Get Power units Guide for Volkswagen Polo SUV Sixth Generation (2017-2021)

Power units

Engine and gearbox combinations

Petrol engines

1.0-l 48/55-kW

MPI engine

CHYC and CHYB

1.0-l 70-kW

TSI engine

CHZL

1.0-l 85-kW

TSI engine

CHZJ and DKJA

2.0-l 147-kW

TSI engine

CZPA

Gearbox

5-speed

manual gearbox

MQ200-5F*

0DF

Only CHZJ

6-speed

manual gearbox

MQ200-6F*

0AJ

Only DKJA

7-speed

dual clutch gearbox

DQ200-7F*

0CW

6-speed

dual clutch gearbox

DQ250-6F*

0D9

S571_081

*

5F = 5-speed front-wheel drive, 6F = 6-speed front-wheel drive, 7F = 7-speed front-wheel drive

16

Diesel engines

1.6-l 59-kW

TDI engine

DGTC

1.6-l 70-kW

TDI engine

DGTD

Gearbox

5-speed

manual gearbox

MQ250-5F*

0A4

7-speed

dual clutch gearbox

DQ200-7F*

0CW

S571_082

TGI engine (natural gas)

TGI engine

1.0-l 66-kW

TGI engine

DBYA

Gearbox

5-speed

manual gearbox

MQ200-5F*

0DF

S571_083

17

Power units

The 1.0-l 48-kW/55-kW MPI engines

The 1.0-l engines belong to the EA211 petrol engine product range. The engine mechanics are the same for both

power variants. The different outputs are achieved with the software.

Technical features

•

Intake manifold injection (SRE)

Camshafts driven via a toothed belt

Camshaft housing features a modular design

Cylinder head with integrated exhaust manifold

Coolant pump integrated into the thermostat

housing

•

Coolant pump driven by the exhaust camshaft via

a toothed belt

Inlet camshaft with variable valve timing

S571_017

You will find further information in Self-

study Programme no. 508 

“The 1.0 l 44/55 kW MPI Engine”.

Technical data

Torque and power diagram

[kW]

50

[Nm]

Engine code

Type

CHYC

CHYB

3-cylinder in-line engine

120

105

90

3

Displacement

Bore

999 cm

74.5 mm

76.4 mm

4

45

40

35

30

Stroke

Valves per cylinder

Compression ratio

Maximum output

10.5:1

75

60

48 kW at

5,100–

55 kW at

6,200 rpm

6,100 rpm

25

20

45

30

Maximum torque

Engine management

Fuel

95 Nm at 3,000–4,300 rpm

Bosch Motronic MED 17.5.20

Super unleaded with RON 95

Exhaust gas treatment

Three-way catalytic converter

with one step-type lambda

probe before and one after the

catalytic converter

15

1,000

3,000

5,000

[rpm]

Emission standard

EU6

S571_018

CHYC, 48 kW

CHYB, 55 kW

18

The 1.0-l 70-kW/85-kW TSI engines

The 1.0-l TSI engines also belong to the EA211 petrol engine product range. The engine mechanics are essentially

the same for the two output versions of the Polo described in this book. The different outputs are achieved with

the software.

Technical features

•

Direct petrol injection

Turbocharger with electric charge pressure

positioner

•

Camshafts driven via a toothed belt

Cylinder head with integrated exhaust manifold

Thermostat housing with integrated coolant pump

Coolant pump driven by the exhaust camshaft via a

toothed belt

•

Variable inlet valve timing (50°CS)

Variable exhaust valve timing (40°CS)

Vane-type oil pump with continuously variable oil

pressure control

High-pressure fuel pump with a maximum injection

pressure of up to 350 bar (DKJA)

S571_019

You will find further information in Self-

study Programme No. 539 

"The 1.0-l 3-cylinder TSI engine".

•

Friction-optimised pistons and piston rings (DKJA)

Technical data

Torque and power diagram

[kW]

80

[Nm]

Engine code

Type

CHZL

CHZJ/DKJA

3-cylinder in-line engine

3

200

180

160

140

120

100

80

Displacement

Bore

999 cm

74.5 mm

76.4 mm

4

70

60

Stroke

Valves per cylinder

Compression ratio

Maximum output

10.5:1

50

40

70 kW at

5,000–

5,500 rpm

85 kW at

5,000–

5,500 rpm

Maximum torque

175 Nm at

2,000–

3,500 rpm

200 Nm at

2,000–

3,500 rpm

30

20

10

Engine management

Fuel

Bosch Motronic MED 17.5.20

60

Super unleaded at RON 95

(normal unleaded at RON 91

with slight reduction in per-

formance)

[rpm]

1,000

3,000

5,000

S571_020

Exhaust gas treatment

Emission standard

Three-way catalytic

converter with one step-type

lambda probe before and one

after the catalytic converter

CHZL, 70 kW

CHZJ, 85 kW

EU6

19

Power units

The 2.0-l 147-kW TSI engine

The basic engine is based on the 2.0-l 132-kW TSI engine from the EA888 petrol engine product range. The

output of the TSI engine in the Polo has been increased by 15 kW by means of engine software management.

Technical features

•

Electronic valvelift system on intake side

Combustion process based on Miller cycle

Air mass meter G70

Dual injection system with TSI and SRE injectors

(combined direct injection and intake manifold

injection)

•

Three-part oil scraper ring

Engine control unit with four core processors

S571_023

You will find further information in Self-

study Programme no. 554 “The 2.0-l

132-kW TSI Engine”.

Technical data

Torque and power diagram

[Nm]

[kW]

Engine code

Type

CZPA

4-cylinder in-line engine

140

130

340

320

300

280

260

240

220

200

180

3

Displacement

Bore

1984 cm

82.5 mm

92.8 mm

Stroke

120

110

Valves per cylinder

Compression ratio

Maximum output

Maximum torque

Engine management

Fuel

4

11.6:1

147 kW at 4,400–6,000 rpm

320 Nm at 1,500–4,400 rpm

Bosch MG1

100

90

Super unleaded with RON 95

80

70

60

Exhaust gas treatment

Three-way catalytic converter,

one broadband lambda probe

upstream of the turbocharger

and one step-type lambda probe

downstream of the catalytic

converter

Emission standard

EU6

[rpm]

1,000

3,000

5,000

S571_024

20

The 1.0-l 66-kW TGI engine (natural gas)

The 1.0-l 66-kW TGI engine also belongs to the EA211 petrol engine product range. It is a bivalent natural gas

engine. The additional components for the natural gas drive are the only difference from the 1.0-l 70/85-kW TSI

engine.

Technical features

•

One engine control unit for natural gas and petrol

operation

Electronic gas pressure regulator with a

mechanical pressure reduction level

Optimised gas injection valves, allowing starting

at temperatures down to -10°C in natural gas

operation

•

Reinforced valve seat inserts, hard-faced inlet

valves, valve stem oil seals with a second sealing

lip, resulting in forced lubrication of the valve

stem in the valve guides

S571_021

You will find more information in Self-

Study Programme no. 528 “The Natural

Gas Drive in the Golf/Golf Estate TGI

BlueMotion”.

Technical data

Torque and power diagram

[Nm]

[kW]

Engine code

Type

DBYA

3-cylinder in-line engine

80

180

160

140

3

Displacement

Bore

999 cm

70

60

74.5 mm

76.4 mm

Stroke

Valves per cylinder

Compression ratio

Maximum output

Maximum torque

Engine management

Fuel

4

10.5:1

120

100

50

40

66 kW at 4,000–5,500 rpm

160 Nm at 1,800–3,800 rpm

Bosch Motronic MG1

80

60

40

30

20

10

Natural gas H

Natural gas L with reduced

range

Super unleaded at RON 95

Exhaust gas treatment

Emission standard

Three-way catalytic converter

with one step-type Lambda

probe upstream of the catalytic

converter and one downstream

1,000

3,000

5,000

[rpm]

S571_022

EU6

21

Power units

The 1.6-l 59-kW/70-kW TDI engines

The 1.6-l TDI engines belong to the EA288 diesel engine product range. The different output variants are created

by using modified engine software. All diesel engines are equipped with the selective catalytic reduction exhaust

gas treatment system (SCR system) and fulfil the EU6 emission standard.

Technical features

•

Thermal management using on-demand coolant

pump

•

Water-cooled charge air cooler

Two-stage oil pressure control

Dual-circuit exhaust gas recirculation consisting

of high-pressure and low-pressure exhaust gas

recirculation

•

Emission control module with oxidising catalytic

converter and diesel particulate filter

SCR exhaust gas treatment system

Common rail fuel injection with a maximum

injection pressure of 2,000 bar

S571_004

•

Technical data

Torque and power diagram

Nm

kW

Engine code

Type

DGTC

DGTD

4-cylinder in-line engine

330

290

250

80

70

60

3

Displacement

Bore

1,598 cm

79.5mm

80.5mm

4

Stroke

Valves per cylinder

Compression ratio

Maximum output

210

170

50

40

30

20

16.2:1

59 kW at 2,750 70 kW at 2,750

to 4,750 rpm to 4,500 rpm

130

90

Maximum torque

250 Nm at

1,500 to 2,250 1,500 to 2,500

rpm rpm

250 Nm at

Engine management

Fuel

Delphi DCM 6.2

50

10

Diesel compliant with EN590

Exhaust gas treatment

Dual-circuit exhaust gas recircu-

lation system, oxidising catalytic

converter, diesel particulate filter

and selective catalytic reduction

1,000

3,000

5,000 rpm

S571_006

Emission standard

EU6

DGTC, 59 kW

DGTD, 70 kW

You will find further information on the diesel engines in Self-study Programme no. 526 “The EA288

Diesel Engine Family with EU6 Compliance”.

22

The SCR system

The SCR system reduces nitrogen oxide emissions in the exhaust gas. A reducing agent quality sensor and a

second NOx sender allow fast and precise monitoring of the SCR system. Furthermore the reducing agent tank

has a filling shut-off device.

Filler cap

Reducing agent tank with

approximately 12 litres capacity

Breather line

Filler pipe

Float

S571_007

Heater for reducing

agent tank Z102

Pump for 

reducing agent V437

Delivery unit for

reducing agent

Reducing agent line

connection

metering system GX19

Reducing

agent quality

sensor G849

Electrical connection

Temperature sender for

reducing agent G685

Tank sender for reducing agent G684

You will find further information on the design and function of the SCR system in Self-study

Programme no. 540 “SCR Exhaust Gas Treatment in the Passat 2015”.

23

Power units

Filling shut-off device

The reducing agent tank in the Polo is equipped with a filling shut-off device due to its design and installation

position. It consists of a plastic float that is mounted so it can move inside a guide cylinder leading to the

breather line connection.

Function

When you fill the reducing agent tank with AdBlue®, the air escapes from the tank via the breather line.

Refilling procedure at low filling speed

Breather line

If you fill the reducing agent tank slowly, for

example, with a refill bottle, the float will rise slowly

with the AdBlue® level. 

Float

The float will close the breather line when it reaches

the top position. The air then escapes from the tank

slowly via small notches in the float.

Filler pipe

S571_116

Notch

Filling procedure at high filling speed

Breather line

Float

If you fill the reducing agent tank at a high speed, for

example, with an AdBlue® filling nozzle, this will lead

to strong wave movements in the tank. The float will

rise quickly due to the wave movement thus closing

the breather line early. This reduces the risk of

AdBlue® leaking due to the considerably higher

filling speed. 

Filler pipe

As soon as the AdBlue® level has settled after the

filling nozzle automatically shuts off, the float will be

lowered and open the breather line again. The filling

quantity can be increased slightly by actuating the

filling nozzle repeatedly.

S571_115

24

Reducing agent quality sensor G849

Task and fitting location

The reducing agent quality sensor G849 is an ultrasonic sensor. It is integrated into the delivery unit for reducing

agent metering system GX19 and is used to monitor the quality of the AdBlue® reducing agent.

Design

Ultrasonic

transmitter/receiver

Defined distance Reflector

The reducing agent quality sensor G849 consists of a

combined transmitter/receiver and a reflector for the

ultrasonic waves. The reflector and the transmitter/

receiver are positioned at a set distance from each

other.

S571_008

Reflector

Function

Ultrasonic transmitter/

receiver

The ultrasonic transmitter transmits ultrasonic

waves onto a reflector where they are reflected

towards the ultrasonic receiver. The urea

concentration of the reducing agent is calculated

from the time difference between the transmitted

and the returned ultrasonic pulse. The speed of the

ultrasonic waves varies according to the density of

the reducing agent in the reducing agent tank. In

order to take the current temperature of the

reducing agent into consideration in the urea

concentration calculation, the signal from the

temperature sender for reducing agent G685 is used

to determine the reducing agent quality.

S571_009

Key

Transmitted ultrasonic waves

Reflected ultrasonic waves

Reducing agent

25

Power units

Signal use

The signal from the reducing agent quality sensor G849 is evaluated by the evaluation electronics in the delivery

unit for reducing agent metering system GX19 and transmitted to the engine control unit J623 in the form of a

SENT signal. If the urea concentration of the reducing agent is too low or too high, an entry will be made in the

engine control unit event memory. The warning for an SCR system fault is displayed in the dash panel insert.

•

The urea concentration in the reducing agent may be too low if, for example, the reducing agent tank has

been filled with water or AdBlue® that does not comply with emission standards.

The urea concentration in the reducing agent can be too high if, for example, a vehicle is not driven for a very

long period and water has evaporated from the AdBlue®.

•

Effects of signal failure

If the signal from the reducing agent quality sender fails, an entry will be made in the engine control unit event

memory. The AdBlue® warning indicator for a fault in the SCR system is switched on in the dash panel insert

display.

Nitrogen oxide sensors

Task

The engine control unit measures the amount of nitrogen oxide in the exhaust gas as well as the efficiency of the

SCR system using the signals from the two NO_xsenders.

Fitting location

The NO_xsender G295 is located in the emission control module upstream of the oxidising catalytic converter and

the reduction catalytic converter. The NO_xsender 2 G687 is located downstream of the ammonia trap. Both NO_x

senders have a separate control unit for evaluating and transmitting the signals to the engine control unit J623.

Signal use

The signals from the two NO_xsenders are used to monitor the efficiency for the SCR system as part of the

European on-board diagnosis. The engine control unit compares the nitrogen oxide concentration before and

after exhaust gas treatment with the signals from the NO_xsender G295 and the NOx sender 2 G687. If the

nitrogen oxide concentration in the exhaust gas deviates from the specified values in the engine control unit, the

exhaust emissions warning lamp K83 (MIL) will be switched on. The diagnosis processes for calculating the

efficiency are performed in the engine part load range.

26

Fitting location of NO sender

x

Injector for reducing agent N474

NO sender G295

x

Oxidising catalytic converter

Diesel particulate filter and

reduction catalytic converter

Control unit for NO sender

x

J583

Decoupling element

Trap catalytic converter

NO sender 2 G687

x

Control unit for NO sender 2

x

J881

S571_010

Exhaust flap control unit J883

Effects of signal failure

If the signal fails, an entry will be made in the engine control unit event memory. The exhaust emissions warning

lamp K83 (MIL) is switched on.

You will find further information on the design and function of the NO_xsender in Self-study

Programme no. 424 “The Selective Catalytic Reduction Exhaust Gas Treatment System”.

27

Power units for Your Volkswagen Polo SUV Sixth Generation (2017-2021)

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