1.9 l SDI 50 kW 1.

9 l TDI 81 kW

SP22-23

Two new diesel engines from the proven group engine series
supplement the range of engines available from SKODA.

This publication will help you to become familiar with the new technical
details of these engines, the operation and design of the new
components and their most important features.

Function components with are identical to those of the other familiar

engines, can be found in SSP 16/1.9-ltr. 66 kW TDI engine.

2
 Contents

Part I - 1.9-ltr. 50 kW SDI Engine

Technical Data 4
Engine Characteristics 5
Diesel Control Flap 6
Exhaust Gas Recirculation Valve 8

Part II - 1.9-ltr. 81 kW TDI Engine

Technical Data 9
Engine Characteristics 10
Intake Manifold Flap 11
System Overview 12
Turbocharger 14
Actuators 19
Self-Diagnosis 21
Function Diagram 22
Two-Mass Flywheel 23
Oil Filter 26

Service Service Service Service Service Service

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OCTAVIA OCTAVIA OCTAVIA OCTAVIA OCTAVIA

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You can find information regarding inspection

and maintenance, setting and repair instructions
in the Workshop Manual.

3
Technical Data

Part I - 1.9-ltr. 50 kW SDI engine

SP22-6

Engine code: AGP Technical highlights:

Engine type: 4-cylinder in-line engine
Displacement: 1896 cm3 – Two-stage exhaust gas recirculation valve.
Bore: 79.5 mm
Stroke: 95.5 mm – Electrically controlled intake manifold flap
Compression ratio: 19.5 : 1 (diesel control flap).
Mixture formation: Distributor injection
pump, direct injection – Preset injection pump with variable toothed
Firing order: 1-3-4-2 belt sprocket.
Fuel: Diesel, min. 45 CN
Emission control: Exhaust gas recirculation – The engine can also be operated with biodie-
and oxidation catalytic sel (VOME - vegetable oil methyl ester).
converter
Power output: 50 kW (68 HP) – Upright oil filter with replaceable filter cartridge
at 4200 rpm (similar to 1.9-ltr. TDI).
Torque: 130 Nm
at 2000 - 2600 rpm

4
 Engine Characteristics

70

60

50 140

40 130

M (Nm)
P (kW)

30 120

20 110

10

0
0 1000 2000 3000 4000 5000
SP22-5
P = Power n (1/min)

M = Torque
n = Engine speed

In what ways does the 1.9-ltr. SDI differ from
the 1.9-ltr. TDI?
While the engine employs the same fuel injection
method - direct injection - it operates without a
turbocharger and without intercooler.
Engine timing and fuel injection have been modi-
fied in order to achieve the performance parame-
ters while maintaining the exhaust limits:
– The injectors (5-hole injectors) feature smaller
injection holes which permit a reduction of
about 5 % in flow.
– The diesel direct injection system control unit
is matched to the parameters of the naturally-
aspirated diesel.
– Intake manifold and exhaust manifold are
new.

– New camshaft offers greater overlap of valve
opening times.
– Valves with 7 mm stem diameter.
– Flat design of piston bowl.
– Injection pump operates at higher injection
pressure.
– An additional flap (diesel control flap) in the
intake manifold modifies the pressure ratios of
the inducted air in the part load range in order
to create balanced pressure ratios for the
exhaust gas recirculation.
– The exhaust gas recirculation (EGR) valve is
integrated in the intake manifold.
It operates in two stages. The opening is map-
controlled.

5
Diesel Control Flap

Exhaust gas recirculation is the most effective
measure at present for reducing the oxides of
nitrogen (NOx) in the exhaust. The recirculation
rates have to be very exactly metered to ensure
that an adequate level of oxygen nevertheless
remains for combusting the fuel injected.
Excessively high rates of exhaust gas recircula-
tion allow an increase in the emissions of soot,
carbon monoxide and hydrocarbon as a result of
the air deficiency.
The difference between inlet pressure and
exhaust pressure on diesel engines not fitted with
a turbocharger, is relatively slight.
Consequently, it is a complicated exercise to spe-
cifically feed exhaust gas into the inducted air
when the engine is operating at part load,
although this is essential, particularly at part load,
in order to reduce the oxides of nitrogen.
That is why the inducted air in the intake manifold
is controlled at certain engine speeds in order to
match the inlet pressure to the conditions of the
exhaust pressure and to thus achieve thorough
intermixing of exhaust gas and fresh air.
A two-stage exhaust gas recirculation valve is
used to set the exhaust recirculation rates as they
are required in the lower engine speed operating
range.

New!

G70

G72
Diesel control flap
(intake manifold flap)

AGR V60

VP
N18

G28
J248

SP22-7

RGE = Exhaust gas recirculation valve J248 = Diesel direct injection system control unit
G28 = Engine speed sensor N18 = EGR valve
G70 = Air mass meter V60 = Intake manifold flap motor
G72 = Intake manifold temperature sender VP = Vacuum pump

6
Diesel control flap
Function
J 248
The intake manifold is partially sealed off by a flap
in order to adapt the inlet pressure to the exhaust
pressure when the engine is operating at part Intake manifold flap motor
load. V60

For this purpose, the diesel direct injection sys-

tem control unit processes the information on

Engine speed
Coolant temperature
Air mass flow

The diesel control flap in the intake manifold is

operated by the intake manifold flap motor V60,
the rotation angle being calculated by the control
unit in line with the input information.

The diesel control flap is

– fully open from an inducted air flow of

16 mg/stroke SP22-15

– open map-controlled (in line with engine load

and speed) up to an inducted air quantity of Diesel control flap
16 mg/stroke

– fully open from 2800 l/min (pressure ratios

above this range do not present any problem)

– fully open for cold start

– fully open when engine switched off.

The two-stage exhaust gas recirculation valve is

operated for this purpose in line with engine load
and speed ratios.

Substitute function Self-diagnosis

In the event of a fault, the control is deactivated.
The control flap is open. This is not noticeable
when driving.
A possible effect is that no exhaust gases are
recirculated.
Failure of the intake manifold flap motor V60 is
stored in the fault memory.
The on/off ratio can be read in the function "08",
Reading measured value block.

7
Exhaust Gas Recirculation Valve

The two-stage exhaust

New!
gas recirculation valve Vacuum connection

Function Secondary spring

Main spring B
The exact adaptation of the exhaust gas recircu-
lation rate to the particular driving state is calcu-
lated by the diesel direct injection system control
unit. A

The exhaust gas recirculation valve operates

pneumatically with vacuum in 2 stages. Diaphragm

The control pressure is set by the EGR valve

N18, which is actuated directly by the control unit. To intake manifold
It is a pulsed valve, in terms of its task an electro- B
A
pneumatic converter, which converts electric sig-
nals into mechanical movements. Plunger with
SP22-14
valve disc
From exhaust manifold
A = 1st stage stroke B = 2nd stage stroke

The control
Stroke s of EGR valve as a function of control
The control pressure p is pulsed and the stroke s pressure p
of the valve determined according to a map as a 8
function of engine load and speed.
7

Consequently, depending on the cross-section of 6

the opening, more or less exhaust gas can flow to 5
s mm

the intake manifold, this being particularly neces- 4

sary in the lower engine load range. 3
2
The EGR valve in this case is always controlled in
combination with the diesel control flap. 1
0
In the part load range, the EGR valve is either - 20 - 30 - 40 - 50 - 60
p MPa
fully or half open while it is closed at full throttle.
SP22-18

Substitute function Map for controlling the EGR valve

In the event of a fault, exhaust gas recirculation is

interrupted.
Load

EGR valve closed

EGR valve half open
Engine speed
EGR valve fully open
SP22-24
8
 Technical Data

Part II - 1.9-ltr. 81 kW TDI engine

SSP 200/051

Engine code: AHF Technical highlights:

Engine type: 4-cylinder in-line engine
Displacement: 1896 cm3 – Engine is based on the power plant concept of
Bore: 79.5 mm the 66 kW TDI engine.
Stroke: 95.5 mm
Compression ratio: 19.5 : 1 – Charging employs a turbocharger without
Mixture formation: Direct injection with bypass with variable turbine geometry (varia-
electronically controlled ble guide vanes), which has a considerable
distributor injection pump impact on the power boost.
Firing order: 1-3-4-2
Fuel: Diesel, min. 45 CN – The swirl level of the combustion chamber
Emission control: Exhaust gas recirculation and the geometry of the piston bowl are the
and oxidation catalytic same as the basic engine. The hole diameter
converter of the five-hole injector has been enlarged to
Power output: 81 kW (110 HP)/ 205 µm.
at 4150 rpm
Torque: 235 Nm at 1900 rpm – The engine can also be operated with biodie-
sel (VOME - vegetable oil methyl ester).

9
Engine Characteristics
90

80

70 250

60 225

50 200
P (kW)

M (Nm)
40 175

30 150

20 125

10
0 1000 2000 3000 4000 5000
n (1/min)
SP22-4
P = Power
M = Torque
n = Engine speed

– The electronic diesel injection control unit per-
forms the task of controlling the quantity of
fuel of injection and start of injection, boost
pressure, exhaust gas recirculation, glow
period and electronic auxiliary heater. The
system features the Bosch MSA 15 control
unit.
– The engine has a two-mass flywheel for
reducing the interior noise in the car.
– The dimension of the oil cooler has been
enlarged in order to have the coolest possible
oil available for the spray cooling of the pis-
tons and for the turbocharger.
– A three-stage electric auxiliary heater is avail-
able for certain export countries, which cuts in
as a function of outside temperature and
engine temperature in order to provide the
necessary heating capacity in the car.

– A flywheel damper which balances rotational
imbalances of the crankshaft, is integrated in
the face end of the belt pulley.
– A flap in the intake manifold prevents any
engine bucking when it is switched off.
– The upright oil filter with replaceable filter car-
tridge is mounted directly in the oil cooler.
– The radiator fan can be actuated by the
engine control unit after switching off the
engine if this is necessary because of high
temperatures in the engine compartment.
High engine temperatures are limited, particu-
larly in the area of the turbocharger, in order
to prevent any carbon deposits in the oil-con-
veying parts of the turbocharger.

10
 Intake Manifold Flap

The 1.9-ltr. TDI engine has a flap integrated in the

intake manifold. New!

Task

Diesel engines operate with a high compression

ratio.

When the engine is switched off, bucking motions

are produced as a result of the high compression
pressure of the inducted air.

The air supply is interrupted by the intake mani-

fold flap as soon as the engine is switched off.
Only a small quantity of air is compressed, and
the engine comes to a smooth stop. SP22-8

Function

There are only two positions for the intake mani-
fold flap: "OPEN" and "CLOSED".
In the "OPEN" position, the atmospheric pressure
acts on the diaphragm in the vacuum unit.
If the engine is switched off, a pulse is supplied to
the engine control unit by the ignition/starter lock.
In response to this, the engine control unit ener-
gizes the intake manifold flap switchover valve
N239.
This switches vacuum to the diaphragm in the
vacuum unit. The vacuum unit closes the intake
manifold flap mechanically.
The intake manifold flap remains closed for about
3 seconds and then opens again.

Intake manifold flap

Vacuum unit

Inducted air
Vacuum supply
from vacuum pump

N239

J248

Atmospheric pressure
SP22-9

11
System Overview

System overview of electronic control of the 1.9-ltr. 81 kW TDI engine

The microprocessor-assisted engine manage- New or additional components in the 81 kW TDI

ment system is specifically matched to the engine compared to the 66 kW TDI version are
requirements of the variable turbocharger. The shown within a coloured frame.
Bosch MSA 15 control unit performs control of the
quantity of fuel injected as well as start of injec-
tion, boost pressure, exhaust gas recirculation,
glow period and the electric auxiliary heater.

Sensors

Needle lift sender G80

Engine speed sender G28

<
40
F/M
T-G
> PB G
UR
RB ANY
PIE GERM .01 OW
21 FL
82
7 .1

S
US
HFL
RC

Air mass meter G70 DU

07
4 90
6 46
1

Coolant temperature sender G62

Intake manifold temperature sender G72

+ Intake manifold pressure sender G71

Brake light/brake pedal switch F/F47

Clutch pedal switch F36

Accelerator pedal position sender G79

+ Idling speed switch F60
+ Kickdown switch F8
Diagnostic plug
connection

Modulating piston movement sender G149

Fuel temperature sender G81

Additional signals . Air conditioning

. DF terminal

12
 Note:
The operation of the sensors
and actuators which are identical
to the 1.9-ltr. 66 kW TDI engine,
is described in SSP 16!

Actuators

Diesel direct injection system Glow plugs (engine) Q6

relay J322 Glow plug relay J52
Heater elements (coolant) Q7*
Low heating output relay J359

Heater elements (coolant) Q7*

High heating output relay J360
Diesel direct
injection system
control unit J248
with altitude sender Intake manifold flap switchover valve
F96 N239

EGR valve N18

Boost pressure control solenoid valve

N75

Glow period warning lamp K29

and fault display

Quantity adjuster N146

Fuel cut-off valve N109

Commencement of injection valve

N108

Additional signals

* only for certain export .

SP22-10 Engine speed signal
versions . Fuel consumption signal
. Air conditioning
13
Turbocharger

System overview of boost pressure control

F96

J248

Inducted air
G71 + G72

G70
Intercooler

Boost air
Non-return valve
Compressor
N75

U
VP

Vacuum unit
Guide vane

Turbine wheel

SP22-1
In place of the bypass, the turbocharger operates U = Vacuum reservoir
with variable vanes in the turbine. VP = Vacuum pump

These are used to influence the exhaust flow to Refer to the system overview of the electronic control of
the turbine wheel. the TDI engine for the abbreviated designation of the
sensors and actuators.
The vanes are moved by means of a vacuum unit.

14
The design of the turbocharger with
New!
variable turbine geometry
In contrast to the turbocharger with bypass, the
compression required is achieved not in the
upper engine speed range, but over the entire
range.

Lube oil feed

Housing of
turbocharger Adjusting ring

Variable vane
Compressor wheel

Exhaust outlet
Intake air

Vacuum unit for

positioning of vanes
Turbine wheel

Exhaust flow from engine

SP22-2

Highlights

– Turbocharger and exhaust manifold are a sin- – The turbocharger is lubricated by its own oil
gle part. supply.

– Variable vanes positioned in the shape of a – The vacuum unit moves a rotating adjusting
ring, influence the direction and cross-section ring by means of a linkage. This ring passes
of the flow of the turbine. on the adjustment movement to the vanes.

– The full exhaust flow is always directed over

the turbine wheel.

15
Turbocharger
The principle of boost pressure
control
Applied physics

A gas flows through a constricted pipe more rap-

idly than through a pipe without any constriction.
This assumes that the same pressure exists in
both pipes.

This fundamental physical principle is exploited in

a turbocharger with a constant output.

SP22-29

Low engine speed and high boost pressure

desired

The cross-section of the turbocharger is con-

stricted upstream of the turbine wheel by means
of the variable vanes.
The exhaust gas flows more rapidly as a result of
the constricted cross-section and, in turn, the tur-
bine wheel is rotated more rapidly.

As a result of the high turbine speed, the boost

pressure required is also achieved even at a low
SP22-27
engine speed.
The exhaust backpressure is high.
Variable vane Turbine wheel A high engine power output is available in the low
engine speed range.

High engine speed, boost pressure must not

be exceeded, however

The cross-section of the turbocharger is matched

to the exhaust flow.
In contrast to the bypass, the entire exhaust flow
is passed through the turbine.

The variable vanes provide a greater inlet cross-

section for the exhaust gas in order to avoid
exceeding the boost pressure attained.

The exhaust backpressure drops.

SP22-28

Exhaust backpressure

Boost pressure

16
Altering the position of the vanes
New!

Adjusting ring

Guide plate

Supporting ring
Shaft

Variable vane

Control linkage

SP22-20
Guide plate of control
linkage
Connection to vacuum unit

The variable vanes are inserted into a supporting
ring together with their shafts.
The shafts of the variable vanes have a guide
plate on the rear which meshes into an adjusting
ring.
Consequently, the position of all the variable
vanes can be altered evenly and simultaneously
by means of the adjusting ring.
The adjusting ring is moved with the guide plate
of the control linkage by the vacuum unit.

17
Turbocharger
Flat position of variable vane
= =
Narrow inlet cross-section of exhaust
gas flow
SP22-30
SP22-27
The variable vanes are set to a narrow inlet
cross-section in order to achieve a rapid increas-
ing boost pressure at low engine speed and full
throttle.
The constriction of the cross-section causes the
exhaust gas flow to accelerate and thus boosts
the turbine speed.
Advantages from using variable turbine geometry
Reduced exhaust backpressure in the turbine in
the upper engine speed range and improved
output in lower engine speed range
= =
improved fuel economy
18
Steep position of variable vane
Large inlet cross-section of exhaust
gas flow
Direction of rotation of adjusting ring
SP22-31
SP22-28
The variable vanes are positioned at a steeper
angle as the quantity of exhaust gas increases or
to achieve a lower boost pressure.
The inlet cross-section is enlarged.
The boost pressure and output of the turbine thus
remain practically constant.
Note:
The maximum position of the variable
vanes and thus the largest inlet cross-
section is also at the same time the
emergency running position.
Optimal boost pressure and improved
combustion over the entire
engine speed range
reduced exhaust emission levels
 Actuators

The boost pressure control

solenoid valve N75

Operating principle

The boost pressure control solenoid valve N75 is

actuated by the diesel direct injection control unit.
By altering the signal pulses (on/off ratio) it is pos-
sible to set the vacuum in the vacuum unit by
means of which the position of the variable vanes
is altered mechanically.

The signals of the diesel direct injection system

control unit correspond to the boost pressure
map.
SP22-22

Effects in the event of failure of the valve

S234
The solenoid valve opens. 10A
Atmospheric pressure thus exists at the vacuum
unit.
This corresponds to the emergency running posi-
tion.
N75
Self-diagnosis

Self-diagnosis is carried out in the functions

02 Interrogating fault memory 15

03 Final control diagnosis J248
08 Reading measured value block.

Set and actual values can be read for the boost SP22-21

pressure in function 08. Correct operation of the

boost pressure control can be checked by com-
paring both values.

19
Actuators

Solenoid valve N75 and the vacuum unit -UD- for altering the position of
the variable vanes
Vacuum control for flat variable vanes The solenoid valve N75 is actuated constantly by
the diesel direct injection system control unit
J248.
The maximum vacuum acts on the vacuum unit
UD.
The variable vanes are set to a flat position.
N75
The maximum boost pressure is built up rapidly.

UD

SSP190/13

Vacuum control for steep variable vane The solenoid valve is de-energized.
position Atmospheric pressure acts on the vacuum unit.
The variable vanes are set to steep position.
This position is also the emergency running
position.

N75

UD

SSP190/14

Vacuum control for intermediate stages of the The engine has to produce the power corre-
variable vanes sponding to the driving conditions and the turbo-
charger has to supply the optimum boost
pressure in each situation.
The solenoid valve is actuated by the engine
control unit in line with the driving conditions.
It sets a vacuum level between atmospheric
N75
pressure and the maximum possible vacuum
which corresponds to a particular position of the
variable vanes for the respective engine speed
and load range.
The position of the variable vanes is thus conti-
nuously altered to the desired boost pressure as
UD a result of the continuous control process.

SSP190/15

20
 Self-Diagnosis

The diesel direct injection system control unit

J248 fitted to the 1.9-ltr. AHF engine features a
fault memory.

Faults at the sensors and actuators monitored are

1 2 3
stored in the fault memory with an indication of 7
4
8
5
9
6

the type of fault. C O Q HELP

V.A.G. 1552

Self-diagnosis can be conducted with the vehicle

system tester V.A.G 1552 or with the fault reader
V.A.G 1551.

Functions available

01 - Interrogating control unit version

02 - Interrogating fault memory SP17-29
03 - Final control diagnosis
04 - Basic setting
05 - Erasing fault memory
06 - Ending output
07 - Coding control unit
08 - Reading measured value block

The new sub-components as well as those

required for exhaust gas recirculation and boost
pressure control are covered in the self-diagnosis
as follows:

02 Interrogating fault memory

Intake manifold flap switchover valve N239
Vehicle voltage terminal 30
EGR valve N18
Boost pressure control solenoid valve N75

03 Final control diagnosis

EGR valve N18
Boost pressure control solenoid valve N75
08 Reading measured value block
Specified readouts for boost pressure control
Specified readouts for exhaust gas recircula-
tion
Note:
Please refer to the Workshop Manual
Diesel Direct Injection and
Glow Plug System - Engine AHF for
the exact procedure for self-diagnosis.

21
Function Diagram

The function diagram contains the new components for boost pressure
control and shows how they are integrated in the entire system of the
electronic diesel control.
The base version is identical with that of the 1.9-ltr. 66 kW TDI engine.

30 30
15 15
x x
31 31

A71
S234
10A
E30

N75 N239

J322
15 3
J248
33 25 13 39 40 69 67 71 1

G72 G71

G28

31 31
SP22-3
Components

G28 Engine speed sender Colour coding/Legend

G71 Intake manifold pressure sender = Input signal
G72 Intake air temperature sender
J248 Diesel direct injection system control unit = Output signal
J322 Diesel direct injection system relay = Battery positive
N75 Boost pressure control solenoid valve
N239 Intake manifold flap switchover valve = Earth

in out

22
 Two-Mass Flywheel

The two-mass flywheel

In reciprocating-piston engines, rotary oscillations
are produced at the crankshaft and flywheel as a
result of the irregularity of the combustion proc-
ess.
These oscillations are transmitted through the
clutch to the gearbox and drive train.
In the low engine speed range this manifests itself
in the form of vibrations and noises.
The two-mass flywheel prevents these rotary
oscillations being transmitted to the drive train
where they can produce resonance oscillations.
The operating principle consists in separating the
flywheel into two decoupled mass parts.
The primary flywheel mass is the one part and
forms part of the mass moment of inertia of
engine.
The other part, the secondary mass, increases
the mass moment of inertia of the gearbox.
The decoupled masses are connected flexibly to
each other by means of a spring/damping sys-
tem.
As the mass moment of inertia of the gearbox
components is increased as a result of this, these
components absorb oscillations only at signifi-
cantly lower engine speeds.
Excitations of the gearbox shaft which would
result in it oscillating are thus almost completely
absorbed by the system.
What is achieved is smooth running of all the
downstream components such as the secondary
flywheel mass, clutch, clutch plate, gearbox and
drive train.
On the other hand, the reduced primary mass
results in an increased rotational irregularity of
the crankshaft.
This situation is counteracted by means of meas-
ures at the belt drive. A vibration damper is inte-
grated into the belt pulley at the face end.

SP22-13 197/45
Insulation of oscillations

Vibration damper in belt Crank Primary flywheel mass of

pulley assembly two-mass flywheel

23
 Two-Mass Flywheel

Schematic representation of the two-mass flywheel

Engine and gearbox with conventional Expressed in simple terms:

flywheel and clutch design
A conventional flywheel cushions the vibrations of
the engine to a greater extent. The residual oscil-
lations, however, are transmitted fully to the gear-
box. This is particularly evident in the low engine
speed range as a result of vibrations and noises.

194/025

Engine Gearbox
+
Rotational irregularity (rpm)

0
Time

Vibration produced by engine

- SP22-25 Vibration absorbed by gearbox
Oscillation pattern of engine and gearbox at idling
speed

Engine and gearbox with two-mass flywheel
The two-mass flywheel produces slightly higher
engine vibrations. As a result of the spring/damp-
ing system and the increased mass moment of
inertia of the gearbox components, however, they
are scarcely transmitted to the gearbox. In addi-
tion to the greatly increased ride comfort, it is also
possible to achieve reduced wear and better fuel
economy at low engine speeds.

194/026

Engine Gearbox

+
Rotational irregularity (rpm)

0
Time

-
SP22-26
Oscillation pattern of engine and gearbox at idling
speed

24
The basic design in combination with clutch and clutch plate

Engine side Gearbox side

Grease packing Secondary flywheel mass

Primary flywheel mass Clutch

Diaphragm

Clutch plate

Spring/damper system

194/024

The primary flywheel mass consists of two
shaped sheet metal parts welded on the outside.
The spring assemblies of the spring/damping sys-
tem are located inside.
The primary side contains a grease packing
which is sealed to the atmosphere by means of a
diaphragm.
The secondary mass is mounted on the primary
flywheel mass by means of a grooved ball bear-
ing.
The torque is transmitted by the primary flywheel
mass through the spring assemblies to the sec-
ondary flywheel mass.
The clutch is bolted onto the secondary flywheel
mass.
Note:
The two-mass flywheel is an element
of the engine vibration system and
is matched to this!
A conventional flywheel-clutch combi-
nation can therefore not be installed
as a replacement.

25
 Oil Filter

The cleaning of the oil has a major impact on
engine life.
The change intervals as stated in the service
schedule (km limit or 1x a year) should be exactly
observed.
The diesel engines now feature an environmen-
tally-friendly design of oil filter which minimizes
the use of scarce resources and to also have as
little "problem waste" as possible when disposing
of the old oil.

New!
Cap

Oil filter housing

Engine connection

Connection for
oil pressure
switch Oil filter
cartridge

SP22-16 SP22-17

Oil cooler connection

The oil filter housing remains attached to the The oil filter cartridge is withdrawn upward after
engine during the entire engine life. removing the cap.

Only the oil filter cartridge is changed when The oil filter housing at the same time acts as the
changing the oil. carrier for the external oil cooler.

The cartridge consists of a newly developed high-
strength filter paper with optimised fineness. Solid
foreign bodies from the engine oil (combustion
residues, metal abrasion, dust) are trapped, the
engine oil is cleaned.
The oil cooler is located below the oil filter hous-
ing and is bolted to it.
The oil pressure switch (grey, 0.9 bar) is posi-
tioned in the oil filter housing, as before, at an
easily accessible point.

26