Warning: Separate characteristics are also given in the text of the Chapter and, if they are mandatory, are highlighted in bold.
Engine designation // Type // Start of production | |
Engine 1.6 | AEH // OHC
// 7/96 – |
Engine 1.8 | AGN
// DOHC // 6/96 – |
Engine 1.8T |
AGU // DOHC // 12/96 – 8/98 |
Engine 1.8 T | AQA, AJQ, APY // DOHC //
9/98 – |
Engine 1.9 TDI | AGR,
ALH // OHC // 6/96 – |
Engine 1.9 TDI |
AHF // OHC // 1/98 – |
Engine 1.9 TDI | ASZ // OHC // 5/00 – |
Cylinder displacement, see3 | |
Engine 1.6 | 1595 |
Engines 1.8 | 1781 |
1.9 TDI engines | 1896
|
Power, kW (hp) at rpm // Torque moment, N·m at rpm | |
AEH engines, |
74 (101) /5600 // 145/3800 |
Engine AGN | 92 (125) /6000 // 173/4100 |
Engine AGU, AQA | 110 (150) /5700
// 210/1750 |
AJQ engine | 132 (180) /5500
// 235/1950 |
APY engine | 154 (210) /5800
// 270/2100 |
Engine TDI AGR, ALH |
66 (90) /4000 // 210/1900 |
Engine TDI AHF | 81 (110) /4150 // 235/1900 |
TDI engine (ASZ) | 96 (130) /4000
// 310/1900 |
Compression ratio | |
Engines 1.6 | 10.2 |
Engine 1.8 | 10.3
|
Engine 1.8 | 10.3
|
1.9 TDI engines | 19.5
|
Compression pressure, bar | |
Petrol motors standard value (new) | |
1.6, 1.8T |
10–13 |
1.8 |
9–14 |
wear limit | |
1.6, 1.8 | 7.5 |
1.8T | 7.0 |
Diesel engines | |
standard meaning (new) | |
1.9 TDI | 25–31
|
wear limit | |
1.9 TDI | 19 |
Location/number cylinders // Number of valves per cylinder | |
Engines 1.6, 1.9 | row/4 // 2 |
Engines 1.8 | inline/4 // 5 |
Order cylinder work | 1–3–4–2 |
Cylinder diameter, mm | |
Nominal | |
Engines 1.6, 1.8 | 81.010
|
Engines 1.9 | 79.5
|
1st repair | +0.250
|
2nd repair | +0.500
|
Piston stroke, mm | |
Engines | 1.6 77.4 |
Engines | 1.8 86.4 |
Engines | 1.9 95.5 |
Pistons | |
Clearance in the cylinder | 0.03
|
wear limit | 0.06
|
Piston rings | |
Gap in the groove, mm | |
Compression | 0.02–0.07
|
Oil scraper | 0.02–0.06
|
wear limit | 0.12
|
Gap in the lock / wear limit, mm | |
Compression | 0.15–0.40/0.8 |
Oil scraper | 0.25–0.50/1.0 |
Three-component oil scraper | 1.0/1.3
|
Permissible minimum cylinder head height | |
Engines 1.6 l | 132.60 mm |
Engines 1.8 l | 139.25
mm |
Crankshaft | |
Indigenous bearings | |
Gap / wear limit, mm |
0.02–0.06/0.17 |
Maximum ovality, mm | 0.03 |
connecting rod bearings | |
Gap / wear limit, mm |
0.01–0.06/0.12 |
Axial play crankshaft / wear limit, mm | 0.07–0.17/0.25
|
valve clearances | Not
exhibited because applied hydraulic pushers |
System lubricants | Forced circulation
gear oil pump system |
Pressure in system, bar at idle | 1.0 (2.0
– 1.6 l) |
at 2000 rpm | 3.0
– 4.5 (2.0 diesel engine) |
Ignition pressure control lamp, below | 1.2 – 1.6 (2.0 diesel
engine) |
Engine oil | |
AUDI 500 00, AUDI 501 01, AUDI 502 00 AUDI 503 00 | |
Quantity oil with filter change | |
All engines |
4.5 l |
Difference between marks "max" And "min" on the dipstick | 1
liter |
Cooling system | circulation,
with water pump, thermostat, fan and plate-and-tube radiator
|
Coolant volume | |
1.6, 1.8 | 5.0 l |
Air filter | Dry,
with paper element |
Engine management system | |
AEH | Simos
2 |
AGN | Motronic
M3.8.5 |
AGU | Motronic
M3.8.3 |
AQA, AJQ | Motronic
ME7.5 |
APY | Motronic
|
Fuel | unleaded,
no worse than AI 95 (it is possible to use AI 91 with a slight reduction in power)
|
Tightening torques for threaded connections | |
Fastener tightening torques are also given in the text
and in some illustrations*. *Bold in text tightening torques must be strictly observed; efforts not in bold are only indicative | |
bolts cylinder heads | |
Engines 1.8 l |
AGN |
1st reception |
40 H m |
2nd reception |
60 H m |
3rd reception |
90° |
4th reception |
90° |
AEH, AGU, APY engines | |
1st reception | 40
H m |
2nd reception | 90°
|
3rd reception | 90°
|
Diesel engines AHF, AGR, ALH | |
1st appointment | 35 H m |
2nd reception | 60 H m |
3rd reception | 90° |
4th reception | 90° |
Tightening the cylinder head bolts on a warm engine when servicing or repairing not allowed. | |
Crankshaft main bearing cap bolts | |
Engines 1.6 l AEH | |
1st reception | 40 H m |
2nd reception | 90° |
Rest engines | |
1st appointment | 65
H m |
2nd reception | 90°
|
Bolts of covers of connecting rod bearings crankshaft shaft | |
All engines | |
1st appointment | 30 H m |
2nd reception | 90° |
Fastening engine | |
Engines 1.6, 1.8 l | |
Support engine to body | 40 Nm+90° |
Engine mount to body | 40
Hm+90° |
Oil drain plug | |
All except 1.8L turbodiesel (AGU) | 30
H m |
Turbo diesel 1.8 l (AGU) |
50 H m |
Engine/box mounts and pendulum lever | |
M6 | 10
N·m |
M8 | 20
N·m |
M10 | 45
N·m |
M12 | 65
N·m |
Threaded connections of engine mounts | |
Engine to holder | 60
N·m + 90° |
support to the box | 40
N·m + 90° |
Support to chassis | 20
N·m + 90° |
box to holder | |
1.8 l/125 l. | 40 Nm + 90° |
1.8 l / 150 hp, 1.6 l, 1.9 l TDI | 60 Nm +
90° |
Flywheel (drive disc - AT) |
60 Nm + 90° |
clutch basket to flywheel | 20 N·m (25 Nm AGU) |
crankshaft pulley | |
Gasoline engines | 90 Nm + 90° |
Diesel engines | 120 Nm + 90° |
camshaft gear | |
Petrol engines (except AGU) | 100 N·m |
AGU engines | 65 N·m
|
Diesel engines | 45
N·m |
Injection pump gear | 20
N·m + 90° |
Camshaft bed cover |
20 N·m (10 Nm AGU, AGN) |
Lid camshaft rockers | 10 N·m |
Intake pipe to cylinder head | |
Petrol engines | 10 N·m |
Diesel engines | 25 N·m |
High school graduation manifold to cylinder head | 25 N·m |
Spark plug | 30 N
m |
Spark plug | 30
N·m |
Lambda probe | 50
N·m |
Knock sensor | 20
N·m |
General information
For installation in a car, 4-cylinder engines of various types are used. The engines are water-cooled and are located across the engine compartment. The power unit is suspended at the top like a pendulum on two rubber-metal supports. The torque is taken up by the support located below. This engine mount ensures minimal transmission of vibrations to the body, which contributes to increased comfort.
The cylinder block is made of aluminum, the cylinders are pressed and made of gray cast iron. In some engines, the block is entirely made of cast iron. The cylinder head is bolted to the block. Cast aluminum head, steel valve seats, pressed. Valve guides are also made of steel. The oil pan is made of light alloy. The crankcase collects the motor oil needed to lubricate and cool the engine.
In gasoline engines, a fresh fuel-air mixture enters from one side of the cylinder head, and the combustion products exit from the opposite side of the head. This arrangement ensures rapid gas exchange through the intake and exhaust valves. In diesel engines, in order to save space, the intake manifold and exhaust manifold are located on the same side of the cylinder head.
1.6L petrol engine, 1.9L diesel engine: The camshaft located in the cylinder head is driven by a toothed belt from the crankshaft. The camshaft through hydraulic pushers drives the vertically hanging intake and exhaust valves. The diesel engine has direct injection, which is carried out through a high-pressure distribution fuel pump located on the side of the cylinder block (injection pump) distribution type. The pump is driven by a toothed belt.
Engine 1.8 l: The engine has 3 intake and 2 exhaust valves. The intake valves are driven by one camshaft, the exhaust by another shaft. The exhaust camshaft is driven by the crankshaft via a toothed belt. To drive the intake camshaft, it is connected by a chain to the exhaust camshaft. The multi-valve design provides better filling of the cylinders and more efficient gas exchange, which in turn contributes to a more efficient use of the energy of the fuel-air mixture. In engines of 1.8 l with a power of 92 and 154 kW, electro-hydraulic adjustment of the camshafts is used. In this case, the position of the intake camshaft relative to the exhaust valve shaft is adjusted depending on the engine speed. Engines 1.8 l with a capacity of 110, 132 and 154 kW are turbocharged.
All engines: Hydraulic pushers provide automatic maintenance of a constant valve clearance, which eliminates the need for adjustment during maintenance.
The engines are lubricated by an oil pump located in the crankcase. The oil pump is driven by a chain from the crankshaft. Oil is pumped from the crankcase through channels to the bearings of the crankshaft and camshaft, as well as to the working surfaces of the cylinders.
The coolant pump is located on the side of the cylinder block and is driven by the timing belt. Please note that the cooling system must be filled year round with a mixture of antifreeze and anti-corrosion agent and water with a low lime content. The ribbed V-belt drives accessories such as the alternator, power steering pump and, if equipped, the air conditioning compressor.
The maintenance-free engine control system is used to prepare and ignite the fuel-air mixture. Adjustment of ignition timing or idle speed is not required as part of maintenance. It is only necessary to regularly change the candles and the air filter element. For a diesel engine, replace the fuel filter as part of the maintenance.
Warning: The radiator fan may come on when the engine is not running and the ignition is off. This can happen repeatedly due to the presence of thermal zones in the engine compartment. Therefore, when working in the engine compartment with a warm engine, it is necessary to keep in mind the possibility of unexpected activation of the fan. Remedy: Disconnect the fan motor connector.
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