Get Motronic ME 7 Guide for Volkswagen Vento 4 Door First Generation (2010-2022)

Motronic ME 7

Components of Motronic ME 7

Motronic ME 7

The Bosch Motronic ME 7 was implemented in the

2.8L VR-6 engine for MY 1999, and in MY 2000 for

the 2.8L 5V V6 and the 1.8L 5V turbo.

Motronic ME 7 has brought several changes or

additions in components to both engine management

and other related systems.

Motronic ME 7 was the ﬁrst torque-based system and

the ﬁrst to consolidate processing of all subsystems

in a sub-processor responsible for all functions of

engine performance. Earlier systems used separate

sub-processors for functions such as ignition, fuel, or

emissions.

The changes include:

• Electronic Throttle Control

• Cruise Control

• Charge Air Pressure Sensor G31

• Integration of Barometric Pressure (BARO) Sensor

F96 as a component of the Motronic Engine

Control Module (ECM) J220

Motronic ME 7 was the ﬁrst “Drive by Wire” system

offered in Volkswagen vehicles. Drive by Wire refers

to the lack of a mechanical connection between the

throttle pedal and the throttle valve.

• Turbocharger Recirculating Valve N249

For more information on the ME 7 system, refer to

SSP 842003, Motronic ME 7 Engine Management

System.

8

Motronic ME 7

These variants of Motronic ME 7 have the following

application-speciﬁc features:

ME 7.5.1

ME 7.1

• 1.8L 5V turbo

• 2.8L 5V V6

Several components have been added to more

accurately control boost pressures and regulate

engine torque. These include:

Features:

• Electronic Throttle Control

• Dual stage intake manifold with ECM actuated

• Electronic Throttle Control

Intake Manifold Tuning (IMT) Valve N156

– The throttle valve has the ability to operate

independently of driver input to maximize

efﬁciency

ME 7.1.1

• 2.5L 5-cylinder 4-V

• Turbocharger Recirculating Valve N249

• 3.2 VR6 (MY 2003 through MY 2006)

– Using an electrically operated solenoid valve

to control activation of the bypass valve allows

for more accurate control of charge pressure

bypass during throttle changes.

• W8

• 4.2L V8-5V

• W12

Features:

• Charge Air Pressure Sensor G31

• Electronic Throttle Control

– The Charge Air Pressure Sensor G31 provides

the ECM with exact data regarding manifold

absolute pressure.

• Dual stage intake manifold with ECM-actuated

Intake Manifold Tuning (IMT) Valve N156

• Dual ECMs (W12 only)

Refer to SSP 892303, The Phaeton

W12 Engine Management System, for

additional information about ME7.1.1 in

the W12 engine.

9

Motronic ME 7

Cruise Control

The addition of electronic throttle control enabled the

incorporation of cruise control into the Motronic ECM

J220.

Clutch Pedal

Switch F36

Brake Light Switch F and

Brake Pedal Switch F47

The ECM controls throttle valve angle the same way

as the vacuum pump used previously. This allows

for a more accurate transition of throttle as well as a

more stable speed.

Similar to M5.9.2 systems, the Brake Pedal Switch

F47 and Brake Light Switch F are combined in a

single housing. One side controls normal brake light

function, and the second side provides information

to the ECM regarding the application of brakes to

disengage cruise control.

8410_173

8410_172

10

Motronic ME 7

Charge Air Pressure Sensor G31

(1.8Turbo, M7.5.1)

In ME 7, the sensor is mounted in the intake tract

between the charge air cooler and theThrottle Valve

Control Module J338.

Operation

Charge Air Pressure sensor G31 is a piezo-electro

sensor. Operation is via a 5V reference from the ECM,

with varying resistance to indicate manifold absolute

pressure. Atmospheric pressure provides a signal of

approximately 2.5V. Range of operation for the ECM

to recognize a plausible signal is 0.14V - 4.88V.

Substitute Function

If the Charge Air Pressure Sensor G31 fails, charge

pressure is controlled by a calculation map based on

engine speed and load. Power output is also reduced.

On Board Diagnostic

The ECM recognizes short circuit to Battery +, short

circuit to Ground, as well as implausible signals. The

ECM cross checks the Charge Air Pressure Sensor

G31 against the BARO Sensor F96. If a difference of

200 mbar is seen, a code for implausible signal is set.

8410_183

11

Motronic ME 7

Barometric Pressure (BARO) Sensor

F96 (1.8Turbo, M7.5.1)

Turbocharger RecirculatingValve

N249 (1.8Turbo, M7.5.1)

TheBARO Sensor F96 is mounted internally within

the Motronic ECM J220.

Previous Motronic M5.9.2 systems used a charge

pressure recirculating valve operated by intake

manifold vacuum. The key to its functionality was a

fully closed throttle valve allowing full engine vacuum

to operate the valve.

BARO Sensor F96 is used in conjunction with the

Charge Air Pressure Sensor G31 for charge pressure

control.

Electronic throttle control may not allow for this under

certain operating conditions. The throttle valve may be

held partially open for emissions purposes.

In higher elevations, charge pressure is reduced to

prevent overspinning the turbocharger.

BARO Sensor F96 is also used for fuel mixture

control, leaning out the short term fuel trim with

increasing altitudes.

Turbocharger Recirculating Valve N249 is used to

provide vacuum to the recirculating valve using

vacuum from a reservoir. This allows the ECM to

more accurately control turbocharger performance

during throttle transition.

Substitute Function

If BARO Sensor F96 fails, boost is limited to a safe

level, and power levels are reduced. Cold running fuel

adaptation no longer takes place.

Operation

N249 is a solenoid valve (see Glossary) similar in

design to others used in the engine management

system. Power is supplied via the fuel pump relay and

the Ground is switched by the ECM.

On Board Diagnostic

The ECM recognizes implausible signals, as well

as short circuit to Battery + and Ground. The fault

displays “Control unit defective.”

Substitute Function

The system is designed so that if N249 fails, the

recirculating valve will continue to function by

manifold vacuum.

On Board Diagnostic

The ECM recognizes short to Battery + and short

circuit to Ground.

12

Motronic ME 7

Heated Oxygen Sensor (HO2S) G39 and Heated Oxygen Sensor (HO2S) 2 G108

A broadband oxygen sensor is assigned to each

precatalytic converter as a pre-catalytic oxygen

Broadband Oxygen Sensor

sensor.

Using the broadband oxygen sensors, a wide range

of oxygen concentration in the exhaust gas can be

calculated. Both oxygen sensors are heated to reach

operating temperature more quickly.

Signal Utilization

360_222

The signals from the Heated Oxygen Sensors are

one of the variables used in calculating the injection

Effects of Signal Failure

timing.

If the pre-catalytic converter oxygen sensor fails,

there is no closed loop control. The fuel injection

adaptation is not available. An emergency running

mode is enabled using an engine characteristics map.

Oxygen Sensor (O2S) BehindThreeWay Catalytic Converter (TWC) G130 and

Oxygen Sensor (O2S) 2 BehindThreeWay Catalytic Converter (TWC) G131

The planar oxygen sensors are located downstream

Planar Oxygen Sensor

of the pre-catalytic converter. They measure the

remaining oxygen content in the exhaust gas. Based

on the amount of oxygen remaining in the exhaust

gas, the ECM can draw conclusions about the

catalytic converter operation.

Signal Utilization

The ECM uses the signals from the post-catalytic

converter oxygen sensors to check the catalytic

converter operation and the closed-loop oxygen

control system.

360_224

Effects of Signal Failure

If the post-catalytic converter oxygen sensor fails, the

closed loop operation continues. The operation of the

catalytic converter can no longer be checked.

13

Motronic ME 7

ElectronicThrottle Control

The ME 7 engine management system utilizes

electronic throttle control that enables the ECM to

control the intake charge volume and velocity for

optimization of engine torque.

The ECM positions the throttle valve according to

torque demands, allowing the ECM to control throttle

angle. This is a key factor in torque management.

The throttle valve control module allows the throttle

valve angle to be optimized for maximum intake

velocity.

The throttle valve control module has been modiﬁed

from the M5.9 system to allow the ECM to drive

the throttle valve under all running conditions. This

system no longer uses a mechanical link between the

accelerator pedal and the throttle valve housing (Drive

by Wire).

Extensive safety measures have been implemented

in the hardware and the software. Dual sensors are

used for continual self checking of signal plausibility. A

safety module is integrated in the ECM to monitor the

functional processor for proper operation.

Throttle Drive (Power

Accelerator Actuation) G186

(ElectricThrottle Control)

Throttle Valve Housing

withThrottle Valve

Housing Cover with

Electrical Connections

Angle Sensors forThrottle Drive (Power

Accelerator Actuation) G187 and G188

8410_192

14

Motronic ME 7

ThrottleValve Control Module J338

The throttle valve control module combines the

following components:

Accelerator Pedal Module

• Throttle Drive (for Electronic Power Control [EPC])

G186

• Throttle Drive Angle Sensor 1 (for Electronic Power

Control [EPC]) G187

• Throttle Drive Angle Sensor 2 (for Electronic Power

Control [EPC]) G188

Auxiliary Signals

The throttle valve control module is controlled by

the ECM, and regulates the required air charge to

produce the required torque.

Operation

The twoThrottle Drive Angle Sensors (G187 and

G188) are opposite in resistance, and are used for

continuous cross checking by the ECM.

The angle sensors are provided with a 5V reference

voltage by the ECM. The ECM reads the voltage

drop across the dual potentiometers and uses this to

monitor throttle valve angle.

TheThrottle Drive for EPC G186 is an electric motor

that operates the throttle valve by way of a set of

reduction gears. Its position is continually monitored

by angle sensors G187 and G188.

Throttle Valve Control Module

8410_179

Malfunction Indicator

Lamp (MIL)

Substitute Function

In the case of a component failure, the ECM initiates

an “Emergency Running Mode” and allows only

limited vehicle operation. There is no substitute

function for the throttle drive.

G188

G187

On Board Diagnostic

The ECM is able to recognize range/performance

faults, as well as signal range checks for the angle

sensors. The G186 is monitored for range of operation

and idle adaptation faults.

0

100%

ThrottleValve Opening in %

8410_176

15

Motronic ME 7

Accelerator Pedal Module

The accelerator pedal module is comprised of the

accelerator pedal and the accelerator position sensors

as one assembly.

Module Housing

The components of the accelerator pedal module are:

Stop Buffer (Manual

Transmission)

or

• Throttle Position (TP) Sensor G79

• Throttle Position (TP) Sensor G185

“Kickdown” Pressure

Element (Automatic

Transmission)

The redundant throttle position sensors are linear to

each other on different scales. Like the throttle drive

sensors, the duplicate sensors are for self-diagnosis.

Operation

The sensors provide an analog signal to the ECM

referencing accelerator position. The kickdown

function is also incorporated into the module.

If the driver activates the kickdown, the full-throttle

voltage of the accelerator pedal position senders is

exceeded. The ECM interprets this as a kickdown

and sends a signal theTransmission Control Module

(TCM) by way of the CAN data bus.

Housing Cover

and Sensors

8410_174

Substitute Function

If one of theTP sensors fail, the ECM relies on

the redundant sensor. If bothTP sensors fail, an

Emergency Running Mode is initiated.

Kickdown Range

Accelerator PedalTravel

5.0

G79

On Board Diagnostic

The ECM recognizes range/performance failures, as

well as signal plausibility checks.

G185

For more information regarding

electronic throttle control function

and adaptation, refer to SSP #842003,

Volkswagen ME 7.

0

20 % 40 %

60 %

80 % 100 %

Accelerator

Pedal Final Stop

DriverTorque Range

Full-Throttle Stop

(Mechanical)

8410_175

16

Motronic ME 7

Fault Light For Power Accelerator

Activation K132

Operation

When the ignition is switched on, K132 is illuminated

for three seconds. If there are no faults in the system

the light goes out.

A separate indicator light is used for the Electronic

Power Control (EPC) system.

Malfunctions in either the electronic accelerator

system or associated sensors are detected by self-

diagnosis, and indicated by the separate EPC MIL.

K132 is activated by the Motronic ECM providing a

Ground for the light.

For example, a fault in the Mass Air Flow (MAF)

Sensor G70 triggers the EPC MIL because of its

usage by the ECM for an engine load signal. The ECM

uses this signal to check signal plausibility of other

inputs. At the same time, an entry is made in the fault

memory.

Substitute Function

There is no substitute function for K132.

On Board Diagnosis

The ECM recognizes Short circuit to Battery +/

Ground, as well as Open circuit.

EPC MIL in the Jetta

and the Passat

17

Motronic ME 7 for Your Volkswagen Vento 4 Door First Generation (2010-2022)

Related Topics

Popular Owner Manuals

Latest Owner Manuals