Sistemul SIMOS 3.4 Motor ALZ

Service Training
6.09
Edition 09.2000
Motor Management SIMOS 3.2 3.3 3.4 3.5

Trainer information (GB)
Service Training
Trainerinformation, Motormanagement SIMOS 3.2 / 3.3 / 3.4 / 3.5 (D)
Contents
Chapter Subject
1
1.1
2.0
2.1.1
2.1.2
2.1.3
2.1.4
2.1.5
2.1.6
2.1.7
2.1.8
2.1.9
2.2.1
2.2.2
2.2.3
2.2.4
2.2.5
2.2.6
2.2.7
2.2.8
2.2.9
K-VK-36/m/TI_6_09_(GB).doc
Page
Contents
Contents
Introduction
General information about the SIMOS motor control unit
Sensors, actuators and stored maps
Vehicle electrical system voltage
G28 engine speed sender
Crank angle
Road speed
AG4 gear and gear step
G79 accelerator position sender
G246 air-mass flow meter and G71 intake manifold pressure sender
Sender for coolant temperature
G42 intake air temperature sender
Motor oil temperature
Exhaust gas temperature and water vapor dew point
Catalytic converter temperature
Lambda sensors
G61 and G66 knock sensors
Air conditioner compressor load signal (auxiliary signal)
High pressure sender characteristic curve
Alternator load signal
Brake vacuum sensor
F88 power steering pressure switch
2/36
2
3
4
4-5
6
6
6
6
7
7
8
8
9
9
10
10
11
11
12
12
13
14
14
14
10.09 2000
Service Training
2.3.1
2.3.2
2.3.3
2.3.4
2.3.5
2.3.6
2.3.7
3.1
3.2
4.1
5.1
5.1.1
5.1.2
5.1.3
6.1
6.1.1
6.1.2
6.1.3
7.1
7.1.1
7.1.2
7.1.3
8.1
8.1.1
8.1.2
8.1.3
Crash sensors
F63 and F85 brake pedal switch
F 36 clutch pedal switch
Fuel reserve signal
Electronic accelerator (EPC)
Cruise control system
Idling speed control
Engine control unit encoding
Explanation of abbreviations
Simos overview
Simos 3.2
Simos 3.2 system overview
Simos 3.2 function diagram
Function diagram legend
Simos 3.3
Simos 3.4
Simos 3.5
15
15
15
16
16
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
3/36
10.09 2000
Service Training
Various engine management systems are used in the Groups engines.

An example of these is the Simos engine management system developed by
Siemens.
This trainer information contains descriptions of Simos 3.2, 3.3, 3.4 and 3.5 systems.
Introduction
1.1
General information on the SIMOS 3.X combines the basic functions of injection, ignition and engine throttle
SIMOS motor control unit valve actuation (EPC) via the accelerator pedal sender in one engine control unit.
In addition it carries out numerous sub-functions and auxiliary functions.
The sensors and actuators undergo constant monitoring by the
On Board Diagnosis system (OBD). The OBD also allows self-diagnosis via the
engine control unit.
The results can be exported via the diagnosis interface (K-line) using the VAG 1551,
VAS 5051 diagnosis devices.
4/36
10.09 2000
Service Training
Additional tasks are requested by other control units. These tasks are transmitted
via defined interfaces.
These tasks include, on the one hand, assistance with the vehicle functions traction
control, engine braking control and the electronic stability programme (ESP). On the
other hand it assists with reducing the moment with the power shift in automatic
gearboxes, and also with determining the fuel consumption for the instrument
cluster display.
The engine control unit transmits measured values via the CAN databus to the other
control systems for further processing and it receives values for its own use.
Setting parameters and teach-in values (adapted values) are saved in an
E-EPROM. Modifiable values can be overwritten.
The data is saved in the run-on phase after key OFF (terminal 15 off)
The E-EPROM also retains the values after terminal 30 (battery) is disconnected.
5/36
10.09 2000
Service Training
2.0
Sensors, actuators and

stored maps
The SIMOS 3.X engine control unit gathers the operating values and operating
conditions it needs using sensors and receives measured values via interfaces from
other control units.
The sensors, actuators and auxiliary signals are described in the following.
2.1.1
Vehicle electrical system

voltage
The engine control unit needs 6.5v from the vehicle electrical system; however, this
can result in slight restrictions to its function.
Unrestricted start is possible from 10.7v.
2.1.2
G28 engine speed sender
The engine speed is read from the engine speed sensor (inductive sender) and
each segment is updated. A segment comprises a crank angle of
720 degrees divided by the number of cylinders.
If the sender does not function, the engine speed is found using the G40 Hall sender
on the camshaft.
The engine speed explosion is 1 rpm, the value range is from
0 to 8,160 rpm.
The smallest recordable engine speed is around 30 rpm.
2.1.3
Crank angle
The crank angle is calculated from the 60-2 tooth signal from the G28 engine speed
sender and the G40 Hall sender on the camshaft.
The value range for the crank angle is over 720 degrees (two engine revolutions)
This makes individual control for each cylinder possible.
6/36
10.09 2000
Service Training
2.1.4
Road speed
Two speed signals from three possible sources are used.

The possible sources are:
ABS/ESP control unit with CAN databus; without CAN the signal is not evaluated
(Passat model year 2001 only)
road speed signal on Simos 3.3 with ABS via CAN databus
road speed signal on Simos 3.2, 3.4, 3.5 with ABS/ESP via CAN databus.
Speedometer sender (G22 Hall sender on gear box)
The explosion and update rate and the quality are variable here.
Therefore, the signal with the best available quality is always selected. First the
ABS signal and then the speedometer sender. If there is a failure or implausible
signals, a substitute value of 5km/h is selected.
2.1.5
AG4 gear and gear step
With manual gearboxes, the gear is determined by the ratio of engine speed to road
speed.
With automatic vehicles, the gear is supplied by the AG4 control unit via the CAN
databus.
7/36
10.09 2000
Service Training
2.1.6
G79 accelerator position The accelerator position sender consists of two potentiometers, which are situated in
its housing.
sender
For safety reasons there are two channels, allowing emergency operation with one
channel should one of them fail (redundant operation)
The accelerator position sender is also used for EPC.
The voltage from both channels determines the driver input for charging and the kickdown signal for the automatic gearbox.
2.1.7
G246 air-mass flow

meter and G71 intake
manifold pressure
sender
SIMOS 3.X variants with an intake manifold pressure sensor and with an air-mass flow
meter are used.
In principle, a variant with both sensors could be possible, but this has not been
realised for cost reasons. Both sensors would give better altitude recognition.
The intake manifold pressure sender is less expensive, but has the disadvantage of
only allowing measurement of the pressure of the air in the intake manifold and not of
the air mass inflow.
The second crucial value, the temperature of the air after flowing through the intake
manifold and the intake valve must be calculated/modelled.
The air-mass flow meter has the disadvantage that the flow in the intake duct of the
combustion engine at medium engine speed and high load invalidates the signal to
such a degree that it is also necessary to fall back on modelling the signal.
The signals are recorded in 1 ms intervals
8/36
10.09 2000
Service Training
2.1.8
Sender for coolant

temperature
See SSP 222
For recording the coolant temperature there are two coolant NTCs (NTC= negative
temperature coefficient), one on the engine output G62 and one in the coolant return
line G83.
The sensor on the engine output is standard for all engine control units.
The sensor in the coolant return line (only for Simos 3.3, except on the New Beetle)
is only available on systems with coolant temperature regulation. This keeps the
engine, depending on its load state, in a temperature range of
85 to 110.
2.1.9
G42 intake air temperature The intake air temperature sender NTC is integrated in the housing of the air-mass
flow meter.
sender
The output voltage of the sender is linearised with an algorithm in the engine control
unit and converted to temperature value.
The temperature value is needed as a parameter in several functions.
Examples are the intake manifold pressure model and calculating the ignition
advance angle.
9/36
10.09 2000
Service Training
2.2.1
Motor oil temperature
The motor oil temperature model was developed as a substitute for the oil
temperature sender. The oil temperature is calculated in a map. The following
values are input into the map: ambient temperature, water temperature, load,
engine speed, road speed, and the way the engine is heating up.
The oil temperature is also used for the EOBD. In this diagnosis function, the oil
temperature is used to evaluate the complete evaporation of fuel residue from the
motor oil.
2.2.2
Exhaust gas temperature

and water vapour dew
point
The exhaust gas temperature is needed as a parameter in the engine control

system.
An example of this is the control of the heat output of the lambda sensor heating
circuit.
This control function is intended to keep the sensor temperatures at a required
value. A further aspect is detecting when the water vapour dew point is exceeded
when the engine is cold. This is stored in a model.
The lambda sensor may only be heated fully when the dew point temperature has
been exceeded. Otherwise, the sensor is rendered unusable by a so-called water
shock (ceramic crack).
10/36
10.09 2000
Service Training
2.2.3
Catalytic converter
temperature
Amongst other things, the temperature of the catalytic converter is required as an

activation criterion for checking its efficiency (EOBD) and that of the lambda control
value with the lambda sensor behind the catalytic converter.
As the start value for the catalytic converter temperature is not known, the water
vapour dew model assumes a cold catalytic converter for every start. The
temperature is initialised.
The model parameters are the air mass, the engine speed and the coolant
temperature at the start.
2.2.4
Lambda sensors
SIMOS 3.X variants with a linear lambda sensor and a binary lambda sensor are
used. The binary sensors have been the standard for many years and are cheaper
and more robust for this reason.
The properties of the binary lambda sensor only allow it to distinguish between
deficiency of air (rich mixture) or excess air (poor mixture) in combustion. The
information about the mixture is therefore digital.
Control is only possible when lambda set point = 1.
The linear lambda sensor (currently Bosch LSU 4.2) on the other hand allows a
lambda-proportional output signal, making possible complete, constant control with
faster adjustment.
The lambda set point can be set over a wide range, so that operation with lambda
not equal to 1 can be carried out.
11/36
10.09 2000
Service Training
2.2.5
G61 and G66 knock

sensors
A knock sensor is a piezo-resistive sender attached to the engine block to pick up

any impact sound caused by knocking combustion.
Knocking combustion triggers high-energy pressure waves, which can be received
acoustically at lower engine speeds (ringing) and can ruin engine components at
higher engine speeds.
The tendency to knock is governed essentially by the geometric compression ratio
and the anti-knock quality of the fuel used.
The number of knock sensors is dependent on characteristics such as number of
cylinders and detection ability at the sensor position.
The SIMOS3 engine control unit can process up to two knock sensor signals.
2.2.6
Air conditioner
compressor load signal
(auxiliary signal)
The air conditioning compressor load signal is a pressure sensor with a PWM
(Pulse wide modulation) interface.
The sensor determines the system pressure in the high pressure part of the air
conditioning system.
The pulse duty factor (pulse interval ratio) is linearly proportional to the measured
pressure. With the manual air conditioning system the engine control unit evaluates
the PWM voltage With the CLIMATRONIC, CAN carries out the evaluation via the
Climatronic control unit.
The signal makes possible an approximate compensation of the torque, which the
air conditioning compressor loses via the belt drive from the engine torque; with the
aid of an air mass pre-control preventing an interruption of the idling engine.
This pre-control improves considerably the change to idling state and the idling
stability when the compressor is switched on.
Only for Simos 3.3
12/36
10.09 2000
Service Training
High pressure sender characteristic curve
13/36
10.09 2000
Service Training
2.2.7
Alternator load signal
The alternator load signal is a PWM signal that is output by the alternator at the DF
(dynamo field) terminal.
Similar to an air conditioning load signal an air mass pre-control is calculated and
run.
2.2.8
Brake vacuum sensor

-
Automatic gearboxes
only:
Not in T4
Not in Simos 3.3
In some vehicle variants the vacuum to drive the brake pressure amplifier is created
additionally by a vacuum pump. The pump is activated when needed depending on
whether there is low pressure in the brake pressure amplifier.
Depending on the configuration, either a pressure sensor is used, which records the
low pressure in the brake pressure amplifier or a calculation model from the engine
control unit calculates the low pressure.
The Simos 3.3 does not have a pressure sensor; it has a manifold intake pressure
stored in the engine control unit.
See Trainer information 8.03
2.2.9
F88 power steering

pressure switch
In some vehicle variants, a pressure switch is built into the high pressure side of the
servo pump.
The switch becomes active when pressure reaches a point specified during
construction (current c. 40 bar),making it possible to run an air mass pre-control.
It is intended to reduce the effect of a sudden increase in pressure in the pump on the
idling status and prevent the engine from stalling.
Particularly with the steering stop, the pressure rises very quickly to the limit pressure
of the pump (90110 bar) so that without the appropriate air mass pre-control, the
engine tends to stall when the vehicle is being manoeuvred.
14/36
10.09 2000
Service Training
2.3.1
Crash sensors
-
Not in T4
Installed in Simos 3.3
(CAN) except Audi A3
(PWM)
(VW with CAN, Audi
PWM)
With the crash signal the airbag control unit requires the fuel pump and the ignition to
be switched off.
This is intended to prevent fuel escaping and igniting when the vehicle has crashed.
The signal is transmitted via a PWM interface or via a CAN databus from the airbag
control unit.
The crash signal request is held in the fault memory of the engine control unit.
2.3.2
F63 and F85 brake pedal

switch
The two brake pedal switches record that the driver is using the brake pedal.
If this is the case the speed control becomes inactive and the driver has control over
the speed again.
Because this is a safety-related function, a double switch is installed which occupies
two digital inputs on the SIMOS3 engine control unit.
The circuit logic is selected so that opposite voltages are created alternately.
This allows mutual plausibility checking for the purposes of diagnosis.
In addition, the switch can also detect if the driver is pumping the pedal.
Detecting this pumping on the brake pedal deactivates the lambda control monitor to
prevent misdiagnoses, such as an overly rich mixture.
2.3.3
F 36 clutch pedal switch
The clutch switch records that the driver is using the clutch pedal.
If this is the case the speed control becomes inactive and the driver has control over
the speed again.
In addition, after the clutch switch is activated, the transition to the engine operation
status switch off feed is accelerated.
15/36
10.09 2000
Service Training
2.3.4
Fuel reserve signal
The fuel reserve signal is made available by the dash panel instrument cluster. In
Simos 3.5 it is as a PWM signal , in Simos 3.2,3.3,3.4 via CAN databus.
The engine control unit uses this signal to detect when the fuel tank is about to
become empty.
If the fuel reserve signal is detected, the EOBD functions associated with the
mixture preparation are inhibited.
This is intended to prevent incorrect entries if the tank becomes empty.
2.3.5
Electronic accelerator
(EPC)
The SIMOS 3 engine control unit realises a concept where the throttle valve is
operated electronically.
The drivers use of the accelerator is recorded using the sensors integrated in the
accelerator sender and converted to a angle for the throttle valve.
See SSP210
2.3.6
Cruise control system
As the throttle valve is controlled electrically, no separate actuator is needed for the
cruise control system. Only a switch is necessary to operate it. The cruise control
system is governed by the SIMOS 3 engine control unit.
16/36
10.09 2000
Service Training
2.3.7
Idling speed control
To ensure a stable idling speed, SIMOS 3 has an idling speed control.

An integral part of the idling speed control is the idling stabilisation via the ignition
advance angle and the air mass pre-control.
The nominal idling engine speed is dependent on the following values.
Coolant temperature
Vehicle electrical system voltage
Activation of the air conditioning system.
Drive position recognition (only AG)
Errors in the EPC
Pressure switch for power steering
17/36
10.09 2000
Service Training
3.1
The five-digit variant code is used to adapt the engine control unit to the
individual versions of the vehicles.
Engine control unit

encoding
This coding is transmitted serially via the K-line.

As a rule this happens at the end-of-line, using the end-of-line computer, but it
can also be done by the VAG tester or the VAS system.
An uncoded control unit (coding 00000) does not permit operation.
The input is checked in the engine control unit and is only accepted if the
character string is enabled in the data set.
The following table is an overview of the possible coding variants.
1
Vehicule
0
no coding
2
Audi only,
0 for VW
Exhaust gas
0
1
no coding
ECE1504
Equipment
0
1
no coding
Syncro
Climatronic
only Simos 3.3
Syncro
+
Climatronic
4
5
6
7
EU2
EU3
EU4
D3
D4
18/36
CAN bus
assignment
0 no coding
1 ABS/ESP
2
Airbag
ABS + Airbag
4
5
6
7
ACC
ACC+ ABS
ACC+ Airbag
ACC+ABS+Air
bag
Gear box
0
1
no coding
Manual
gearbox
Automatic
10.09 2000
Service Training
3.2
Explanation of
abbreviations
ACC
= Air Conditioning Compressor
ECE 1504 = old EU exhaust gas regulations
There are other identifiers in the data set apart from the variant code.
Amongst these the following are defined:
Number of knock sensors installed
Actuator test procedure (any components not installed may not be triggered)
Test protocol
Activation of the malfunction indicator lamp
Operation with or without voltage supply relays.
Unlike the variant codes, the data set identifiers cannot be modified with the VAG
testers.
They are defined by the developer when the control unit is programmed.
19/36
10.09 2000
Service Training
Simos overview
1a Lambda sensor primary
catalytic converter
1b Lambda sensor secondary
catalytic converter
2 Temperature sensors
Cooling water
3 Twin spark ignition coil
4 Spark plug
5 Injector
6 Knock sensor
7 Camshaft engine speed sender
8 EPC
9 Air mass flow meter with NTC
10 Fuel pressure regulator
11 Distributor
12 ACF valve
13 Engine control unit
14 ACF canister
15 Fuel filter
16 Fuel pump
17 Camshaft sensor
18 EGR valve
19 Accelerator position sender
20 EPC fault warning lamp
21 Exhaust gas warning lamp
20/36
10.09 2000
Service Training
5.1
Simos 3.2
Binary primary catalytic converter sensor (flaw

sensor)
Binary secondary catalytic converter sensor
(flaw sensor)
Pneumatic secondary air pump valve, opened by
the secondary air pump (no longer triggered by
vacuum; electrical change-over valve no longer
needed)
AG4 with electrical vacuum pump (brake
amplifier pump); the pump is triggered if
pressure is too low.
With manual gearboxes, this is done via the
suction jet pump.
Also see trainer information 8.03
Static high-voltage distribution twin ignition coils
2 Knock sensors
No map-based cooling
No EAGR
No power steering pressure switch
No air conditioning pressure sensor
Fitted in Passat GP
Code AZM
2.0l 85kW
Exhaust emission
standard EU4
21/36
10.09 2000
Service Training
5.1.1
Simos 3.2
System overview
22/36
10.09 2000
Service Training
5.1.2
Simos 3.2
Function diagram
23/36
10.09 2000
Service Training
5.1.3
Simos 3.2
G62 Sender for coolant temperature

G66 Knock sensor II
G70 Air-mass flow meter
1-6
Auxiliary signals
G79 Accelerator position sender
G130 Lambda sensor (secondary catalytic converter)
G185 Accelerator position sender 2
Colour coding/legend
G186 Throttle valve control (electronic)
green
= input signal
G187 Angle transmitter I for throttle valve operation
blue
= output signal
G188 Angle transmitter 2 for throttle valve operation
red
= battery plus
J17
Fuel pump relay
brown
= GND
J240 Relay for ignition switch-off
green/blue
= bi-directional
J361 Simos control unit
orange
= CAN databus
J299 Secondary air pump relay
J338 Throttle valve control unit
Components
K83 Exhaust gas warning lamp
N30...33
Injector
A
battery
N79 Heat resistance (crankcase breather)
D
Starter switch
N80 Solenoid valve for activated charcoal canister system
E45 CCS switch
N152 Ignition transformer
F36 Clutch pedal switch
N156 Valve for intake manifold change over switch register
F63 Brake pedal switch
P
Spark plug socket
F85 Brake pedal switch for engine shut-off
Q
Spark plugs
G6
Fuel pump
S
Fuse
G28 Engine speed sender
Fuse holder
G39 Lambda sensor (primary catalytic converter) ST
V101 Secondary air pump motor
G40 Hall sender:
Z19 Lambda sensor heater (primary catalytic converter)
G42 Sender for intake air temperature
Z29 Lambda sensor heater (secondary catalytic converter)
G61 Knock sensor I
Legend
24/36
10.09 2000
Service Training
6.1
Simos 3.3
1.6l 75kW 2V RSH
Exhaust emission
standard EU4
Fitted in Golf and Bora with AG4

only (1.6l 77kw Magneti Marelli is
with manual gearbox)
Manual gearbox and AG4 in
Skoda, Audi A3
Code AVU
New Beetle
Code AYD
Linear lambda sensor primary catalytic converter

(constant control)
(flaw sensor)
Friction and weight-optimised engine (see
Trainer information on Passat 2.03)
Pneumatic secondary air pump valve , opened
by secondary air pump (no longer triggered by
vacuum, electrical change-over valve no longer
needed) Current Golf series still has the
electronic changeover valve
1 Knock sensor
pressure switch for power steering
EAGR
No map-based cooling in New Beetle due to lack
of space in engine compartment
See also SSP 222
25/36
10.09 2000
Service Training
6.1.1
Simos 3.3
System overview
* not installed on New Beetle

26/36
10.09 2000
Service Training
6.1.2
Simos 3.3
Function diagram
V192 not installed on

New Beetle
27/36
10.09 2000
Service Training
6.1.3
Simos 3.3
G70
G79
G83
G130
G185
G186
G187
G188
G212
G267
Legend
1-13
Auxiliary signals
green
= input signal
blue
= output signal
red
= battery plus
brown
= GND
green/blue
= bi-directional
orange
= CAN databus
Components
A
D
E45
F36
F45
battery
Starter switch
CCS switch
Clutch pedal switch
Thermoswitch for air conditioning system (not
Klimatronic)
F63 Brake pedal switch
F88 pressure switch for power steering
F269 Switch for temperature flap position
G6
Fuel pump
G28 Engine speed sender
G39 Lambda sensor (primary catalytic converter)
G40 Hall sender:
G61 Knock sensor I
28/36
Air-mass flow meter

Accelerator position sender
Sender for coolant temperature coolant output
Lambda sensor (secondary catalytic converter)
Accelerator position sender 2
Throttle valve control (electronic)
Angle transmitter 1 for throttle valve operation
Angle transmitter 2 for throttle valve operation
Potentiometer for exhaust gas recirculation
Potentiometer, rotary push-button temperature
selection
J17
Fuel pump relay
J363 Simos control unit power supply
K 83 Exhaust gas warning lamp
K132 Fault warning lamp for electronic accelerator
N18 Valve for exhaust gas recirculation
N30...33
Injector
N156 Valve for intake manifold change over switch register
ST
Fuse holder
V192 Vacuum pump (AG only)
10.09 2000
Service Training
7.1
Simos 3.4
1.6l 75kW 2V RSH
Exhaust emission
standard EU4
Binary primary catalytic converter sensor (flaw

sensor)
(flaw sensor)
Friction and weight-optimised engine (see
Trainer Information Passat 2.03)
Pneumatic secondary air pump valve, opened by
the secondary air pump (no longer triggered by
vacuum; electrical change-over valve no longer
needed)
1 Knock sensor
EAGR
No servo pressure switch
No air conditioning pressure switch
Fitted in Passat
Model year 2001
Code ALZ
29/36
10.09 2000
Service Training
7.1.1
Simos 3.4
System overview
30/36
10.09 2000
Service Training
7.1.2
Simos 3.4
Function diagram
31/36
10.09 2000
Service Training
7.1.3
Simos 3.4
Legend
1-13
Auxiliary signals
green
= input signal
blue
= output signal
red
= battery plus
brown
= GND
green/blue
= bi-directional
orange
= CAN data-bus
Components
A
D
F36
F63
G6
G28
G39
G40
G61
G62
G70
battery
Starter switch
Clutch pedal switch
Brake pedal switch
Fuel pump
Engine speed sender
Lambda sensor (primary catalytic converter)
Hall sender:
Knock sensor I
Sender for coolant temperature
Air-mass flow meter
32/36

G83 Sender for coolant temperature coolant output
J17
Fuel pump relay
J363 Simos control unit power supply
N30...33
Injector
N80 Solenoid valve for activated charcoal canister
system
N112 Secondary air inlet valve
N122 Output stage
N156 Valve for intake manifold change over switch
register
N157 Ignition transformer output stage
S
Fuse
ST
Fuse holder
Z19 Lambda sensor heater (primary catalytic
converter)
Z29 Lambda sensor heater (secondary catalytic
converter)
10.09 2000
Service Training
8.1
Simos 3.5
Linear lambda sensor primary catalytic converter

(constant control)
(flaw sensor)
Rotating high-voltage distribution with one output
2 Knock sensors
No EAGR
No air conditioning pressure sensor
No servo pressure switch
No map-based cooling
No service interval extension
No crash switch-off
Installed in T4
Code AVT
2.5l 85kW 5 cylinder

Exhaust emission
standard EU3
33/36
10.09 2000
Service Training
8.1.1
Simos 3.5
System overview
34/36
10.09 2000
Service Training
8.1.2
Simos 3.5
Function diagram
35/36
10.09 2000
Service Training
8.1.3
Simos 3.5
Legend
1-13
Auxiliary signals
green
= input signal
blue
= output signal
red
= battery plus
brown
= GND
green/blue
= bi-directional
orange
= CAN databus
Components
A
D
E45
F36
F63
G6
G28
G39
G40
battery
Starter switch
CCS switch
Clutch pedal switch
Brake pedal switch
Fuel pump
Engine speed sender
Lambda sensor (primary catalytic converter)
Hall sender:
36/36
G61 Knock sensor I

G66 Knock sensor II
G70 Air-mass flow meter
J17
Fuel pump relay
K132 Fault warning lamp for electronic accelerator
N30...33
+ N83 Injector
ST
Fuse holder
10.09 2000
Service Training
For internal use only.

Volkswagen AG, Service Training, K-VK-36, POB 1995
All rights reserved. Technical specifications subject to alterations.
Technical status 09/00

Sistemul SIMOS 3.4 Motor ALZ

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Sistemul SIMOS 3.4 Motor ALZ

Uploaded by

Copyright:

Available Formats

Service Training

Motor Management SIMOS 3.2 3.3 3.4 3.5

Various engine management systems are used in the Groups engines.

Sensors, actuators and

Vehicle electrical system

G28 engine speed sender

Two speed signals from three possible sources are used.

AG4 gear and gear step

G246 air-mass flow

Sender for coolant

Motor oil temperature

Exhaust gas temperature

The exhaust gas temperature is needed as a parameter in the engine control

Amongst other things, the temperature of the catalytic converter is required as an

G61 and G66 knock

A knock sensor is a piezo-resistive sender attached to the engine block to pick up

Only for Simos 3.3

High pressure sender characteristic curve

Alternator load signal

Brake vacuum sensor

F88 power steering

F63 and F85 brake pedal

F 36 clutch pedal switch

Fuel reserve signal

Cruise control system

Idling speed control

To ensure a stable idling speed, SIMOS 3 has an idling speed control.

Engine control unit

This coding is transmitted serially via the K-line.

Binary primary catalytic converter sensor (flaw

G62 Sender for coolant temperature

Fitted in Golf and Bora with AG4

Linear lambda sensor primary catalytic converter

* not installed on New Beetle

V192 not installed on

Air-mass flow meter

Binary primary catalytic converter sensor (flaw

G79 Accelerator position sender

Linear lambda sensor primary catalytic converter

2.5l 85kW 5 cylinder

G61 Knock sensor I

For internal use only.

You might also like