Service Training

6.14
Edition 05.02.2004

The 2.0 ltr./51 kW SDI engine

Trainer information (GB)

Service Training
Trainer information, 2.0 ltr./51 kW SDI engine, 06.14 (GB)

List of contents
Subject Page

1 Introduction 4
1.1 Development aims 4
1.2 Technical data 5
1.3 Performance and torque development curve of 2.0 ltr./51 kW SDI engine 6

2 Engine mechanics 7
2.1 "Lightweight crank drive" 7
2.1.1 Crankshaft 7
2.1.2 Pistons 8
2.1.3 Piston pin 8
2.1.4 Conrods 8
2.2 Camshaft 9
2.2.1 Valve seat ring 9
2.3 Intake manifold 10

3 Engine management 11
3.1 Crankshaft seal with integrated engine speed sender wheel 11
3.1.1 Engine speed sender 12
3.1.2 Sender wheel 12
3.2 Hall sender G40 (camshaft) 13
3.2.1 Camshaft sender wheel 13
3.2.2 Signal pattern during normal operation 14
3.2.3 Signal pattern during emergency operation 15

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Service Training
Trainer information, 2.0 ltr./51 kW SDI engine, 06.14 (GB)

List of contents
Subject Page
3.2.4 Emergency operation 16
3.3 Exhaust gas recirculation 17
3.3.1 Exhaust gas recirculation valve 18

4 Differences between 2.0 ltr./51 kW SDI engine

and 2.0 ltr./55 kW SDI engine 19

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Service Training
Trainer information, 2.0 ltr./51 kW SDI engine, 06.14 (GB)

1 Introduction

1.1 Development aims The 2.0 ltr./51 kW SDI engine is offered as an entry-level diesel engine with
emissions standard EU 3 among the range of engines available for the Caddy 2004.
This engine is a further development of the 1.9 ltr./74 kW TDI engine with unit injector
technology.
The greater capacity compared to the 1.9 ltr/74 kW TDI engine is thanks to an increase
in cylinder bore from 79.5 mm to 81.0 mm.
Another version of the engine is the 2.0 ltr./55 kW SDI engine, which is installed in
the passenger vehicle category in the Golf 2004. This engine will fulfil the emissions standard
EU 4.

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Service Training
Trainer information, 2.0 ltr./51 kW SDI engine, 06.14 (GB)

1.2 Technical data

Engine code BDK BDJ
(51 kW (55 kW
engine) engine)

Displacement 1968 cm³

Stroke 95.5 mm
Bore 81.0 mm
Type 4-cylinder inline engine
Valves per cylinder 2
Compression ratio 19 :1
Max. output 51 kW at 4200 rpm
55 kW at 4200 rpm
Max. torque 140 Nm at 1800 rpm
Engine management Bosch EDC 16
Fuel Diesel at least 51 CN
Exhaust treatment Exhaust gas
recirculation and
oxidizing catalyst
Emissions standard EU 3 (51 kW engine)
EU 4 (55 kW engine)

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Service Training
Trainer information, 2.0 ltr./51 kW SDI engine, 06.14 (GB)

1.3 Performance and torque development curve of 2.0 ltr./51 kW SDI engine

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Service Training
Trainer information, 2.0 ltr./51 kW SDI engine, 06.14 (GB)

2 Engine mechanics

2.1 "Lightweight crank The pistons, conrods and also the crankshaft are lighter in weight compared with the
drive" 1.9 ltr./74 kW TDI engine. This was possible due the combustion pressure in the SDI engine
being less than the TDI engine. The SDI engine operates at 90 bar and the TDI engine operates
at 120 bar.

2.1.1 Crankshaft • The crankshaft only has 4 balance weights

as opposed to 8. This allows a weight saving
of the crankshaft by 3 kg. This was made
possible due to the fact that the engine
speed sender wheel is no longer installed
directly on the crankshaft but is integrated in
the crankshaft sealing flange.

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Service Training
Trainer information, 2.0 ltr./51 kW SDI engine, 06.14 (GB)

2.1.2 Pistons The individual pistons from the SDI engine

weigh 180 grams less than the pistons of the
basic engine.

2.1.3 Piston pin The piston pins are 4 mm smaller in diameter

than those of the basic engine.
The piston pins are mounted in an aluminium
piston pin boss in the piston. Due to the low
combustion pressure compared to the TDI
engine, there is no requirement for the piston
pins to be mounted in brass sleeves in the
piston pin bosses.

2.1.4 Conrods The conrods in the SDI engine are overall

narrower and 8 mm longer than those of the
TDI engine.

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Service Training
Trainer information, 2.0 ltr./51 kW SDI engine, 06.14 (GB)

2.2 Camshaft The cam profiles, and thereby also the valve timing, have been modified compared to the 1.9 ltr.
engine. The modified timing ensures the correct quantity of air is drawn in for combustion in the
powerful SDI engine.

The timing modifications can be seen as follows:

SDI engine TDI engine

Inlet valve opens 21.4° CA bTDC Inlet valve opens 15.8° CA bTDC
Exhaust valves closes 25.4° CA aBDC Exhaust valves closes 25.3° CA aBDC

Exhaust valve opens 43.4° CA bBDC Exhaust valve opens 28.2° CA bBDC
Exhaust valve closes 9.4° CA aTDC Exhaust valve closes 18.7° CA aTDC

2.2.1 Valve seat ring Inline with legal requirements that come into force from 2006, the valve seat rings no longer
contain any cadmium. Molybdenum is added to the material in place of cadmium.

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Service Training
Trainer information, 2.0 ltr./51 kW SDI engine, 06.14 (GB)

2.3 Intake manifold The intake manifold of the 2.0 ltr./51 kW SDI engine was taken over from the 1.9 ltr./47 kW SDI
engine of the Polo 2002.
To reiterate: The so-called "snail intake manifold" was developed from the overhead intake
manifold from the SDI engine of the Golf 1998. Due to small installation dimensions in the Polo
2002, the intake pipe length of the overhead intake manifold is "wound up" (snail) in the snail
intake manifold.

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Service Training
Trainer information, 2.0 ltr./51 kW SDI engine, 06.14 (GB)

3 Engine management

3.1 Crankshaft seal with The crankshaft seal on the flywheel side is combined with the engine speed sender wheel. The
integrated engine speed seal in the sealing flange is made of polytetrafluoroethylene (PTFE).
sender wheel

1 Seal
2 Engine speed sender
3 Crankshaft flange

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Service Training
Trainer information, 2.0 ltr./51 kW SDI engine, 06.14 (GB)

3.1.1 Engine speed sender The engine speed sender is of the Hall sender
type. It is screwed into the housing of the
crankshaft sealing flange.

3.1.2 Sender wheel The sender wheel comprises of a steel ring

onto which a rubber composite material is
sprayed. In this rubber composite material is a
large number of metal filings, which are
magnetised alternately to north and south. As a
reference mark for the engine speed sender
there are two large north poles on the sender
wheel. The sender wheel thereby has a ratio of
60-2-2. The sender wheel is clipped onto the
crankshaft flange.

1 Sender wheel
2 Engine speed sender

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Service Training
Trainer information, 2.0 ltr./51 kW SDI engine, 06.14 (GB)

3.2 Hall sender G40 The Hall sender G40 is of the so-called static type. It detects a segment or gap as soon as the
(camshaft) ignition is switched "ON".

External identification marks: The colour of the connector housing is GREY.

3.2.1 Camshaft sender wheel The sender wheel on the camshaft is of a new
design. In conjunction with the Hall sender G40
(camshaft), an emergency running feature is
provided, which allows the engine to continue
running in the event of engine speed sender
failure. Restarting of the engine is also
possible.

Around the circumference of the sender wheel

are 4 segments at 6°, 12°, 18° and 24° spacing
for camshaft angle to cylinder allocation. A
further segment with a 45° camshaft angle gap
serves as an aid to improve pickup of segments
6° and 12° for starting purposes.

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Service Training
Trainer information, 2.0 ltr./51 kW SDI engine, 06.14 (GB)

3.2.2 Signal pattern during Signal pattern of Hall sender G40 (camshaft) and engine speed sender G28 during normal
normal operation operation

1 = One camshaft rotation

2 = One crankshaft rotation

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Service Training
Trainer information, 2.0 ltr./51 kW SDI engine, 06.14 (GB)

3.2.3 Signal pattern during Signal pattern of Hall sender G40 (camshaft) and engine speed sender G28 during
emergency operation emergency operation

Note: To provide clarity, the "missing" or "implausible" signal during emergency operation from
the engine speed sender is also shown in this diagram.

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Service Training
Trainer information, 2.0 ltr./51 kW SDI engine, 06.14 (GB)

3.2.4 Emergency operation

Unlike previous TDI engines, the engine will continue to run in the event of missing or implausible
signals from the engine speed sender.
When the engine is switched off it can also be restarted.
In emergency running mode, the engine control unit evaluates only rising flanks of the segments.
Oscillations that are caused during starting result in the engine control unit identifying too many
segment flanks. The high number means that the segment flanks are difficult to allocate. To
detect TDC of no. 3 cylinder, the 45° segment serves as a reference mark.

During emergency running:

• The engine speed is limited to 3000 rpm.
• The volume of injection is limited.
• Starting takes longer (slower).

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Service Training
Trainer information, 2.0 ltr./51 kW SDI engine, 06.14 (GB)

3.3 Exhaust gas On the 2.0 ltr./51 kW SDI engine, exhaust gas recirculation is controlled by the EGR map in the
recirculation engine control unit. There is no control of exhaust gas recirculation by means of an air mass
meter. To fulfil emission standard EU 3, the 2.0 ltr./51 kW SDI engine does not need an air mass
meter.
The EGR rate is determined by the exhaust gas recirculation map based on the quantity of
injection and engine speed. For control of the exhaust gas recirculation volume, the pneumatic
exhaust gas recirculation valve (2 stage) and electric intake manifold flap are actuated by the
engine control unit.

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Service Training
Trainer information, 2.0 ltr./51 kW SDI engine, 06.14 (GB)

3.4 Exhaust gas recirculation The exhaust gas recirculation valve is monitored by the engine control unit in EOBD (Euro
valve Onboard Diagnosis) when in the "EGR valve open" or "EGR valve closed" positions.

For a predetermined load at a predetermined intake manifold flap position and opened EGR
valve, there is a specified intake manifold pressure stored in a map.

A faulty exhaust gas recirculation valve (EGR valve stuck in "closed" position) is detected if the
actual intake manifold pressure transmitted by the intake manifold pressure sender is not
comparable with the specified intake manifold pressure stored in the map.

The specified intake manifold pressure is calculated from:

• Engine speed
• Quantity of injection
• Surrounding air pressure
• Intake manifold temperature
• Coolant temperature
• Defined intake manifold flap position
• EGR valve in "open" position

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Service Training
Trainer information, 2.0 ltr./51 kW SDI engine, 06.14 (GB)

4 Differences between • Emissions standard

2.0 ltr./51 kW SDI The 2.0 ltr./51 kW SDI engine will be installed in the Caddy 2004 with emissions standard EU 3.
The 2.0 ltr./55 kW SDI engine will be installed in the Golf 2004 with emissions standard EU 4.
engine and
2.0 ltr./55 kW SDI • Exhaust gas recirculation
engine On the 2.0 ltr./51 kW SDI engine, the recirculated exhaust gas is not cooled.
The 2.0 ltr./55 kW SDI engine has an exhaust gas recirculation cooler (cannot be selected
manually).

• Unit injectors
The flow rate of the unit injectors (5-hole injectors) is fine tuned to the specific engine.

• Preglow system
The 2.0 ltr./55 kW SDI engine features a quick start preglow system made by BERU (GSK 3).
Information about the quick start preglow system can be found in self-study programme no. 316
"The 2.0 ltr. TDI engine".

• Acoustics
The 2.0 ltr./51 kW SDI engine does not feature a special acoustic bonnet with foam elements.

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Service Training

For internal use only

 Volkswagen AG, Service Training, VK-21, Brieffach 1995
All rights reserved, including the right to make technical alterations.
Technical status 02.2004