been improved to such an extent that they can be
designed with a much smaller size while maintaining, or even exceeding,
the performance of much larger engines.
By combining a reduction in the number of cylinders and/or the cylinder
capacity, with the addition of various systems such as direct fuel injection,
forced induction, variable valve timing, variable valve lift, variable intake,
intelligent heat management, etc., brands are capable of building high-
power engines, the majority of which are no larger than 1600 cm³ and
have less than four cylinders.
Even though downsizing is focused on petrol engines, it has also been
applied to diesels, with the emergence of what are called modular archi-
tectures; smaller petrol and diesel engines with similar characteristics are
built on the same base and share a large number of elements, thus reduc-
ing the cost and reliability problems the manufacturers have experienced.

Engine manufacturers with downsizing technology

Many car manufacturers have used downsizing technology in one of their engines. Below there is a non exhaustive table which lists the main engines
of this type:

2 — WWW.EURECAR.ORG
 I
N
T
R
O
D
U
C
T
I
O
N

General characteristics per manufacturer

BMW-MINI
The BMW group has a family of downsized engines that covers both diesel
and petrol, called EfficientDynamics. As a result of the modular construc-
tion strategy, all the engines, except the six-cylinder diesels, share up to
60 % of their parts.
The term TwinPower Turbo refers to the German company’s engine
technology that allows it to meet the requirements of this category. It
combines the latest injection systems with forced induction (direct high-
pressure injection and dual inlet turbocharger in the petrol engines,
and common rail injection of up to 2000 bar and variable geometry
turbocharger in the diesel engines), double VANOS variable valve tim-
ing and, in practically all the versions, the Valvetronic valve variable lift
system.
As a result of the technical innovations adopted by the brand, there are
petrol or diesel options of three cylinders with various power outputs,
starting from the MINI One 55 kW, 1.2 cm³ petrol engine, up to 170 kW
supplied by the BMW model i8 hybrid engine, which combines a petrol
engine of 1500 cm³ with an electric motor for a total of 266 kW. The
cylinder block is always aluminium and the closed-deck type, and a
balancer shaft is fitted to reduce vibrations.

PSA Group
It produces three-cylinder downsized petrol engines, called PureTech.
Thanks to its modular design, there are two versions, one naturally aspi-
rated and one turbocharged, the latter using 40 % of the components of
the former. The turbocharged engine is equipped with high pressure direct
injection at 200 bar and variable intake and exhaust camshaft timing. The
low inertia turbocharger is capable of rotating at 240,000 rpm, providing
95 % of the torque from 1500 to 3500 rpm.
All the PureTech engines are 1.2 litre, with power outputs of 50 and
60 kW for those that do not have a turbocharger, and 81 and 96 kW
for those that are turbocharged. One of the mechanical innovations to
note is the special coating on the pistons, rings and tappets, known
as DLC (Diamond Like Carbon). The crankshaft is offset 7.5 mm with
respect to the vertical axis of the cylinders, with the purpose of achiev-
ing the most uniform wear possible of the sleeves, and the timing belt
is bathed in oil. These solutions achieve a 30 % reduction in friction
compared with conventional engines. Moreover, the oil pump is man-
aged electronically to regulate the flow and the cooling system consists
of a double circuit (one for the cylinder head and another for the block).
The exhaust manifolds are oversized and integrated into the engine, so
the operating temperature can be reached quickly.

WWW.EURECAR.ORG —3
Opel
The Opel Turbo ECOTEC engines also have a modular architecture,
the smallest is a 77 kW, 1 litre, three-cylinder, and the most powerful is
a 147 kW, 1.6 litre four-cylinder. The key technologies are: direct petrol
injection, forced induction by turbocharger, continuously variable timing
and an engine block manufactured in lightweight aluminium.

The injectors are six-hole and are located centrally in the chambers for
efficient combustion, while optimum engine breathing is obtained by
means of variable valve timing.

The exhaust manifold is integrated into the cylinder head that, at the
same time, is located very close to the low inertia turbocharger. This
configuration makes fast engine loading possible to deliver high power,
for this reason the maximum torque of 166 Nm, available from 1800
rpm, is nearly 30 % higher than in the 1.6 litre naturally aspirated engine
at the same rpm, and combustion efficiency is also 20 % higher.

The water pump is switchable, it uncouples when the engine coolant

is cold to accelerate heating, and the oil pump is electronically man-
aged to regulate the pressure, both these systems contribute to low fuel
consumption. To refine the engine, a balancer shaft is installed in the
oil sump, this rotates at the same speed as the crankshaft and its mass
is optimised to counteract the vibrations of the three-cylinder engines.

Volkswagen Group
This manufacturer is a pioneer in the development of downsized en-
gines, after launching onto the market the 1.4 TSI direct petrol injec-
tion and twin-charged engine (fixed geometry turbocharger and super-
charger). The range is made up of 1000, 1200 and 1400 cm³ engines,
all with direct injection and forced induction (currently by means of a
single turbocharger). There are different power levels depending on the
version, the 1.0 TSI has three cylinders and develops 66, 70, 81 or 85
kW - basically depending on the turbocharger pressure - and the most
powerful is a 1.4 litre and 110 kW four-cylinder engine.

The incorporation of the heat exchanger inside the intake manifold

reduces the total volume of the boost pressure circuit, prevents the
pressure dropping and maintains a high-power delivery at high engine
speeds, in spite of using a small turbocharger. The smaller turbine di-
ameter facilitates its acceleration when the speed of the exhaust gases
in the manifold is very low, this means that the highest torque possible
is available in the low speed ranges which are most used.

The high-torque that these engines offer, higher than 200 Nm in the
case of the most powerful, is compensated by the injection pressure of
up to 250 bar, which achieves a saving of up to 6 % in fuel consumption
with respect to the previous 1.2 TSIs. The adjustable flow oil pump also
contributes to this, as it continually adjusts the pressure required to the
engine load conditions.

4 — WWW.EURECAR.ORG
 E
C
O
B
O
O
ECOBOOST ENGINE TECHNOLOGY S
T

The Ford technicians have managed to achieve a 20 % improvement E

in fuel consumption and 15 % in the level of CO2 emissions. This has N
been largely possible through the engine design and the adoption of G
three key technologies, which are: direct petrol injection, turbo-charging I
and variable valve timing in the intake and exhaust phases. Two three- N
cylinder EcoBoost variants can be found on the market; they are E
both 1.0 litre, but have different power outputs.
T
E
C
H
N
O
L
O
G
Y
The majority of EcoBoost engine blocks are aluminium, a material that
provides a significant weight reduction. The weight of the crankshaft
has been optimised to eliminate engine vibration, thus avoiding the fit-
ting of a balancer shaft. As there is no shaft, a vibration damper-pulley
is used with a compensating mass. Furthermore, low friction coatings
have been applied, for example on the pistons, to refine the engine
operation.

In addition, the exhaust manifold is integrated into the cylinder head,

this arrangement lightens the weight of the assembly and reduces ex-
haust pipe temperatures, which allows a stoichiometric ratio of the air-
fuel mixture throughout the engine map.

The cooling system is equipped with an independent mini-circuit,

apart from the main small and large circuits. Through this, it circulates
the coolant for the first stage of the heating phase only. This helps to
rapidly heat the engine and the oil for the early reduction of friction
between the lubrication points.

WWW.EURECAR.ORG —5
The timing belt is bathed in engine oil. This reduces the friction losses
by approximately 20 %, thus improving fuel consumption and carbon
dioxide emissions. Furthermore, this also minimises noise and guide
rails are not necessary.

The independent variable camshaft timing for intake and exhaust helps Direct fuel injection provides better engine cooling, precise combustion
to optimise the gas flow through the combustion chamber at all engine of the mixture in the cylinders and less knocking.
speeds, which reduces the force exerted by the piston. This system
also improves smoothness at idling speed, increases torque and power
at low and high speed, reduces turbocharger lag and saves fuel.

This technology is known as SIDI (Spark Ignited Direct Injection). The

petrol is injected in drops smaller than 0.02 mm directly into the cylin-
ders at high pressure of up to 200 bar, this reduces emissions espe-
cially during start-up, increases compression, saves fuel and increases
engine power. Multiple injection by combustion cycle is also possible,
which improves consumption and emissions.

The very small, low inertia turbocharger is capable of rotating at more

than 200,000 rpm, to lessen the lag effect.

Also, it has been manufactured together with the exhaust manifold

to form a single part, this facilitates heat dissipation and reduces the
weight of the assembly. The turbocharger can reduce fuel consumption
by up to 14 %.

6 — WWW.EURECAR.ORG
 T
H
R
E
THREECYLINDER ENGINE E
-
C
Y
Technical characteristics L
I
N
This engine is petrol, three cylinder and 1000 cm³, and was developed versions with the same structure but different power outputs, which de- D
by Ford. It has a double overhead camshaft, 12 valves, a Bosch MED pend on the programming variations of the injection and ignition man- E
17.0.1 direct injection system, twin independent variable camshaft agement, and on the boost pressure of the turbocharger. R
timing, Ti-VCT, and forced induction by turbocharger. There are two
E
N
G
I
N
E

Engine block, moving parts and cylinder head

Engine block

It is manufactured in grey cast iron using the open deck construction

method, which makes manufacture more straightforward as the cylin-
der cooling ducts are open at the top.
The side walls of the block are reduced in thickness, in a way that does
not reduce their effectiveness when it is reinforced. Thanks to these
measures, a significant reduction in weight is achieved with high rigidity.

WWW.EURECAR.ORG —7
Oil sump
It is manufactured in an aluminium alloy. It has a solid rib that also forms engine and gearbox assembly. It includes two guide pins for the exact
the bottom flange of the joint with the gearbox; this achieves a rigid alignment of the engine block surfaces and the oil sump.

Crankshaft
This consists of 4 support points and is fixed to the engine block by
means of bearing caps. The three crank pins that fasten the connecting
rods are offset at 120° from each other.

The side adjustment of the crankshaft is by means by two thrust bear-

ings, which float on the top bushing of the bearing of support point
number 3.

Connecting rods

The small end has a snake head profile, the bearing surface with the
gudgeon pin is by means of a press-fitted grooved bronze bushing, the
big end is fracture-split and the bearings are smooth without positioning
projection.

Pistons
The pistons are manufactured in a light aluminium and silicon alloy.
There are pockets for the valves in the head and a combustion cham-
ber. The skirt is graphite coated to reduce friction with the cylinder.

Cylinder head
It is manufactured in a light metal alloy. The spark plugs and injectors, of the cylinder head, and cannot be replaced separately. A multi-layer
positioned vertically, are housed at the top. The exhaust manifold is part steel gasket ensures the cylinder head is sealed.

Camshaft
The intake and exhaust camshafts have phase variators that are oper-
ated electro-hydraulically.

The intake camshaft is longer than the exhaust, due to the additional
triple cam for driving the high-pressure fuel pump. It has five bearings The exhaust camshaft has four bearings and a groove for the vacuum
and the bearing cover on the gearbox side incorporates the housing for pump drive. Its cover serves as a seal for the cylinder head cover and
the high-pressure pump. This is attached to the cylinder head, and uses that of the vacuum pump itself.
a sealant for sealing.

Valves
There are two intake valves and two exhaust valves. The intake valves in the head of the valve can be reduced to around 100 °C. The valves
have a larger diameter head and are made from a single piece of mate- are driven by mechanical hollow tappets.
rial. The exhaust valves are hollow and their cavity is filled with sodium,
a material that has good thermal conductivity, so that the temperature

8 — WWW.EURECAR.ORG
 T
H
R
E
E
-
The timing is by belt-in-oil with an automatic tensioner C
Y
The timing is by belt-in-oil with an automatic tensioner. L
I
N
D
E
R

E
N
G
I
N
E

Variable valve-timing
This system has electro-hydraulically actuated twin variable camshaft are differentiated by the lock position - in the retard position for the
timing, which allows the variable timing of each camshaft to be inde- intake and in the advance position for the exhaust.
pendent. For this, each camshaft is equipped with a VCT unit. These

WWW.EURECAR.ORG —9
Phase variators
Their purpose is to regulate the opening and closing times of the intake
and exhaust valves according to engine speed and load. These are
fixed to the variable timing control valves corresponding to the cam-
shafts.
The camshaft position sensors detect the exact angular position of
each shaft. The recorded square wave signals are sent to the engine
control unit to activate the relevant camshaft timing solenoid valve.

The solenoid valves, after receiving the signal from the unit, move the
control valve that regulates the oil flow to the advance or retard cavity
of the corresponding phase variator. This rotates the camshaft slightly
from its original orientation, which advances or retards the intake or
exhaust valves. The unit adjusts the camshaft timing in accordance with
the engine load and rpm.

Lubrication system

Oil pump

It is fixed to the bottom of the engine block by means of three bolts. This
is a variable type vane pump which regulates the flow rate according
to requirements, and it is driven by a toothed belt bathed in engine oil.

10 — WWW.EURECAR.ORG
 T
H
R
E
E
Pressure control solenoid valve -
C
It is located on an engine block side. Its purpose is to regulate the Y
pump oil pressure in accordance with the needs of the engine, and L
it is managed by the control unit with a PWM signal. It is closed in I
the resting position, but when control of the lubrication pressure is N
required, the unit acts on the solenoid valve. D
E
The solenoid valve is closed whenever the engine speed is higher than R
3000 rpm and the engine load is high. It is also closed when the engine
is running at more than 4750 rpm with low load. In all other circum-
E
stances, the solenoid valve is regulated by the control unit to allow a
N
variable oil pressure.
G
I
N
E
Oil ejectors
They are bolted below the engine block and their job is to inject oil
to the pistons and to the connecting rods to keep them properly
lubricated and cooled.

Pressure regulation
The oil pressure in the pressure control chamber can be changed able ring moves, which will vary to reduce the flow supplied by the
in accordance with operating phases. When the oil pressure in the pump.
control chamber exceeds the spring force, the vane pump adjust-

Cooling system
The cooling system has three circuits. In addition to the small and ments more quickly. This additional circuit is equipped with a sec-
large conventional circuits, a mini-circuit is used during the engine ond thermostat on the engine block.
heating phase to reduce the friction between the lubrication ele-

WWW.EURECAR.ORG — 11
Water outlet box

It is joined to the side of the cylinder head by four bolts. It houses the ture sensor is also inserted in the water outlet box, this is sealed by
cylinder head thermostat and the bypass valve. The coolant tempera- means of an O-ring.

12 — WWW.EURECAR.ORG
 T
H
R
E
Mechanical water pump E
-
C
Y
This is fixed on a bracket at the front of the engine. It is the vane type L
and it is sealed to the engine block by an O-ring and sealant. The pump I
roller is driven by the auxiliary belt. N
D
E
R

E
N
G
Engine block thermostat I
N
E
It is located on the back of the engine block. It forms part of the cooling
system’s additional circuit and only opens during the engine’s heating
phase.

Electric water pump

Depending on the equipment level, an electric pump may be installed coolant temperature exceeds a critical value. This can happen if the
in the coolant circuit line, fixed on a bracket next to the engine’s electric engine stops immediately after the engine has been operating with a
fan. The engine control unit only activates the electric pump when the high load and during long journeys.

Forced induction system

The turbocharger used in the EcoBoost engine has fixed geometry. The
turbocharger has a wastegate actuated by a pneumatic valve and an
air recirculation valve.
The function of the air recirculation valve is to recirculate the intake
air that passes through the turbocharger so as not to brake the turbo-
charger’s intake turbine. For this it uses a bypass that returns part of
the aspirated air back to the intake turbine. The bypass is controlled
by a vacuum through a line connected to the intake after the gas flap.
The turbocharger is lubricated by the engine oil. It has oil inlet and
outlet fittings to ensure it is correctly lubricated.
Electronic engine management
The control unit is manufactured by Bosch and uses electronic MED • Variable timing management.
17.0.1 engine management. The main functions that it controls are: • Alternator charging regulation.
• Engine cooling management.
• Measurement of operating parameters. • Fuel pressure regulation.
• Control of injection pressure. • Self-diagnostics.
• Activation of the injectors. • Control of running speed.
• Ignition system management. • Communication with the CAN-Bus network.
• Boost pressure regulation.

Control of injection pressure

The control unit manages the injection pressure for the different engine fixed on the rail informs the control unit of the pressure at all times. The
operating phases, it acts on the flow control valve to adjust the fuel fuel is pressurised in the pump’s high-pressure chamber when the flow
pressure in the injection rail between 40 and 150 bar. A pressure sensor control valve is closed.

The solenoid works, together with the fuel pressure sensor, in a closed rail for fuel injection. The solenoid valve is activated in two phases, one
control loop in the control unit programming. Through the activation of is energisation and the other maintenance.
the solenoid valve, the required fuel pressure is supplied to the injection

Boost pressure regulation

The control unit manages the boost pressure in order to adjust it specifi-
cally to the different operating conditions, it acts on the pressure regu-
lating solenoid valve by means of a PWM signal (pulse-width modula-
tion).

14 — WWW.EURECAR.ORG
 T
H
R
E
E
The turbocharger control solenoid valve regulates the turbocharger -
pressure by acting on the vacuum circuit that feeds the pneumatic C
valve. It is managed by the control unit by means of a pulse modulated Y
signal by varying the frequency depending on the engine load. L
I
N
D
E
R

E
N
G
I
Variable timing management
N
To adjust the camshaft timing to the operating conditions in accord- E
ance with engine load needs, the control unit is commanded by the
timing management system, by acting on the control solenoid valves by
means of a PWM signal. The solenoid valves are located on the timing
cover and fixed just in front of each VTC unit. The control unit activates
them, which allows the phase variators to be regulated by means of the
oil flow to the hydraulic chambers of the VTC units, so the camshaft
timing is adjusted in accordance with the engine map.

Oil pressure management

The control unit is commanded by this management system, by act- unit takes signals from the rpm, oil pressure and intake manifold pres-
ing on the oil pressure regulating solenoid valve by means of a PWM sure sensors.
signal. To determine the amplitude of the excitation signal, the control

WWW.EURECAR.ORG — 15
 MAINTENANCE
The next information is related to Ford EcoBoost engine:

OIL CHANGE SPARK PLUG REPLACEMENT

Engine oil and oil filter 20,000 km or 1 year Replacement interval 60,000 km or 4 years
Viscosity grade Synthetic 5W20 The electrode gap should be 0.7 mm.
Ford approved ACEA A1/B1
API SN/CF COOLANT REPLACEMENT
The coolant circuit fluid does not have a maintenance interval.
Capacity with oil filter 4.10 litres Approved WSS-M97B44 Organic antifreeze.
Capacity without oil filter 4 litres Circuit capacity 5.8 litres

OIL FILTER REPLACEMENT

Replacement interval 20,000 km or 1 year
TIMING BELT REPLACEMENT
Replacement interval 240,000 km or 10 years
AIR FILTER REPLACEMENT
Replacement interval 60,000 km or 4 years REPLACEMENT OF ACCESSORIES BELT
Replacement interval 240,000 km or 10 years

16 — WWW.EURECAR.ORG
 C
O
M
M
O
N
COMMON FAILURES F
A
I
Below are some of the most frequent faults that can occur in downsized timing chain, but before deciding that the problem is the chain, some
L
engines. It is known by many that these engines stretch or break the components should first be checked.
U
R
E
S
TIMING CHAIN

The engine starts and then stops. The engine starts with diffi-
culty. On starting the engine, a metallic noise appears between
1400 and 2000 rpm. The engine runs erratically, particularly
at idle. These anomalies may be due to a low oil level, to a
deviation from the self-adaptive values relating to the camshaft
variators, to the displacement of the camshaft or crankshaft
pulleys on their shaft (if there is no key), to the presence of
metal chips on the variator solenoid valves, to the loosening of
the timing chain due to the seizure of the hydraulic tensioner or
to a timing chain stretched by wear.

Check the oil level. Check the state of the position sensor or the position sensors, as applicable, for the camshafts. Check
the synchronisation of the timing chain by inserting the timing tools and, once correctly synchronised, ensure the tensioner
is in good condition. Check the wear of the timing chain. Inspect for the presence of metal chips in the filters or lines of the
phase variator solenoid valves.

The possible solutions range from topping up the oil if necessary, reinitialising the self-adaptive parameters, correctly syn-
chronising the timing chain or replacing the variator solenoid valves, if necessary.

TURBOCHARGER
Lack of power and erratic engine operation at idling speed. The
cause of this incident may be due to a missing thick washer
on the turbocharger (between the turbocharger actuator and
housing).

Read the fault codes in the engine control unit with a diagnostic tool and check that the washer is in the turbocharger joint.

Read the turbocharger actuator parameters for the adaptation of the bottom stop. Install the specific thick washer. Clear the
fault codes recorded in the engine control unit with the diagnostic tool.

WWW.EURECAR.ORG — 17
 TECHNICAL NOTES
This section locates the most common faults in downsized engines. Despite the short time that they have been on the market, it has been possible to
determine the weak points of these types of engines.

These faults are selected from the online platform: www.einavts.com This platform has a series of sections that specify: make, model, line, system af-
fected, and subsystem, which can be selected independently depending on the desired search.

FORD
B-MAX, C-MAX, Fiesta, Focus, Kuga, Mondeo, S-MAX
P2107 - Accelerator actuator control module processor.
Symptoms P2108 - Performance of the accelerator actuator control unit.
The following symptoms are observed in the workshop:
• High fuel consumption.
• Unstable idling.
• On occasions, the engine does not start or is sometimes difficult to start. A decrease in the pressure is noticed.
Cause Internal hardware defect in the engine control unit (PCM).
Solution Repair procedure:
• Check the condition of the acceleration system wiring and its components from the accelerator pedal to the engine control
unit (PCM).
• Check the operation of the throttle valve.
• Check the condition and operation of the engine control unit (PCM).
• Replace the engine control unit (PCM).

FORD
B-MAX, C-MAX, Fiesta, Focus, Kuga, Mondeo, S-MAX
PP0642 - Voltage A, Sensor Reference, Low.
Symptoms
P0643 - Voltage A, Sensor Reference, High.
P0651 - Voltage B, Sensor Reference, Open Circuit.
P0652 - Voltage B, Sensor Reference, Low.
P0653 - Voltage B, Sensor Reference, High.
P1712 - The torque demand signal of the electronic transmission is not admissible (ASM only).
Jerks at low RPM.
Unstable idling.
The engine does not start or is sometimes difficult to start, sporadically.
Lack of engine power.
Fault message on the multifunction screen: ‘EAC FAIL’.
Cause Defect in the power circuit between the accelerator pedal sensor and the throttle valve body.
NOTE: If the vehicle is not in an emergency state and the accelerator electrical system indicator light is not illuminated on the
dashboard, the fault may be caused by another system.
Solution Repair procedure:
• Check the condition of the battery power wiring to all the electrical acceleration system components.
• Repair the affected cable section and protect it.
• Replace the battery.
• Replace the affected connector.

18 — WWW.EURECAR.ORG
 T
E
C
H
PSA GROUP N
I
Citroën Berlingo III, C3, C4, C4 II, C5 III, DS3, DS4, Peugeot 207, 308, 3008, 508, RCZ C
A
P2191 - The mixture is too lean at a higher engine load. L
Symptoms Malfunction indicator lamp (MIL) on.
An anti-contamination anomaly message may be displayed. N
Power loss. O
Engine jerks between 1500 and 2000 RPM with the engine hot. T
Cause Time lag in the timing chain caused by the hydraulic tensioner of the timing chain. E
Solution Repair procedure: S
• Read the fault codes reported by the engine control unit (ECM) with the diagnostic tool.
• Delete the fault codes reported by the engine control unit (ECM) with the diagnostic tool.
• Check the length of the timing chain.
• Replace the hydraulic tensioner if the length of the chain is equal or lower than 68 mm.
• Replace all the components related with the timing if the length of the timing chain is greater than 68 mm.
• Re-programme the engine control unit with updated software.
• Carry out a second fault code reading at the control unit (ECU) with the diagnostic tool.

VAG GROUP
Audi A1, A3, SEAT Altea, Ibiza V, Leon, Skoda Fabia, Octavia, Roomster, Yeti, Volkswagen Caddy III, Golf VI, Jetta IV, Polo, Touran

Symptoms 16400 - P0016 - Camshaft position sensor (G40). Camshaft position sensor (G28). Incorrect correlation. Bench 1.
16725 - P0341 - Camshaft position sensor. Sensor (G40). Signal improbable.
P130A - Cylinder disabled.
Failure codes reported by the engine control unit.
The vehicle has one of the following symptoms:
• Irregular functioning of engine.
• The engine does not start.
NOTE: This newsletter only affects those vehicles that are within a specific production date.
Cause Timing not synchronised.
Solution Repair procedure:
• Read the fault codes recorded in the engine control unit with the diagnostic tool.
• Confirm that the cited fault codes are recorded in the symptom field of this technical note.
• Replace the timing kit if the pistons are not damaged.
• Replace the timing kit, pistons, valves and spark plugs if the pistons are damaged or if compression is under 7 bar.
• Replace the lightened engine and the spark plugs if the cylinders are damaged.
• Delete the fault codes recorded in the engine control unit with the diagnostic tool.
Carry out a second reading of the fault codes on the engine control unit (ECU) with the diagnostic tool and confirm that the
fault codes mentioned in the symptom field of this technical note are NOT displayed.
NOTE: A manufacturer’s recommended repair kit is available.

VAG GROUP

Audi A1, A3, SEAT Altea, Ibiza V, Leon, Skoda Fabia, Octavia, Roomster, Yeti, Volkswagen Caddy III, Golf VI, Jetta IV, Polo, Touran
P0170 - Bank 1, fuel injection system. System very lean.
Symptoms Failure code reported by the engine control unit.
Malfunction indicator lamp (MIL) on.
The engine jerks.
NOTE: This newsletter only affects those vehicles that are within a specific production date.
Cause Soot accumulated on the injector outlet causing low fuel quality.
Solution Repair procedure: Read the fault codes reported by the engine control unit (ECU) with the diagnostic tool. Confirm that the
cited fault code is recorded in the symptom field of this technical note. Check the condition of the injectors. Clean the injec-
tors using an additive if the injectors have a soot accumulation. Replace the injectors if the fault is still present after cleaning.
Delete the fault codes reported by the engine control unit (ECU) with the diagnostic tool. Carry out a road test (15 km) at a
speed higher than 3000 rpm. Carry out a second reading of the fault codes reported by the engine control unit (ECU) with the
diagnostic tool and confirm that the fault code mentioned in the symptom field of this technical note is NOT displayed.

WWW.EURECAR.ORG — 19
 EureTe chFlash aims to demys tif y new technologies and make
them transparent, to s timulate professional repairer s to
ke ep pace with technology.

Complementar y to this magazine, EureTechBlog provides

we ek ly technical pos t s on automotive topic s, issues and
innovations.

Visit and subsc ribe to EureTe c hBlog on

w w w.e uretec hb log.com
The technical competence headquarters in Kortenberg, Belgium (www.ad-europe.com). The
level of the mechanic is vital, Eure!Car program contains a comprehensive series of high-profile
and in the future may be technical trainings for professional repairers, which are given by the
decisive for the continued national AD organizations and their parts distributors in 39 countries.
existence of the professional repairer.
Visit www.eurecar.org for more information or to view the training
Eure!Car is an initiative by Autodistribution International, with courses.

industrial partners supporting Eure!Car

CONNECTIVITY SYSTEMS

Disclaimer : the information featured in this guide is not exhaustive and is provided for information purposes only.
20 — WWW.EURECAR.ORG Information does not incur the liability of the author.