Service Training

Commercial
Vehicles

Self-study programme 371

The 2.5l TDI engines in the Crafter

Design and function

 For the Crafter from Volkswagen, a new 5-cylinder diesel engine generation with common rail
injection system has been developed. This new engine generation is based on the tried and tested
2.5l TDI engine (with sales into the millions) with 5-cylinders and a distributor-type injection
pump in the LT2 and Transporter T4.

The emphasis during development was placed on fulfilment of the exhaust emissions and improvement
of the engine acoustics and also reduction in operating and repair costs.

In this self-study programme, you can find out about the design and features of this new engine
generation.

S371_001

NEW Caution
Note

The self-study programme represents the design For latest inspection, adjustment and repair
and function of new developments! instructions, please refer to the appropriate
The contents will not be updated. workshop literature.

2
At a glance

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

Engine mechanics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

System overview. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

Engine management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

Functional diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58

Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62

Test your knowledge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63

3
 Introduction

Installed in the Crafter is the 2.5 l TDI engine in four outputs from 65kW to 120kW. All engine variants are derived
from a uniform foundation model, which is based in its geometrical basic dimensions on the tried and tested
5-cylinder TDI engine with distributor-type injection pump from the LT2 and Transporter T4. Depending on the
output, they are adapted both in the mechanical configuration and also the engine management system.

In order to meet the rising demands in output, acoustics, emissions, consumption and extended service intervals, a
large number of engine components have been revised. Of particular importance here is the conversion of the
engine to common rail injection technology.

Equipped with a catalytic coated diesel particulate filter, all engine variants fulfil the EURO 4/EU4 emissions
standard. Engines with EURO 3/EU3 emissions standard have no diesel particulate filter.

Electric exhaust gas

recirculation valve

Adjustable
turbocharger

Upright oil
filter module

Oil level sender S371_002

for extended
service interval

4
Technical features
● Common rail injection system with ● Adjustable exhaust gas turbocharger
piezo injectors ● Upright oil filter module
● Catalytic coated diesel particulate filter ● Crankcase breather with cyclonic
● Electric intake manifold flap oil separator
● Electric exhaust gas recirculation valve ● Oil level sender for extended service interval
● Exhaust gas recirculation cooler

Cyclonic oil separator

Common rail injection system
with piezo injectors
Electric
intake manifold flap

Exhaust gas
recirculation cooler

S371_003

5
 Introduction

Technical data
The 2.5l 65kW TDI engine
Performance and
Engine code BJJ
torque graph
Type 5-cylinder inline engine
Displacement 2461cm3 350 140
Bore 81.0mm
Stroke 95.5mm 300 120

Valves per cylinder 2

250 100
Compression ratio 16.8 : 1

Torque [Nm]
Max. output 65 kW at 3500 rpm

Output [kW]
200 80
Max. torque 220 Nm at 2000 rpm
Engine management Bosch EDC 16 C
150 60
Fuel Diesel with at least 51CN
Exhaust gas treatment Exhaust gas recirculation with 100 40
exhaust gas cooler;
catalytic coated
50 20
diesel particulate filter
Emissions standard EU4/EURO 4
0 0
1000 2000 3000 4000
S371_262
Engine speed [rpm]

The 2.5l 80kW TDI engine

Performance and
Engine code BJK
torque graph
Type 5-cylinder inline engine
Displacement 2461cm3 350 140
Bore 81.0mm
Stroke 95.5mm 300 120

Valves per cylinder 2

250 100
Compression ratio 16.8 : 1
Torque [Nm]

Max. output 80 kW at 3500 rpm

Output [kW]

200 80
Max. torque 280 Nm at 2000 rpm
Engine management Bosch EDC 16 C 60
150
Fuel Diesel with at least 51CN
Exhaust gas treatment Exhaust gas recirculation with 100 40
exhaust gas cooler;
catalytic coated
50 20
diesel particulate filter
Emissions standard EU4/EURO 4
0 0
EURO 3/EU3 (without diesel 1000 2000 3000 4000
particulate filter and exhaust
gas cooler) Engine speed [rpm]
S371_264

6
The 2.5l 100kW TDI engine
Performance and
Engine code BJL
torque graph
Type 5-cylinder inline engine
Displacement 2461cm3 350 140
Bore 81.0mm
300 120
Stroke 95.5mm
Valves per cylinder 2
250 100
Compression ratio 16.8 : 1

Torque [Nm]
Max. output 100 kW at 3500 rpm

Output [kW]
200 80
Max. torque 300 Nm at 2000 rpm
Engine management Bosch EDC 16 C 150 60
Fuel Diesel with at least 51CN
Exhaust gas treatment Exhaust gas recirculation 100 40
with exhaust gas cooling;
catalytic coated diesel
50 20
particulate filter
Emissions standard EU4/EURO 4
0 0
1000 2000 3000 4000

Engine speed [rpm]

S371_266

The 2.5l 120kW TDI engine

Performance and
Engine code BJM
torque graph
Type 5-cylinder inline engine
Displacement 2461cm3 350 140
Bore 81.0mm
Stroke 95.5mm 300 120

Valves per cylinder 2

250 100
Compression ratio 16.8 : 1
Torque [Nm]

Max. output 120 kW at 3500 rpm

Output [kW]

200 80
Max. torque 350 Nm at 2000 rpm
Engine management Bosch EDC 16 C 150 60
Fuel Diesel with at least 51CN
Exhaust gas treatment Exhaust gas recirculation 100 40
with exhaust gas cooling;
catalytic coated diesel
50 20
particulate filter
Emissions standard EU4/EURO 4
EURO 3 (without diesel 0 0
1000 2000 3000 4000
particulate filter)
Engine speed [rpm]
S371_260

7
 Introduction

The emissions standards

The diesel engine of the Crafter meets the European emissions standards EU4 and EURO 4.
To monitor the exhaust gas relevant components, all vehicles have European onboard diagnosis (EOBD).
EOBD is prescribed in the member states of the European Union for type approval as of 1st January 2006 even for
commercial vehicles. In some countries, the 2.5l TDI engine is also offered as a variant with EU3/EURO 3 emissions
standard. These engines are not fitted with a diesel particulate filter.

Crafter registered for passenger transportation (emissions standard EU4)

The emissions standard EU4 applies for all vehicles

registered for the transportation of passengers, for
example a Crafter with up to 9 seats to transport
passengers.

For type approval, the exhaust emissions of the

vehicles are determined on a test bed or rolling road
with a fixed driving cycle and a prescribed method of
S371_052
measurement. The harmful emissions are calculated in
grams per kilometre (g/km).
Emissions thresholds for diesel vehicles
The emissions thresholds shown in the diagram refer
g/km S371_386
to vehicles with a maximum permissible weight > 2.5 t 0.8
0.74
and a kerb weight of > 1.76 t.
0.6
0.46
0.39
0.4

0.2
0.06

CO HC + NOX NOX PM
Carbon Hydrocarbons Nitrogen Soot
monoxide and nitrogen oxides particles
oxides

If you require further information about European onboard diagnosis on diesel vehicles, please refer to
self-study programme SSP 315 “Euro onboard diagnosis for diesel engines”.

8
Crafter registered for commercial use (emissions standard EURO 4)
The emissions standard EURO 4 applies for all
vehicles registered for commercial use (LCVs, HGVs).
In order to restrict the amount of work necessary for
type approval of these vehicles on a test bed or
rolling road (e.g. for custom body manufacturers), the
harmful emissions are determined on an engine
performance test bed. This inspection is sub-divided
into three test procedures. The harmful emissions are
calculated in grams per kilowatt-hour (g/kWh).
S371_156

Emissions thresholds for ESC test ESC test

g/kWh S371_104
4.0 The ESC test stands for European Steady Cycle.
3.5
With this procedure, the gaseous harmful substances
3.0 and particulate emissions are determined in 13
different operating conditions of the engine.
2.0
1.5

1.0 ELR test

0.46
0.02
ELR is the abbreviation for European Load Response.
CO HC NOX PM With this testing procedure, the smoke opacity is
Carbon Hydrocarbons Nitrogen Soot determined in a test cycle as a measurement for the
monoxide oxides particles soot particles suspended in the exhaust stream of a
diesel engine. The permissible threshold for smoke
opacity is 0.5 1tr./m.

Emissions thresholds for ETC test ETC test

g/kWh 4.0 S371_102
4.0 ETC means European Transient Cycle.
3.5
This test is prescribed for engines equipped with
3.0 exhaust gas treatment systems, for example a diesel
particulate filter. During this test, the exhaust
2.0 emissions are determined in a test cycle in which the
load and speed are calculated for each second.
1.0 The test cycle lasts for 1800 seconds.
0.55
0.03

CO HC NOX PM
Carbon Hydrocarbons Nitrogen Soot
monoxide oxides particles

9
 Engine mechanics

The cylinder block

The cylinder block of the 2.5l TDI engine is made from cast iron with flake graphite. In its basic geometric
dimensions it is based on the 2.5 l TDI engine with distributor-type injection. The transmission connection was
adapted to the new manual gearbox in the Crafter.

S371_128

The crankshaft drive

Crankshaft
Due to the high compression pressures and temperatures, the components of the crankshaft drive system have been
altered in many areas compared with the previous engine with distributor-type pump.
The steel crankshaft is die cast and is mounted in six positions. The diameter of the conrod journals has been made
larger by 3mm. The load capability of the crankshaft against torsional forces has thereby been improved.

S371_004

10
 Piston
Piston crown The pistons are manufactured from an aluminium
recess alloy by gravity die casting. Due to the 25° angled
fuel injectors, the piston crown recess is positioned
Piston asymmetrically in the piston.

The pistons of the engines with performances from

100kW and 120kW have a ring-shaped cooling
channel. Oil is sprayed via the oil injectors in the
Conrod small cooling channel to improve cooling of the piston
Ring shaped end crown.
cooling channel

Conrod
Connecting rod
The small conrod end has a trapezoidal shape.
Thanks to this trapezoidal shape, the combustion
pressures are distributed over a large surface area
and the conrod and also gudgeon pin are placed
under less strain.
S371_220

The cylinder head

The cylinder head has been revised in some areas
compared with the previous engine with
distributor-type injection pump. The flow distribution
of the coolant has been optimised. The inlet ports
have been revised, resulting in improved swirl and
flow of the incoming air. The position of the holes for
the glow plugs has been adapted to the geometry of
the new ceramic glow plugs.

S371_257

11
 Engine mechanics

Cylinder head gasket

Background support
A newly designed cylinder head gasket reduces the
distortion of the cylinder head and the cylinder holes.
In this way, sealing of the combustion chambers has
been improved.
The cylinder head gasket has a 5-layer structure and
features two special characteristics:

● Height-profiled combustion chamber stopper S371_252

Background
Combustion chamber stopper
● “Background support” support

Schematic diagram of cylinder head gasket cross section

Background support

Carrier plate

S371_314

Profile plates Stopper

S371_279

Height-sectioned combustion chamber stopper

Tightening forces
Combustion chamber stopper refers to the sealing
edge on the cylinder head bore. It has a
height-profiled design. This means that the edge
profile along the combustion chamber has different
heights.
Thanks to this special forming, an equal distribution of
the tightening forces is achieved on the combustion
chambers. Distortions at the cylinder bores and any Combustion
occurring vibrations in the sealing gaps are thereby chamber
reduced.

S371_350

12
 “Background support”
Background support Background support refers to the profile in the area of
both outer cylinders of the cylinder head gasket.
The background support results in an equal
distribution of the tightening forces in these areas.
In this way, bending of the cylinder head and
distortion of the outer cylinders is reduced.

S371_342

Distribution of tightening forces without background Distribution of tightening forces with background support
support
Tightening forces Tightening forces

Cylinder head

S371_352
High edge pressure leads to bending of S371_354
Edge pressure supported by sturdy
cylinder head
structure of cylinder head gasket

The outer cylinder head bolts generate higher With the background support, the greater edge
tightening forces due to the smaller contact surface of pressure of the cylinder head gasket is brought under
the cylinder head. This leads to greater pressure of control so the cylinder head is bent less. Thanks to this
the cylinder head gasket and thereby bending of the improvement, the tightening force distribution at the
cylinder head. This bending subsequently causes outer combustion chamber stoppers has been
distortion at the outer cylinder holes. optimised. In addition, overall movement of the
cylinder head during engine operation has been
reduced.

13
 Engine mechanics

The toothed belt drive

Driven via the toothed belt are the camshaft, the coolant pump and the high pressure pump for the common rail
injection system.

Stabiliser

Drive sprocket for

Drive sprocket
high pressure pump
for camshaft

Coolant pump

Toothed belt
tensioner

Crankshaft

S371_078

Toothed belt
Compared with the previous engine with distributor-type injection pump, the resistance to wear of the toothed belt
has been markedly improved. The 26mm broad toothed belt features a polyamide material backing, which reduces
wear of the toothed belt edges. The tooth material is also polyamide with an added polytetrafluoroethylene (Teflon)
wear guard.

Backing material
Basic material polyamide
rubber

Tensioning cords
glass fibre

Tooth material
polyamide and Teflon S371_184

14
Ancillary equipment drive
The ancillary equipment is driven by the crankshaft via a poly V-belt.
The poly V-belt is held under constant pretension by means of a hydraulic tensioning system and is maintenance-
free. In the belt drive system, the radiator fan, the steering assistance pump and the alternator are driven via the
poly V-belt. There is also an option for an air conditioning compressor or second alternator to be integrated in this
belt drive system.

Belt drive

Radiator fan

Steering pump

Alternator

Hydraulic
tensioning element
Poly V-belt

Crankshaft

S371_062

Belt drive with air conditioner compressor Belt drive with 2nd alternator

Air conditioner 2nd alternator

compressor
S371_064 S371_066

15
 Engine mechanics

Additional ancillary equipment

As an option, drive of the ancillary equipment can also be extended by a further ancillary drive unit. If required,
a refrigerant compressor for a body with cooling system or a hydraulic pump can be driven by the belt pulley of
the vibration damper via an additional poly V-belt.

Belt drive with ancillary drive for Belt drive with ancillary drive for
refrigerant compressor hydraulic pump

Belt pulley
Poly V-belt

Refrigerant Hydraulic pump

S371_068 compressor S371_070

Belt drive with air conditioner compressor and ancillary Belt drive with air conditioner compressor and ancillary
drive for refrigerant compressor drive for hydraulic pump

Air conditioner
compressor
Air conditioner
Refrigerant compressor
S371_072 compressor Hydraulic pump S371_074

16
The oil circuit
Oil pressure is generated as on the previous engine by a self-priming crescent pump. It is bolted to the front of the
cylinder block and is driven directly by the crankshaft. The pressure relief valve prevents components from
becoming damaged as a result of excessive oil pressure. In the event of a blocked oil filter, the by-pass valve opens
and thereby safeguards oil supply to the engine. The oil pressure retension valve assures lubrication of the valve
drive.

13

12

14

15

15

11

7
10

15

3 4
5

1
2
S371_324
Key
1 - Oil sump 9 - Oil pressure switch F1
2 - Oil level and oil temperature sender G266 10 - Crankshaft
3 - Oil pump 11 - Spray jets for piston cooling
4 - Oil pressure relief valve 12 - Camshaft
5 - Oil cooler 13 - Vacuum pump
6 - By-pass valve 14 - Turbocharger
7 - Oil filter 15 - Oil return
8 - Oil pressure retension valve

17
 Engine mechanics

The crankcase breather

Cleaned air to
intake port

Cyclonic oil separator

Cyclone

Oil

Blow-by gases
Calming chamber
Cylinder head cover

S371_005

On internal combustion engines, pressure differences On the cylinder head cover there is a cyclonic oil
between the combustion chamber and crankcase separator. It separates the oil contained in the gases
cause air to flow between the piston rings and the from the air. The oil is fed back to the oil sump via
cylinder path, otherwise known as blow-by gases. a channel in the crankcase.
To avoid placing undue strain on the environment,
these oil-rich gases are recirculated back to the
intake area via the crankcase breather.

18
Coarse separation
The blow-by gases make their way from the crankshaft and camshaft area into a calming chamber. This is
integrated in the cylinder head cover. In the calming chamber, larger droplets of oil are separated onto the walls
and then collect on the floor. The oil can then drop into the cylinder head via the openings of the calming chamber.

Fine separation
Fine separation is carried out via a cyclonic oil When the engine is stationary, a reed valve opens
separator, which consists of three cyclones. Due to that is closed when the engine is running by higher
the shape of the cyclones, the air is caused to rotate. pressure in the cylinder head.
The centrifugal force that is caused as a result forces The oil makes its way from the collection chamber
the atomised oil against the separator wall. The oil back to the oil sump via the cylinder head.
droplets are separated on the housing wall of the
cyclonic oil separator and are collected in a
collection chamber.

Cyclonic oil separator during engine operation Cyclonic oil separator when engine is stationary

Cleaned air to
intake port

Cyclone

Oil

Collection chamber

S371_272 S371_274

Blow-by gases Reed valve closed Reed valve open

19
 Engine mechanics

Pressure control valve

The pressure control valve can be found in the cover On induction of blow-by gases, the pressure control
of the cyclonic oil separator. It comprises of a valve restricts vacuum in the crankcase.
diaphragm and a spring and controls the pressure for If vacuum pressure is too great in the crankcase, the
ventilation of the crankcase. engine gaskets and seals could become damaged.

Pressure control valve open Pressure control valv closed

Diaphragm Diaphragm
Spring Spring

To intake port

S371_281
S371_283

If vacuum pressure is low in the intake port If vacuum pressure is great in the intake port
the valve opens by spring pressure. the pressure control valve closes.

20
The coolant circuit
In the coolant circuit the coolant is circulated by a mechanical coolant pump. It is driven by the toothed belt.
The circuit is controlled by an expansion thermostat. An electric pump, the pump for coolant run-on, serves to
circulate the coolant for the enhanced features of residual heat utilisation and coolant run-on.

9
8

6
5

10

11
2
3
4

S371_322

Key
1 - Radiator for engine coolant circuit 7 - Coolant circulation pump V50
2 - Coolant regulator/thermostat 8 - Heat exchanger for heater
3 - Coolant pump 9 - Expansion tank
4 - Oil cooler 10 - Vacuum valve for coolant run-on
5 - Exhaust gas recirculation cooler 11 - Coolant circuit valve N214
6 - Coolant temperature sender G62

21
 Engine mechanics

Functions of coolant circuit

To warm up the engine quickly the thermostat [2] is
closed and thereby seals return from the radiator [1].
At a coolant temperature from approx. 87°C the
thermostat opens the large coolant circuit via the
radiator. The coolant temperature is transmitted by 6
the coolant temperature sender G62 [6] to the engine
control unit.

S371_356

Enhanced features of coolant circuit

In addition to cooling the engine and the provision of heat for the vehicle heater, the cooling circuit has additional
functions.

Residual heat utilisation

Residual heat utilisation makes it possible for the

desired temperature in the passenger compartment
to be maintained even when the engine is switched
7
off. This is possible providing the coolant temperature
is sufficiently high enough.

Function

For the residual heat function, the coolant circulation

pump V50 [7] is actuated by the engine control unit
in order to maintain the volumetric flow in the coolant
circuit. If there is no longer enough residual heat, the
air conditioning control unit switches the residual heat
function off.

S371_358

22
Coolant run-on

The coolant run-on is a protective system for the

engine. It prevents vapour locks forming in areas of
7
the cylinder head when the engine is switched off. The
function becomes active if the coolant temperature is
more than 105°C after the engine has been switched
off and the vehicle was driven in the previous driving
cycle with a respectively high load.

10

11
Function
1

For the function of the coolant run-on, the coolant

circulation pump V50 [7] and the coolant circuit valve
S371_360 N214 [11] are actuated by the engine control unit. The
coolant circuit valve N214 opens the coolant run-on
vacuum valve [10]. In this way, cold water from the
radiator [1] is added to the circuit. The cylinder head
is thus cooled equally and quickly and vapour lock is
avoided.

23
 Engine mechanics

Coolant run-on vacuum valve

The coolant run-on vacuum valve is a mechanical-
pneumatic valve. It is switched to the OPEN and
CLOSED position by the coolant circuit valve N214
by vacuum pressure.

When unenergised, the vacuum valve is open.

When the engine is running, it is closed by the engine
control unit via the coolant circuit valve N214.
To utilise the residual heat function when the engine is
switched off, the vacuum valve is held closed by a
non-return valve in the vacuum system.

S371_042

S371_196

A defective vacuum valve or a defect in the associated vacuum system can lead to poor heater output
and higher emissions of harmful substances during the starting and warm-up phase, particularly in
winter. Because in this case cold water is still added to the heating circuit, despite the thermostat being
closed, the engine has an insufficient warm-up phase.
Furthermore, a poor residual heat output can be an indication of a defect in the vacuum valve or the
associated vacuum system.

24
Coolant circulation pump V50
The coolant circulation pump is an electrically driven
pump that, when required, is actuated via the coolant
run-on relay J151 by the engine control unit or the air
conditioning control unit.

It fulfils the following roles:

● To support passenger compartment heating, the

coolant circulation pump provides sufficient
circulation of the coolant in the heating circuit.

S371_026
● For the residual heat utilisation and coolant run-on
functions, the pump assures recirculation of the
coolant in the cooling circuit.

Coolant circuit valve N214

The coolant circuit valve is an electro-pneumatic valve
and can be found in the engine compartment above
the right-hand vehicle side member.
It switches the vacuum to actuate the vacuum valve
for coolant run-on.

Effects of failure

In the event of failure of the coolant circuit valve, the

vacuum valve for coolant run-on cannot be closed
after the engine has been started. This can lead to
poor heater output during the start and warm-up
S371_304 phase and an increase in harmful emissions. Since in
this case cold water is still added to the heater circuit
despite the thermostat being closed, the engine has
an insufficient warm-up phase.

25
 Engine mechanics

The fuel system

Fuel supply pump G [2]

Continually delivers fuel to supply system.

5
Fuel filter heater Z57 [4]
Protects the filter from crystallising paraffins
6
at low ambient temperatures.

Fuel temperature sender G81 [6]

8
Measutres the current fuel temperature.

Mechanical gear-type pump [7] 9

Delivers fuel from supply system to the high
pressure pump.

High pressure pump [8] 17

Generates high fuel pressure necessary for 4 16

injection.

1
Fuel metering valve N290 [9]
Regulates the amount of fuel to be compressed
based on requirement. 3

Fuel pressure control valve N276 [10]

Regulates the fuel pressure in the high pressure Key
range.
1 - Fuel tank
2 - Electric fuel pump G6
3 - Fuel filter
High pressure accumulator (rail) [11] 4 - Fuel filter heater Z 57
5 - Fuel accumulator
Stores the fuel for all cylinders under high pressure
6 - Fuel temperature sender G81
as required for injection. 7 - Mechanical gear-type pump
8 - High pressure pump
9 - Fuel metering valve N290

26
 Fuel pressure sender G247 [12]
Measures the current fuel pressure in the
high pressure range

10 15 12
Pressure retension valve [14]
11 Maintains the return pressure from the injectors
15 at approx. 10bar. This pressure is required for
the injectors to function.

Restrictors [15]
14 Dampen pressure waves in the high pressure system
that are caused during the injection sequence by
opening and closing of the nozzles.
13

Overflow [16]
S371_116 Thanks to the overflow from the fuel supply to the fuel
return, the fuel pressure is regulated before the filter.
When the delivery volume is high from the fuel supply
Colour coding/key pump G6, the fuel can flow back in the tank via the
High pressure 230 – 1600bar overflow.
Return pressure from injectors 10bar
Supply pressure / return pressure
Non-return valve [17]
Prevents fuel from entering the fuel system from the
fuel supply pump G6 via the return, for example if the
fuel filter is blocked.

10 - Fuel pressure control valve N276

11 - High pressure accumulator (rail)
12 - Fuel pressure sender G247
13 - Injectors N30, N31, N32, N33, N83
14 - Pressure retension valve
15 - Restrictors
16 - Overflow
17 - Non-return valve

27
 Engine mechanics

Fuel filter
The fuel filter protects the injection system from Aluminium Electrical
contamination and wear from particles and water. plates connection
Integrated in the fuel filter is an electric heater.
This heats up the fuel in the filter at low ambient
temperatures. In this way, action is taken to prevent Bi-metal
crystallising paraffins building up in the fuel filter
at low ambient temperatures.

S371_326

Fuel filter heater Z51

The fuel filter heater Z51 comprises of two aluminium plates and a bi-metal contact switch.

At warm temperatures, the bi-metal contact switch is At a temperature of approx. +3°C to +8°C the bi-
in a state of rest. The electric contact is open. In this metal contact closes. The fuel filter heater is energised
way, no current flows to activate the fuel filter heater. and the fuel is heated up by the aluminium plates in
the fuel filter.

Heater off Heater on

Contact open Contact closed

Bi-metal Bi-metal
Fuel

31 31
15 15

Electrical
connection

S371_292 S371_290
Filter element Unenergised Energised
aluminium plates aluminium plates

28
Fuel accumulator

The fuel accumulator is located on the engine above

the exhaust manifold. It assures that the fuel
pressure before the gear-type pump is near enough
the same in all operating conditions.
The constant pressure level means that a good
starting and idling response is achieved.

Function

The fuel delivered by the fuel supply pump G6 is

fed to the fuel accumulator. From there is makes its
way to the gear-type pump.
To balance out pressure deviations, the excess fuel in
the fuel accumulator is fed back into the fuel return
system.

S371_024 The fuel return from the high pressure pump and
the high pressure accumulator (rail) is fed in the fuel
Supply supply to the fuel accumulator. In the fuel
to rail
4 accumulator, the warm fuel from the high pressure
pump and the rail mixes with the cold fuel from the
Return fuel supply. This results in the fuel heating up quickly
from rail in cold weather conditions and thereby for a good
6 warm-up response of the engine.
5 Return from
injectors

3 1
Return to fuel tank
2 S371_316

Key

1 - Fuel tank
2 - Fuel supply pump G6
3 - Fuel filter
4 - Fuel accumulator
5 - Mechanical gear-type pump
6 - High pressure pump S371_172 Return from high pressure
Supply to high pump and rail + supply
pressure pump from fuel filter

29
 Engine mechanics

The common rail injection system

All 2.5 l TDI engines in the Crafter are equipped with Pressure generation and fuel injection are separated
a common rail injection system. from each other on this injection system.
This is a high pressure accumulator injection system A separate high pressure pump generates the
for diesel engines. The term “common rail” means that high pressure necessary for injection. It is stored
the high fuel pressure accumulator or rail is common or accumulated in a high pressure accumulator (rail)
for all the injectors of one cylinder bank. and makes its way via short injector lines to the
injectors. The injection system is regulated by the
Bosch EDC 16 C engine management system.

Fuel pressure
control valve N276

Fuel pressure
High pressure pump sender G247

Injectors
N30, N31, N32, N33, N83

S371_118
Fuel metering valve N290

The properties of this injection system are: The common rail injection system offers many means
of configuration to adapt the injection pressure and
● The injection pressure is able to be selected the injection sequence to the operating status of the
practically without restriction and can be adapted engine.
to the relevant operating status of the engine.
● A high injection pressure of up to maximum In this way, it is well setup to meet the rising demands
1600bar allows good mixture formation. on an injection system for low fuel consumption, low
● A flexible injection pattern with several pilot and harmful emissions and smooth engine running.
post injections
● Low fuel consumption
● Low harmful emissions
● Smooth engine running

The principle of operation of the common rail injection system with piezo injectors is described in self-
study programme SSP 351 “The common rail injection system of the V6 TDI engine”.

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