TDI injection and glow plug system 2.0L CFG_Audi TT_Type_8J_MK2_Phun nhien lieu va bugi xong

Tài liệu hướng dẫn sửa chữa hệ thống kim phun nhiên liệu và hệ thống bugi xông trên xe TDI injection and glow plug system 2.0L CFG_Audi TT_Type_8J_MK2_Phun nhien lieu va bugi xong. Cung cấp các thông tin cần thiết cho Kỹ thuật viên chẩn đoán, bảo dưỡng, sửa chửa chính xác, nhanh chóng

Safety precautions for vehicles with start/stop system

Rules for cleanliness and instructions for working on fuel system

To avoid any risk of injuries to persons and/or damage to the injection and glow plug system,

the injection and glow plug system, always observe the following safety precautions:”, page 3

Checking vacuum system

Note the following if testers and measuring instruments have to be used during a road test:

Accidents can be caused if the driver is distracted by test equipment while road-testing, or if test equipment is not prop‐ erly secured.

Persons sitting in the front passenger's seat could be injured if the airbag is triggered in an accident.

• The use of test equipment while driving causes distraction.

• There is an increased risk of injury if test equipment is not secured.

♦ Test equipment must always be secured on the rear seat with a strap and operated from the rear seat by a second person.

1.2 Safety precautions for vehicles with start/stop system

Risk of injury due to automatic engine start on vehicles with start/stop system.

♦ On vehicles with activated start/stop system (this is indi‐ cated by a message in the instrument cluster display), the engine may start automatically on demand.

♦ Therefore it is important to ensure that the start/stop sys‐ tem is deactivated when performing repairs (switch off ignition, if required switch on ignition again).

1.3 Rules for cleanliness and instructions for working on fuel system

To ensure quick engine starts after parts replacement and to prevent damage to the high-pressure fuel pump when it is empty, it is crucial to follow specific procedures.

When components of the fuel system between the fuel tank and the high-pressure fuel pump are replaced or removed, it is essential to perform the basic setting for "Checking fuel system pressurisation pump" to properly bleed the fuel system.

Before starting the engine for the first time, it is essential to perform the basic setting "Checking fuel system pressurisation pump" if the supplementary fuel pump, fuel line between the fuel tank and high-pressure fuel pump, or fuel filter has been removed or renewed.

Before starting the engine for the first time after removing or replacing the high-pressure fuel pump, it is essential to perform the basic setting for checking the fuel system pressurization pump.

Procedure for first fuel filling ⇒ page 29

• Clean tools and workbench etc before working on the injection system.

• Thoroughly clean all unions and surrounding areas before dis‐ connecting.

• When removing components, plug all open connections im‐ mediately with suitable clean sealing caps.

To ensure optimal performance and prevent contamination, sealing caps on components should remain in place until just before installation Once removed, it's essential to store the components in new, sealable plastic bags, preferably using the original packaging to maintain their integrity.

Before installation, visually inspect the injectors and their surroundings to ensure they are undamaged and free of lint It's essential to keep the injector bores in the cylinder head clean; use a clean cloth to wipe them if necessary, but avoid using sharp objects to prevent damage.

To ensure proper functioning, always mark high-pressure fuel lines before removal if you plan to reuse them It is crucial to reinstall these lines in their original positions, specifically on the same cylinder from which they were removed.

• The following components and seals/O-rings must always be renewed when the injectors are removed and installed: “cop‐ per seal” and “O-ring for injector bore”.

• The following components and seals/O-rings must always be renewed when an injector is renewed: “clamping piece”, “cop‐ per seal” and “O-ring for injector bore”.

• Always fit new copper seals for the injectors Check all new O- rings for damage before installing Lubricate O-rings lightly with assembly oil or clean engine oil before installing.

• Take care not to damage the injectors when removing the old copper seals.

• Align the high-pressure fuel lines so they are free of tension.

Tighten all unions lightly to start with before tightening to final torque.

• Never attempt to bend high-pressure fuel lines to shape.

When handling the high-pressure fuel system, it's crucial to use tools exclusively for loosening and tightening pipe unions All other components should be removed without the use of tools to ensure safety and integrity during maintenance.

• Do not dismantle individual common rail components.

• If there is a fault, the complete components must be renewed.

• Do not bleed the common rail system by unfastening high- pressure components after the engine has been started.

• When the engine is running, do not perform any repairs to the common rail system; in particular, do not open or detach the high-pressure pipes.

• All cable ties which are released or cut open when removing must be refitted in the same position when installing.

• When the fuel system is open: Do not work with compressed air if this can be avoided Do not move the vehicle unless ab‐ solutely necessary.

• Also ensure that no diesel fuel comes into contact with the coolant hoses Should this occur, the hoses must be cleaned immediately Damaged hoses must be renewed.

1.4 To avoid any risk of injuries to persons and/or damage to the injection and glow plug system, always observe the follow‐ ing safety precautions:

♦ Persons wearing a pacemaker should not lean over the engine compartment while the engine is running, as the injectors use high voltage pulses.

♦ Do not open any fuel line connections while the engine is run‐ ning.

♦ Always switch off the ignition before connecting or discon‐ necting injection and glow plug system wiring or tester cables.

♦ Always switch off the ignition before cleaning the engine.

♦ Always switch off the ignition before connecting or discon‐ necting the battery, otherwise the engine control unit may be damaged.

After conducting specific tests, the control unit may identify and store faults It is essential to review the event memory and, if needed, clear it following the completion of tests and any necessary repairs.

Special tools and workshop equipment required

– Check all vacuum lines in the complete vacuum system for:

– Check vacuum line to solenoid valve and from solenoid valve to corresponding component.

– If a fault is stored in the event memory, check all vacuum lines leading to the corresponding component, and also check the remaining vacuum lines leading to other components.

If you are unable to create a vacuum with the hand vacuum pump (VAS 6213) or notice an immediate drop in vacuum pressure, it is essential to inspect the hand vacuum pump and the connecting hoses for any leaks.

Components “A” to “H” are not shown in the illustration.

❑ Adaption must be per‐ formed after renewing this component

3 - Hall sender -G40- (cam‐ shaft position sensor)

7 - Position sender for charge pressure positioner -G581-

8 - Exhaust gas recirculation control motor -V338- with exhaust gas recirculation potentiometer -G212-

❑ Integrated into exhaust gas recirculation cooler

❑ Removing and installing ⇒ Engine, mechanics; Rep Gr 26

10 - Charge pressure control solenoid valve -N75-

❑ For exhaust gas temperature sender 4 -G648-

❑ For exhaust gas temperature sender 1 -G235-

❑ Fitting location ⇒ page 9 permitted unless authorised by AUDI AG

15 - Exhaust gas recirculation cooler change-over valve -N345-

16 - Pump for exhaust gas recirculation cooler -V400-

17 - Throttle valve module -J338- with throttle valve potentiometer -G69-

20 - Charge pressure sender -G31- with intake air temperature sender -G42-

21 - High-pressure pump with fuel metering valve -N290-

❑ Do not open fuel metering valve -N290-

❑ After renewing, first fuel filling operation MUST be performed (it is important not to allow pump to run while it is still empty) ⇒ page 29

23 - Radiator outlet coolant temperature sender -G83-

A - Low heat output relay -J359- and high heat output relay -J360-

❑ Fitting location ⇒ Current flow diagrams, Electrical fault finding and Fitting locations

B - Brake light switch -F- and brake pedal switch -F47-

❑ Only fitted on vehicles with manual gearbox

D - Accelerator position sender -G79- and accelerator position sender 2 -G185-

❑ Adaption must be performed after renewing this component

❑ Removing and installing ⇒ Rep Gr 26

Fitting location of engine control unit -J623-

♦ In electronics box (plenum chamber)

Fitting location: accelerator position sender -G79- and accelerator position sender 2 -G185-

♦ Combined with accelerator pedal module

The illustration shows the set-up for left-hand drive vehicles.

Removing and installing accelerator pedal module ⇒ Rep Gr

Fitting location of brake light switch -F- and brake pedal switch -

1 - Brake light switch -F- and brake pedal switch -F47-

Removing and installing ⇒ Rep Gr 47

Fitting location of clutch position sender -G476-

♦ On clutch master cylinder-arrow-.

Integrated functions: clutch pedal switch for engine start -F194- and clutch pedal switch -F36- (manual gearbox only)

Fitting location of fuel pump control unit -J538-

1 - Connector for fuel pump control unit -J538-

Fitting location of charge pressure sender -G31- with intake air temperature sender -G42-

1 - Charge pressure sender -G31- with intake air temperature sender -G42-

♦ At air pipe (right-side)

Components at rear of engine

2 - Exhaust gas recirculation control motor -V338- with exhaust gas recirculation potentiometer -G212-

4 - Vacuum unit for exhaust gas recirculation cooling system

1 - For exhaust gas temperature sender 1 -G235-

Fitting location of pump for exhaust gas recirculation cooler -

2 - Pump for exhaust gas recirculation cooler -V400-

Fitting location of fuel temperature sender -G81-

♦ In fuel supply line at high-pressure pump

Fitting location of Hall sender -G40-

♦ Next to camshaft sprocket -arrow-

Fitting location of coolant temperature sender -G62-

♦ On right side of engine under exhauster pump

Fitting location of radiator outlet coolant temperature sender -

2 - Radiator outlet coolant temperature sender -G83-

♦ In coolant pipe (right-side) above alternator

Fitting location of position sender for charge pressure positioner

♦ At rear of engine at turbocharger -arrow-.

Fitting location of exhaust gas recirculation cooler change-over valve -N345-

♦ On intake manifold -left arrow-.

Fitting location of engine speed sender -G28-

♦ On flywheel side of engine.

♦ Always read rules for cleanliness and instructions for working on fuel system ⇒ page 2

♦ Follow these instructions and rules for cleanliness before starting work and while working on the fuel system.

To ensure optimal performance and longevity of the high-pressure fuel pump, which operates with precise tolerances, it is crucial to avoid running it without fuel This practice not only protects the pump but also facilitates a quick engine start after parts have been replaced.

♦ If components of the fuel system between the fuel tank and the high-pressure pump are removed or renewed, the first fuel filling operation must be performed.

When replacing or removing a fuel pump, fuel line, or fuel filter, it is essential to bleed the fuel system prior to starting the engine for the first time.

♦ If the high-pressure pump is removed or renewed, the fuel system must be bled before the engine is started for the first time.

Procedure for first fuel filling ⇒ page 29

The high-pressure pump will be damaged if the first fuel filling procedure is not performed.

❑ After renewing, first fuel filling operation MUST be performed (it is im‐ portant not to allow pump to run while it is still empty) ⇒ page 29

❑ After renewing high- pressure pump or fuel pressure regulating valve -N276- , learnt val‐ ues must be re-adapted; see “Guided Functions” in vehicle diagnostic tester

❑ With fuel system pressurisation pump -G6-

When components of the fuel system between the fuel tank and high-pressure fuel pump are replaced or removed, it is essential to perform the basic setting of "Checking fuel system pressurisation pump" to properly bleed the fuel system.

Before starting the engine for the first time after replacing or removing the supplementary fuel pump, fuel line, or fuel filter, it is essential to perform the basic setting for "Checking fuel system pressurisation pump."

Proceed as follows to fill fuel system with fuel:

– Select “Engine electronics” in vehicle self-diagnosis.

– Select “Checking fuel system pressurisation pump” from the list.

– The fuel pumps start running.

– The fuel pumps must run for approx 1 minute to ensure that the fuel system is filled sufficiently with fuel.

To repeat basic setting, switch ignition off and on once Then start basic setting again.

– Start engine after filling fuel system.

– Run engine at moderate speed for several minutes and then switch off.

– Check fuel system for leaks.

– Erase entry in event memory using diagnostic tester.

After completing the vehicle repair, conduct a road test covering at least 20 km, ensuring to accelerate at full throttle at least once Following the test, recheck the high-pressure section of the fuel system for any leaks.

Removing and installing air mass meter G70

❑ Check for dirt and accu‐ mulated leaves, etc.

❑ Use silicone-free lubri‐ cant when installing

❑ For air cleaner (top sec‐ tion)

❑ For air cleaner (bottom section)

❑ Clean out dirt, leaves and salt deposits

❑ Always use genuine part for air filter element

❑ Observe change intervals ⇒ Maintenance ; Booklet 810

❑ On vehicles for cold climates, air cleaner (bottom section) with hot-air-intake hose is installed

❑ Country-specific version with snow screen

13 - Connection for water drain hose

5.2 Removing and installing engine cover panel

To safely remove the engine cover panel, gently disengage each retaining pin one at a time, following the indicated arrows Avoid jerking the panel or pulling on just one side to prevent damage.

– To avoid damage, do not strike the engine cover panel with your fist or with any kind of tool.

– Position engine cover panel on engine (note locations of oil filler neck and oil dipstick).

– Press engine cover panel with both hands into the rubber grommets at the rear and then into the grommets at the front.

5.3 Removing and installing air filter ele‐ ment

– Lift up air cleaner (top section) and take out air filter element.

⇒ “5.1 Air cleaner - exploded view”, page 15

To ensure that the air mass meter functions properly, it is impor‐ tant to observe the following notes and instructions.

A dirty or wet air filter can allow dirt or water to reach the air mass meter, negatively impacting the air mass value This contamination can result in a loss of power, as the engine calculates a reduced fuel injection quantity.

♦ Always use genuine part for air filter element.

♦ The air cleaner housing MUST be clean.

To avoid engine malfunctions, it's essential to protect vital components of the air intake system, such as the air mass meter and air pipes, by covering them with a clean cloth before using compressed air to blow out the air cleaner housing.

♦ Observe environmental requirements for disposal.

– Remove snow screen -1- and clean it.

The snow screen is not fitted on all vehicles.

– Clean water drain -arrow- and air cleaner (bottom section).

– Clean salt residue, dirt and leaves out of air cleaner housing

(top and bottom sections) using a vacuum cleaner.

– Check for salt residue, dirt and leaves in air mass meter and air intake hose (engine intake side).

– Check for dirt and leaves in air duct going from lock carrier to air cleaner housing.

– When installing air filter element, check that it is properly cen‐ tred in retainer in air cleaner (bottom section).

To properly assemble the air cleaner, gently align the top section with the bottom section without applying excessive force Ensure that the top section is securely positioned straight over the air filter element, paying close attention to the placement of the sealing lip on the air filter element.

– Ensure secure fit of intake hose at air mass meter.

The remaining installation steps are carried out in the reverse se‐ quence.

5.4 Removing and installing air cleaner housing

– Pull cover off air duct (release clips on sides) -arrows-.

– Release clips on left and right -arrow A- and unclip air duct at bottom -2-.

– Swivel air duct (bottom) slightly to the rear and detach air duct

– Detach air pipe -1- from air duct (bottom) -arrow B-.

– Unplug electrical connector -2- from air mass meter -G70-

– Release hose clip -3- and detach air hose.

– Unscrew bolt -4- and remove air cleaner housing.

Installation is carried out in the reverse order; note the following:

♦ Hose connections and air pipes and hoses must be free of oil and grease before assembly.

♦ Use silicone-free lubricant when installing air hose.

♦ Secure all hose connections with the correct type of hose clips

(same as original equipment) ⇒ Electronic parts catalogue

– Disconnect water drain hose -arrow- from air cleaner (bottom section) and clean any dirt or leaves out of connection and hose.

5.5 Removing and installing air mass meter

– Remove air cleaner housing ⇒ page 18

– Carefully pull air mass meter -G70- out of guide on air cleaner housing.

To ensure the proper function of the air mass meter -G70- it is important to observe the following instructions.

A dirty or wet air filter can allow dirt or water to reach the air mass meter, impacting the air mass value This can result in a loss of power due to a reduced calculated injection quantity.

♦ Always use genuine part for air filter element.

♦ Always renew seal if damaged (air leaks in intake system).

♦ Use a silicone-free lubricant when installing the air hose and seal.

♦ Hose connections and air pipes and hoses must be free of oil and grease before assembly.

– Check for salt residue, dirt and leaves in air mass meter and air intake hose (engine intake side).

Inspect the air duct connected to the air filter for any accumulated dirt If needed, remove salt residue, dirt, and leaves from both the top and bottom sections of the air cleaner housing Clean the housing by washing it out or using a vacuum cleaner as necessary.

– Install air cleaner housing ⇒ page 18

Intake manifold with attached components - exploded view

Removing and installing intake manifold

6.1 Intake manifold with attached components - exploded view

❑ With intake manifold flap motor -V157- and intake manifold flap po‐ tentiometer -G336-

❑ For exhaust gas recircu‐ lation cooler change- over valve -N345-

10 - Exhaust gas recirculation cooler change-over valve -

❑ To exhaust gas recirculation cooler

6.2 Removing and installing intake manifold

– Remove engine cover panel ⇒ page 16

– Detach electrical connectors at glow plugs ⇒ page 67

– Take exhaust gas recirculation cooler change-over valve -

N345- -left arrow- out of bracket and move clear to one side.

Disregard -arrow- on right-side of illustration.

– Remove bolts -2- and place coolant return line to one side.

– Remove bolts -arrows- and place fuel return line to one side.

– Remove bolt -2- and union nuts -1 and 3- and detach high- pressure pipe.

– Unplug electrical connector -2- at throttle valve module -

– Remove bolt -1- for dipstick guide tube.

– Unscrew intake manifold bolts -arrows- in diagonal sequence starting from outside and working inwards using socket T30 -

– Carefully take out intake manifold.

⇒ “6.1 Intake manifold with attached components - exploded view”, page 21

Renew seals and/or gaskets.

– Tighten intake manifold bolts in diagonal sequence, working from inside to outside.

– Install air pipe ⇒ Rep Gr 21

Performing first fuel filling operation after installing high-pressure pump

Checking fuel system for leaks

7.1 High-pressure pump - exploded view

T10051- when loosen‐ ing and tightening

❑ After renewing, first fuel filling operation MUST be performed (it is im‐ portant not to allow pump to run while it is still empty) ⇒ page 29

❑ After renewing high-pressure pump or fuel pressure regulating valve -N276- , learnt values must be re- adapted; see “Guided Functions” in vehicle diagnostic tester

❑ Between high-pressure pump and fuel rail

7.2 Removing and installing high-pressure pump

♦ Always observe rules for cleanliness and instructions for working on fuel system ⇒ page 2

Running when dry causes irreparable damage to high-pres‐ sure pump.

Before starting the engine, ensure that the high-pressure pump is filled with fuel, as running the pump while empty can cause damage Proper fuel filling is essential for optimal operation.

– Remove toothed belt from camshaft and high-pressure pump

– Remove bolts -2- and detach toothed belt sprocket from high- pressure pump.

– Counterhold using counterhold tool -T10051- and remove nut

-1- at hub of high-pressure pump.

– Apply puller -T40064- with thrust piece -T40064/1- and pin -

T40064/2- as shown in illustration and pull hub off high-pres‐ sure pump If necessary, counterhold using an open-end spanner (24 mm).

– Detach fuel supply hose -2- and fuel return hose -4-.

– Remove bolts -arrows- for high-pressure pump.

– Carefully take out high-pressure pump.

⇒ “7.1 High-pressure pump - exploded view”, page 25

– Install toothed belt ⇒ Rep Gr 15

– Install high-pressure pipe ⇒ page 45

Before starting the engine, it is essential to fill the high-pressure pump with fuel, as running the pump while empty can cause damage Ensure proper fuel filling before operation to maintain optimal performance.

7.3 Performing first fuel filling operation af‐ ter installing high-pressure pump

♦ The high-pressure pump must first be filled with fuel before the engine is started The high-pressure pump must not be allowed to run while still empty.

♦ When installing the high-pressure fuel pump, it is essential to ensure that no dirt enters the fuel system.

♦ Only remove sealing plugs immediately prior to installation of fuel pipes.

♦ There must be sufficient fuel in the tank.

– The fuel pumps start running.

– The fuel pumps must run for approx 1 minute to ensure that the high-pressure pump is filled with sufficient fuel.

– Start engine after filling fuel system.

– Run engine at moderate speed for several minutes and then switch off.

– Erase entry in event memory using vehicle diagnostic tester.

After completing repairs, conduct a road test of at least 20 km, ensuring to accelerate at full throttle at least once Following the test, recheck the high-pressure section of the fuel system for any leaks.

To ensure optimal performance during a road test, it's crucial to eliminate any air trapped in the fuel system, as this can cause the engine to enter backup or 'emergency running' mode To resolve this, turn off the engine and clear the event memory before proceeding with the road test.

7.4 Checking fuel system for leaks

– Run engine at idling speed for several minutes (do not press accelerator) and then switch off Fuel system will bleed itself automatically.

– Check the entire fuel system for leaks.

Renew affected component if leakage still occurs after tightening to correct torque.

– After completing the repair, road-test the vehicle Accelerate with full throttle at least once Then check the high-pressure section of the fuel system again for leaks.

Air in the fuel system can cause the engine to enter backup mode, also known as 'emergency running' mode, during a road test To resolve this, turn off the engine and clear the event memory before resuming the road test.

Performing adaption of injector delivery calibration values

Checking return flow rate of injectors with engine running

Checking return flow rate of injectors at starter cranking speed

Removing and installing injectors

❑ The following compo‐ nents and seals/O-rings must always be re‐ newed when the injec‐ tors are removed and installed: “copper seal” and “O-ring for injector bore”.

❑ The following compo‐ nents and seals/O-rings must always be re‐ newed when an injector is renewed: “clamping piece”, “copper seal” and “O-ring for injector bore”.

“high-pressure injector pipe” check taper seats visually for damage, scores and corrosion

(always renew if dam‐ aged)

❑ If they are to be re-in‐ stalled, the injectors, high-pressure fuel pipes and clamping pieces must always be re-fitted on the same cylinder

❑ Must not be kinked, damaged or clogged

❑ After replacement, engine must be run at idling speed for approx 2 minutes to bleed fuel system Then check fuel return lines for leaks

❑ If they are to be re-installed, the injectors and clamping pieces must always be re-fitted on the same cylinder

❑ If an injector is renewed, the corresponding clamping piece must also be renewed

❑ Between fuel rail and injectors

❑ Lubricate threads of union nuts with clean engine oil

❑ After renewing high-pressure pump or fuel pressure regulating valve -N276- , learnt values must be re- adapted; see “Guided Functions” in vehicle diagnostic tester

❑ Between high-pressure pump and fuel rail

❑ Lubricate threads of union nuts with clean engine oil

Installation position of clamping piece

• One clamping piece is always used to secure two injectors.

• The bulge -arrow- of the clamping piece should point down‐ wards.

There are three different tests for checking the operation of the injectors.

• Checking adaption of “Injector delivery calibration values”

• Checking return flow rate of injectors with engine running

• Checking return flow rate of injectors at starter cranking speed

8.3 Performing adaption of injector delivery calibration values

The “Injector delivery calibration values” function serves to correct the injection rates for each cylinder of a common rail system in‐ dividually across the entire operating range.

The 7-digit adaption values -1- (details in illustration are only an example) are marked separately on each injector The values may consist of letters and/or numbers.

When a new injector is installed, the adaption value must be writ‐ ten into the engine control unit.

When a new engine control unit is installed, the “Adaption values for injectors” must be written into the new control unit.

Ensure that the injector delivery calibration values are accurately recorded for all injectors Avoid re-entering these values if they are already correctly stored in the engine control unit.

The adaption procedure is described in the “Guided Fault Find‐ ing” (The procedure is also described under “Guided Functions”.)

8.4 Checking return flow rate of injectors with engine running

A - Checking return flow rate of all injectors

– Disconnect hose connection at fuel line.

– Seal off the open return connection with a plug -1-.

– Hold end of fuel return hose -2- (lengthen if necessary) in a measuring container to measure the total return flow rate.

– Start engine and let it idle for 2 minutes.

• Specification for 2 minutes: 0 ml to 50 ml

– If specification is attained, increase engine speed to 2000

2500 rpm for approx 2 minutes and then check return flow rate again.

• Specification for 2 minutes: less than 250 ml

If specification is exceeded, this indicates that one or more injec‐ tors are defective Check return flow rate from each injector individually.

B - Checking return flow rate of individual injectors

♦ Hose clamps for hoses up to 25 mm -3094-

♦ 4 lengths of hose (made up in the workshop) to fit return line connections on injectors

Injectors typically exhibit a low return flow rate; however, if one injector shows a significantly higher return flow rate than the others, it is likely defective.

– Clean all return line connections (e.g with commercial clean‐ ing solution etc.) before removing.

– Dry all components after cleaning.

– Clamp off fuel return hose -arrow- using a hose clamp -3094-

– Pull return line connections off injectors; to do so, press tabs

-1- and -2- down and at the same time pull release pin upwards

No dirt must be allowed to get into the disconnected return lines or the open connections on the injectors.

– Connect hoses onto return line connections of all 4 injectors.

– Run the 4 hoses into injection rate comparison meter -V.A.G

– Start engine and let it idle for several minutes.

Risk of damage to injectors when return lines are disconnec‐ ted.

♦ Do NOT press the accelerator during this test; the engine must only run at idling speed.

– When the engine is warm and running at idling speed, the re‐ turn flow rates at each of the 4 return lines must not differ by more than a small amount.

– If one injector has a significantly higher return flow rate than the others it must be renewed ⇒ page 39

– Push return line connections carefully onto injectors The catch should engage audibly Then press release pin down carefully.

– Check fuel system for leaks ⇒ page 30

8.5 Checking return flow rate of injectors at starter cranking speed

If it is not possible to start engine, check return flow rate of injec‐ tors at starter cranking speed.

♦ 4 lengths of hose (made up in the workshop) to fit return line connections on injectors

A typical injector exhibits a low return flow rate; however, if one injector shows a significantly higher return flow rate than the others, it is likely defective.

– Clean all return line connections (with commercial cleaning solution or similar) before removing.

No dirt must be allowed to get into the disconnected return lines or the open connections on the injectors.

– Unplug electrical connector -arrow- at fuel pressure regulating valve -N276-

This prevents fuel from being injected when starter is operated.

– Connect the 4 hoses onto return line connections of all 4 in‐ jectors.

– Run the 4 hoses into injection rate comparison meter -V.A.G

– Operate starter three times (Wait approx 20 seconds each time after operating starter to prevent it from overheating.)

• Specification of return flow rate: 0 ml

– If fuel comes out of one injector, that injector must be renewed.

– Re-attach electrical connector on fuel pressure regulating valve -N276-

– Push return line connections carefully onto injectors The catch should engage audibly Then press release pin down carefully.

8.6 Checking for injectors sticking open

– Clean all connections (with commercial cleaning solution or similar) before removing.

♦ Make sure all parts are clean; no dirt must be allowed to enter the fuel system.

♦ Check all cylinders in turn.

– Unscrew union nut for cylinder 1 on fuel rail Also loosen union nut on injector slightly Seal off open connection on injector pipe.

– Plug open connection using plug -T40204-

• The electrical connector of the relevant injector must remain connected.

– Erase all entries in the event memory.

♦ The fault “positive fuel pressure control” should no longer be indicated when the defective injector has been located.

♦ Other fault messages may possibly be stored in the memory.

These result from previous steps and can be disregarded.

After conducting a road test on the vehicle, examine the event memory If the issue regarding "positive fuel pressure control" persists, systematically check all connections and repeat the process until the fault no longer appears following the road test.

Observe all instructions for connecting injector pipes.

– Lubricate threads of union nuts with fuel.

– Hand-tighten union nuts on high-pressure pipes Make sure that connections are not under tension.

– Install high-pressure pipes ⇒ page 45

♦ Mark cylinder numbers on injector units They must al‐ ways be re-installed on the same cylinders.

♦ Observe rules for cleanliness when working on the injec‐ tion system.

♦ Plug open connections with suitable sealing caps imme‐ diately.

– Unplug electrical connectors -arrows- at injectors.

– Unscrew union nuts on corresponding high-pressure pipe

(-1 to 4-) and detach corresponding high-pressure pipe.

– Unscrew bolt -1- for clamping piece.

– Apply puller -T10055- with puller -T10415- as shown in illus‐ tration, and pull out injector upwards.

To avoid damaging the sealing lip, rotate the injector while pulling it out.

– After removal, lay injectors on a clean cloth.

Important instructions for installing injectors:

• The following components and seals/O-rings must always be renewed when the injectors are removed and installed: “cop‐ per seal” and “O-ring for injector bore”.

• The following components and seals/O-rings must always be renewed when an injector is renewed: “clamping piece”, “cop‐ per seal” and “O-ring for injector bore”.

• Lubricate all O-rings with engine oil or assembly oil before in‐ stalling.

♦ Note identification marks for cylinder allocation when re-in‐ stalling high-pressure pipes.

♦ The high-pressure pipes can be re-used after performing the following checks:

♦ Check taper seats of high-pressure pipes for deformation and cracks.

♦ The bore of the pipe must not be distorted, restricted or oth‐ erwise damaged.

♦ Corroded pipes must not be used again.

If a used injector is being re-installed:

– Spray tip of injector nozzle with rust-releasing spray Wait ap‐ prox 5 minutes and wipe off soot particles and oil with a cloth.

To effectively clean a dirty injector, use a soft brass wire brush on the nozzle tip to facilitate the removal of the copper seal, while ensuring that the wire brush does not touch the bores in the nozzle.

To safely remove the old copper seal from the injector, securely clamp the seal in a vice, ensuring it remains stationary between the jaws Next, gently twist and pull the injector out of the copper seal by hand.

– Clean off deposits under the copper seal using a suitable scra‐ per.

To effectively eliminate carbon deposits from the injector sealing surface, use a cloth soaked in engine oil or rust solvent to clean the injector seat in the cylinder head, ensuring that the sealing surface remains undamaged.

– Renew seal for injector bore using assembly sleeve -T10377-

– Hand-tighten union nuts on high-pressure pipes Make sure that connections are not under tension.

Ensure that return line connections are made securely over the seals and onto the injector units, checking for any damage to the seals prior to connection Listen for an audible engagement of the catch, and then carefully press down the release pin.

When one or more injectors have been renewed, the “Injector delivery calibration values” for the new injectors must be pro‐ grammed in the engine control unit.

Ensure that the injector delivery calibration values for all injectors are accurately recorded Do not re-enter these values if they are already correctly stored in the engine control unit.

Bleeding fuel system and checking for leaks

The fuel system is self-bleeding; do not open the high-pressure connections.

– Run engine at idling speed for several minutes and then switch off.

– Check the complete fuel system including all 4 return line con‐ nections for leaks.

Renew affected component if leakage still occurs after tightening to correct torque.

The return lines can only be renewed together with the pressure retention valve as one unit.

After completing the repairs, conduct a road test of at least 20 kilometers, ensuring to accelerate at full throttle at least once Following the test, recheck the high-pressure section of the fuel system for any leaks.

Air trapped in the fuel system can cause the engine to enter backup mode during a road test To resolve this, turn off the engine and clear the event memory before resuming the road test.

Removing and installing throttle valve module J338

Checking fuel pressure regulating valve N276

Removing and installing fuel pressure regulating valve N276

Removing and installing fuel pressure sender G247

Removing and installing fuel rail

9.1 Removing and installing throttle valve module -J338-

– Remove noise insulation -1- ⇒ Rep Gr 66

– Loosen hose clip -2- and remove air hose.

Removing air hoses with plug-in connectors

– Release tab -A- on plug-in connector by lifting retaining clip

– Disconnect air pipes and hoses by hand (do not use a tool).

– Loosen hose clip -5- at throttle valve module -J338- , detach air pipe -2-, but leave in position.

– Remove bolt -1- for dipstick guide tube.

– Remove bolts -arrows- and detach throttle valve module -

⇒ “6.1 Intake manifold with attached components - exploded view”, page 21

To ensure proper installation, loosen the fuel rail and clamping pieces to avoid placing the injector pipes under tension If needed, gently adjust the fuel rail and slightly rotate the corresponding injector It is crucial to never bend the pipes or subject them to any stress.

Bending the pipes would ultimately cause them to fracture.

– Use vacuum cleaner to remove dirt from taper seat at fuel rail.

– Clean fuel pipe and end of pipe using cleaning solution and dry with compressed air.

– Lubricate threads of union nuts with fuel.

– Hand-tighten union nuts on high-pressure pipes (ensure that pipes are not under tension).

• Tightening torque ⇒ “8.1 Injectors - exploded view”, page 31

– To tighten unions of high-pressure pipes to fuel rail and injec‐ tors, use torque wrench -V.A.G 1331- with socket -T40055-

9.3 Checking fuel pressure regulating valve

– Release hose clip -arrow- and detach fuel return hose from fuel rail.

– Seal off open return line connection with a plug.

– Connect test hose -2- to return line connection of fuel rail -3-.

– Hold end of test hose into measuring container -4- to measure return flow rate.

– Start engine and let it idle for 30 seconds.

If specification is not obtained, fuel pressure regulating valve -

9.4 Checking fuel pressure (low pressure)

• Fuel tank at least 1 /2 full.

♦ To reduce the pressure in the fuel system, wrap a clean cloth around the connection and carefully loosen the con‐ nection.

– Release hose clip and detach fuel supply line -arrow- from high-pressure pump.

– Connect K-Jetronic pressure tester -V.A.G 1318- to fuel sup‐ ply line -1- with suitable adapter -2-.

– Connect second hose -3- (from K-Jetronic pressure tester -

V.A.G 1318- ) to open connection on high-pressure pump, as shown in illustration below.

In this way the K-Jetronic pressure tester -V.A.G 1318- is con‐ nected into the fuel supply line.

– Connect vehicle diagnostic tester (e.g vehicle diagnostic, test‐ ing and information system -VAS 5051B- ).

– Press “Start” key: The fuel pump will start running.

– Let fuel pump run until maximum fuel pressure has built up.

If specification is not obtained:

♦ Leak in union between pressure gauge and fuel line

♦ Leak in fuel lines and their connections

– Check delivery rate of fuel pump ⇒ page 49

Check fuel system for leaks.

9.5 Checking delivery rate of fuel pumps

• Battery voltage at least 12.5 Volt.

• Fuel tank at least 1 /2 full.

♦ To reduce the pressure in the fuel system, wrap a clean cloth around the connection and carefully loosen the con‐ nection.

– Release hose clip and detach fuel supply line -arrow- from high-pressure pump.

– Hold fuel supply line -1- into a measuring container -2-.

– Press “Start” key: The fuel pump will start running.

– Let fuel pump run for 15 seconds and exit activation function.

• Specification in 15 seconds: at least 600 ml

If minimum delivery rate is not reached, check for the following causes:

♦ Fuel pump was not running for 15 seconds

♦ Fuel lines have been crushed

♦ Fuel pumps defective: Checking ⇒ Rep Gr 20

Check fuel system for leaks.

9.6 Removing and installing fuel pressure regulating valve -N276-

The fuel pressure regulating valve -N276- -2- is located in the fuel rail It maintains a constant pressure in the fuel rail and the injector pipes (high-pressure fuel circuit).

In a high-pressure fuel system, excessive pressure triggers the regulating valve to open, enabling excess fuel to return from the fuel rail to the fuel tank through a return line.

When the pressure in the high-pressure fuel circuit drops below optimal levels, the fuel pressure regulating valve (N276) activates, effectively sealing the high-pressure section from the low-pressure section of the system.

Fuel pressure regulating valve -N276- must always be renewed after it has been removed.

♦ Always observe rules for cleanliness and instructions for working on fuel system ⇒ page 2

– Before removal, clean area around thread for fuel pressure regulating valve -N276- using commercial cleaning solution or similar (no dirt must enter opening in fuel rail).

Clean carefully; cleaning solution must not enter the electrical connector.

– Dry off fuel pressure regulating valve -N276-

– Slacken union nut (counterhold at hexagon flats on housing).

Then unscrew and remove by hand.

– Extract dirt from opening in fuel rail (thread and sealing sur‐ face) using a vacuum cleaner Do not use metal tools, etc.

– Seal off open fuel rail connections with clean plugs.

• Tightening torque ⇒ “8.1 Injectors - exploded view”, page 31

♦ The fuel pressure regulating valve -N276- has a deformable sealing lip and no separate seal; it can therefore be used only once.

♦ Check that sealing surfaces (deformable sealing lip) and threads on new fuel pressure regulating valve -N276- are not damaged.

♦ Check sealing surface at opening in fuel rail.

♦ The beginning of the thread and the deformable sealing lip of the fuel pressure regulating valve -N276- must be coated with diesel fuel.

– Screw on union nut by hand.

– Align new regulating valve so that connecting wire is free of tension after connector is attached.

– Hold regulating valve in this position by holding hexagon flats on housing of regulating valve with open-end spanner or pliers

(water pump pliers or similar).

– Use suitable torque wrench with an open-end spanner insert

(30 mm) to tighten union nut.

– After installation, run engine at moderate speed for several minutes and then switch off.

After renewing high-pressure pump and/or fuel pressure regulat‐ ing valve -N276- , adaption must be performed (The procedure is described under Guided Functions.)

9.7 Removing and installing fuel pressure sender -G247-

The fuel pressure sender -G247- is situated in the fuel rail, where it constantly monitors the fuel pressure within the high-pressure system It sends a corresponding voltage signal to the engine control unit -J623-.

– Before removal, clean area around thread for fuel pressure sender using commercial cleaning solution etc (no dirt must enter opening).

Clean carefully; cleaning solution must not enter the electrical connector.

– Dry off fuel pressure sender -G247-

– Unplug electrical connector -B- at fuel pressure sender -

– Extract dirt from opening in fuel rail (thread and sealing sur‐ face) using a vacuum cleaner Do not use metal tools, etc.

– Seal off opening in fuel rail with a plug.

♦ The fuel pressure sender -G247- does not have a seal; in‐ stead, it has a deformable sealing lip.

Ensure that the sealing surfaces and threads on the fuel pressure sender -G247- are undamaged If the inspection confirms that the fuel pressure sender -G247- is in good condition, it can be reused.

♦ Also check sealing surface at opening in fuel rail.

♦ The beginning of the thread and the deformable sealing lip of the fuel pressure regulating valve -N276- must be coated with diesel fuel.

– Screw in fuel pressure sender -G247- by hand.

– Then tighten fuel pressure sender -G247- to specified torque.

– After installing fuel pressure sender -G247- , leave engine running at moderate speed for a few minutes when bleeding fuel system and then switch off again.

The fuel system is “self-bleeding”; do NOT open the high-pres‐ sure connections.

– Interrogate event memory and erase it if necessary.

– Carefully check the entire fuel system for leaks.

– Renew affected component if leakage still occurs after tight‐ ening to correct torque.

Air in the fuel system can cause the engine to enter backup or 'emergency running' mode during a road test To address this, turn off the engine and clear the event memory before resuming the road test.

– After road test, interrogate event memory again.

9.8 Removing and installing fuel rail

– Unplug electrical connector -arrow- at fuel pressure regulating valve -N276-

– Unplug electrical connector -B- at fuel pressure sender -

– Disconnect vacuum hose -A- from cylinder head cover.

– Release hose clip -arrow- and detach fuel return hose from fuel rail.

– Release retaining clips -arrows- at wiring harness and detach electrical connectors from glow plugs.

– Disconnect wiring guide from fuel rail and move clear to one side.

– Loosen union nuts on the 4 high-pressure pipes -1-.

– After removal, lay high-pressure pipes on a clean cloth.

– Unscrew both bolts -arrows- and remove fuel rail.

– Install high-pressure pipes so they are free of tension

10 Lambda probe and exhaust gas tem‐ perature senders

Lambda probe and exhaust gas temperature senders - exploded view

Removing and installing Lambda probe G39 with Lambda probe heater Z19

Removing and installing pressure differential sender G505

10.1 Lambda probe and exhaust gas temperature senders - exploded view

❑ Removing and installing ⇒ Rep Gr 26

10.2 Removing and installing Lambda probe

♦ Lambda probe open ring spanner set -3337-

– Unplug electrical connector -2- for Lambda probe -G39- and move electrical wiring clear.

– Unscrew Lambda probe -G39- -1- using tool from Lambda probe open ring spanner set -3337-

⇒ “10.1 Lambda probe and exhaust gas temperature senders

♦ Threads of new Lambda probes are already coated with as‐ sembly paste; the paste must not get into the slots on the probe body.

When greasing a used Lambda probe, apply high-temperature paste solely to the thread, ensuring that the paste does not enter the slots on the probe body For suitable high-temperature paste options, consult the Electronic Parts Catalogue.

♦ When installing, the Lambda probe wiring must always be re‐ attached at the same locations to prevent it from coming into contact with the exhaust pipe.

10.3 Removing and installing pressure differ‐ ential sender -G505-

The pressure differential sender -G505- detects the amount of deposits in the particulate filter.

– Remove bolt -2- and detach pressure differential sender -

– Detach retaining clips from both hoses.

– Before disconnecting, spray the hoses for the pressure differ‐ ential sender -G505- with suitable release agent.

– Carefully disconnect the hoses from their connections (take care to keep the hoses straight: the connections on pressure sensor can break off easily).

⇒ “10.1 Lambda probe and exhaust gas temperature senders

Before installation, ensure to clear the control pipes leading from the pressure differential sender -G505- to the particulate filter using compressed air, as these pipes may become blocked or freeze due to condensation.

♦ Make sure that hoses are securely fitted and seal properly.

♦ If pressure pipes are detached from particulate filter, tighten pressure pipe connections ⇒ Rep Gr 26

♦ Secure the heat insulation sleeve in the original position when installing.

Adaption must be performed after renewing pressure differential sender -G505- and/or particulate filter (The procedure is descri‐ bed under Guided Functions.)

Wiring and component check with test box V.A.G 1598/42

Removing and installing engine control unit J623

11.1 Wiring and component check with test box -V.A.G 1598/42-

♦ The test box has 105 sockets The connecting cable can be disconnected from the test box This means that only the cable

(and not the test box) has to be purchased for future engine control units with different types of connectors.

♦ The smaller of the two connectors on the engine control unit has the contacts 1 to 60 The larger of the two connectors has the contacts 1 to 94.

♦ To carry out tests on the 60-pin wiring harness connector, the adapter cable -V.A.G 1598/39-1- is connected to connector

-A- on the test box For components connected to 60-pin wiring harness connector ⇒ Current flow diagrams, Electrical fault finding and Fitting locations.

To test the 94-pin wiring harness connector, connect the adapter cable V.A.G 1598/39-2 to connectors A and B on the test box This procedure is essential for analyzing components linked to the 94-pin connector, including current flow diagrams, electrical fault finding, and fitting locations.

The V.A.G 1598/42 test box is engineered for simultaneous connection to both the engine control unit's wiring harness and the control unit itself.

♦ The advantage of this is that the electronic engine control sys‐ tem remains fully functional when the test box is connected

(for example, for measuring signals when the engine is run‐ ning).

♦ The relevant test procedure will state whether it is necessary to also connect the engine control unit to the test box.

The engine control unit has to be removed before connectors can be unplugged from engine control unit ⇒ page 62

To prevent damage to the electronic components, select ap‐ propriate measuring range before connecting the measuring cables and observe the test requirements.

– Connect the test box -V.A.G 1598/42- to wiring harness with adapter cable -V.A.G 1598/39-1- or adapter cable -V.A.G

To conduct the tests, connect the earth clip of the test box to the negative terminal of the battery Follow the specific instructions for each test to determine if the engine control unit must also be linked to the test box.

– Carry out test as described in appropriate repair procedures.

Installation is performed in the reverse sequence.

Perform the following after reconnecting engine control unit:

– Interrogate event memory and erase if necessary.

11.2 Removing and installing engine control unit -J623-

♦ Hot air blower -VAS 1978/14A- -item 1- with nozzle attachment

-2- from wiring harness repair set -VAS 1978 B-

♦ Small vice-grip pliers -3- (commercially available)

♦ Not every engine control unit is bolted to a protective housing.

Whether a protective housing is fitted depends on the engine/ gearbox combination.

♦ The engine control unit -1- is bolted to the protective housing

-5- To make it more difficult to unscrew the shear bolts -4- for locking plate -2-, their threads have been coated with locking fluid.

Before unplugging the connectors from the engine control unit, such as for connecting a test box or replacing the unit, it is essential to remove the protective housing.

– Before removing the engine control unit -J623- , the adaption values of the injectors and the ash deposit mass must be read out Use vehicle diagnostic tester to do so.

– Store adaption values as electronic file.

– Switch off ignition and remove ignition key after storing elec‐ tronic file containing adaption values.

If the adaptation values of the injectors from a faulty engine control unit are unreadable, they must be manually entered into the new engine control unit, followed by the necessary adaptation procedure.

– Loosen hexagon nuts -arrows- several turns.

– Loosen wiper arms from wiper shafts by tilting slightly.

– Completely remove hexagon nuts and detach wiper arms from wiper shafts.

If necessary, use puller -T10369- or a commercially available puller to remove wiper arms.

Risk of damage to plenum chamber cover.

♦ Apply a small amount of soap solution to transition be‐ tween windscreen and plenum chamber cover.

– Starting at edge of windscreen, carefully pull plenum chamber cover -2- vertically upwards off retainer at windscreen

– Move clear engine wiring harness at rear of plenum chamber partition panel.

– Release clip -arrow- and remove engine control unit -J623-

To safely unscrew the two shear bolts that are not attached to the engine control unit, it's essential to first heat the threads with a hot air blower, as they are secured with locking fluid.

The threads of the two shear bolts in the engine control unit lack locking fluid, and it is important to avoid applying heat to the threads in the control unit housing, as this is unnecessary and could lead to overheating of the control unit.

Select settings on hot air blower as shown in illustration, i.e set temperature potentiometer -2- to maximum heat output and two- stage air flow switch -3- to position 3.

Heating the thread of the locking plate also heats up the shear bolts and parts of the metal housing Take care to avoid burns.

It is also important to ensure that only the thread is heated and none of the surrounding components if at all possible These should be covered if necessary.

Switch on the hot air blower and heat the bolt for approximately

– Unscrew shear bolts using suitable vice-grip pliers (see arrow in illustration).

– The two shear bolts screwed into the engine control unit do not need to be heated They can be removed without heating.

– Detach protective housing from control unit connectors.

– Unscrew both securing bolts from engine control unit -J623-

– Release multi-pin connectors -1- -arrow- and disconnect.

Installation is performed in the reverse sequence.

– After installation, the protective housing must be re-fitted on the engine control unit -J623-

– Clean threaded holes for shear bolts to remove any residue from locking fluid This can be done using a thread tap.

– Always use new shear bolts.

The procedure required after connecting the new engine control unit is described in the Guided Fault Finding or Guided Functions.

Use vehicle diagnostic tester to do so.

After renewing the engine control unit -J623-, it is essential to readjust the injector delivery calibration and injector voltage calibration These calibrations significantly impact engine power and exhaust emissions.

– On vehicles with particulate filter the current mileage (km) reading must be stored in the engine control unit via an adap‐ tion procedure.

– Install wiper arms ⇒ Electrical system; Rep Gr 92

Automatic glow period control unit -J179- is located in relay and fuse holder in electronics box in plenum chamber.

1 - Automatic glow period control unit -J179-

The glow plug system is activated via the automatic glow period control unit -J179- The automatic glow period control unit -J179- is capable of self-diagnosis.

A fault is stored in the engine control unit if a fault occurs in the glow plug system.

The procedure for checking the glow plug system is described in the “Guided Fault Finding”.

For faster starting, the vehicle is equipped with electronically con‐ trolled glow plugs and a separate glow period control unit.

Each glow plug is activated and diagnosed separately.

Removing and installing glow plugs

♦ Make sure that no wire connection is damaged when un‐ plugging the glow plug connectors; otherwise the entire wiring harness must be renewed.

♦ When unplugging the glow plug connectors, do not com‐ press the pliers -3314- with too much force so that the support sleeve is not damaged.

– Release retaining clips -arrows- at wiring harness and detach electrical connectors from glow plugs.

– Apply groove -arrow A- of pliers -3314- to collar of support sleeve -arrow B- and pull glow plug connectors off glow plugs.

– Clean glow plug openings in cylinder head; make sure no dirt gets into cylinder.

♦ Use a vacuum cleaner to remove coarse dirt.

♦ Spray brake cleaner or suitable cleaning agent into glow plug openings, let it work in briefly, and blow out with compressed air.

♦ Then clean the glow plug openings using a cloth moistened with oil.

– To slacken the glow plugs use special tool U/J extension and socket, 10 mm -3220-

• Tightening torque ⇒ “2 Overview of fitting locations”, page 5

– Fit glow plug connectors -1- back onto glow plugs -arrow-.

Check that glow plug connectors are securely seated.

Removing and installing automatic glow period control unit J179

– Slide the two clips in the direction of the -arrows- and remove cover from electronics box in engine compartment.

– Pull automatic glow period control unit -J179- -arrow- out of relay carrier below electronics box in engine compartment.

Removing and installing Hall sender G40

– Remove toothed belt ⇒ Rep Gr 15

– Unplug electrical connector -arrow- from Hall sender -G40- and detach connector from retainer.

– Using a screwdriver, remove projections and take out cover for repair opening -arrows-.

– Take Hall sender -G40- off cylinder head and guide its con‐ nector through repair opening in toothed belt cover.

• Tightening torque ⇒ “2 Overview of fitting locations”, page 5

– Seal repair opening in toothed belt cover with rubber plug; for rubber plug refer to ⇒ Electronic parts catalogue

– Fit toothed belt and adjust valve timing ⇒ Rep Gr 15

Removing and installing engine speed sender G28

Tiêu đề	TDI Injection And Glow Plug System
Trường học	Audi AG
Chuyên ngành	Automotive Engineering
Thể loại	Workshop Manual
Năm xuất bản	2010
Thành phố	Ingolstadt

Định dạng
Số trang	75
Dung lượng	4,33 MB
File đính kèm	Audi TT_Type_8J_MK2_Phun nhien lieu va bugi xong.zip (4 MB)