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Service.

Self-study program 246

camshaft adjustment
with vane cell adjuster

construction and function

 The demands on internal combustion engines on the adjustment possibilities, continuously
are increasing. On the one hand, customers improved.
want more power and torque, while on the
other hand, the focus on reducing fuel In this self-study program, we would like to
consumption and the increasingly stringent give you a better understanding of the
emission laws must not be overlooked. With design and function of the new camshaft
regard to the valve control times, this means adjuster with vane cell adjuster. At
that the adjustment of the intake and exhaust Volkswagen, the 2.8l V6 and 2.3l V5 engines
camshafts as a function of engine speed and will be equipped with this system first. Later,
load is essential. other engines, such as the W8 engine and
Therefore, of course, the adjustment systems, the W12 engine, were also equipped with this
in terms of technical design as well camshaft adjustment.

246_148

NEW Danger
Notice

The self-study program shows the construction

and function of new developments! Please refer to the KD literature provided for current testing,
The content is not updated. adjustment and repair instructions.
2
Table of Contents

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

camshaft adjustment . . . . . . . . . . . . . . . . . . . . . . . .6

Structural design . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8th

Inlet camshaft advance . . . . . . . . . . . . . . .10

Intake camshaft retard adjustment. . . . . . . . . . . . . . . 11

Intake camshaft control. . . . . . . . . . . . . . . . . . . . 12

exhaust camshaft. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Exhaust camshaft Basic position . . . . . . . . . . . . . . . . 14

Exhaust camshaft idling. . . . . . . . . . . . . . . . . . . . . 15

oil circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

engine management . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

function plan. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

self-diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

Check your knowledge. . . . . . . . . . . . . . . . . . . . . . . . . .27

3
 Introduction

Task of the camshaft adjustment

The camshaft adjustment has the task of setting the most favorable valve control times for the operating
conditions idling, maximum power and torque as well as exhaust gas recirculation for the respective
engine.

OT
idle
ace
When idling, the camshafts are set in such a
way that the intake camshaft opens late and
therefore also closes late. The exhaust Eö
camshaft is adjusted so that it closes well
before TDC. Due to the low residual gas
content during combustion, this leads to
stable idling. It

Aö

subtitles
246_001

Performance

OT
To achieve good performance at high revs, ace
the exhaust valves are opened late. Thus, the
expansion of the combustion can act on the
piston for a long time.
The intake valve opens after TDC and closes late
after BDC. As a result, the dynamic reloading
effects of the incoming air are used to increase Eö
performance.

It

Aö
subtitles

246_002
suction Eö: Inlet valve opens
compacting It: Inlet valve closes
Work Aö: outlet valve opens
expel As: outlet valve closes
4
torque OT

ace
In order to achieve the maximum torque,
the cylinders must be filled to a high
degree. To do this, the intake valves must
be opened early. Due to the early
opening, they also close early again and Eö
the expulsion of fresh gases is avoided.

The exhaust camshaft closes just before TDC.

It

Aö
subtitles 246_003

exhaust gas recirculation

OT
ace
Internal exhaust gas recirculation is carried out
when the intake and exhaust camshafts are
adjusted. The exhaust gas flows from the exhaust
port into the intake port during the valve overlap
(inlet and exhaust valves are open). With internal
exhaust gas recirculation, the size of the valve Eö
overlap is decisive for the amount of recirculated
exhaust gas. To do this, the intake camshaft is
positioned so that it opens well before TDC and
the exhaust camshaft closes just before TDC. Both It
valves are therefore open and exhaust gas is
recirculated. The advantages of internal exhaust
gas recirculation compared to external exhaust
gas recirculation are the system's quick response Aö
and good equal distribution of the recirculated
246_004
exhaust gases.
subtitles

The control times shown are intended to clarify the basic principle and the effects of
camshaft adjustment. Of course, every engine has its own control times that are tailored to
its engine mechanics and engine management system.

5
 camshaft adjustment

Structural design of the camshaft adjustment

The camshaft adjustment system consists of the following components:

- two vane cell adjusters

The vane cell adjuster for adjusting the intake camshaft is located directly on the intake camshaft. It
adjusts the intake camshaft according to the signals from the engine control unit.
The vane cell adjuster for adjusting the exhaust camshaft is located on the exhaust camshaft.
It adjusts the exhaust camshaft based on signals from the engine control unit. Both vane cell
adjusters work hydraulically and are connected to the engine oil circuit via the control
housing.

The illustration shows the arrangement of the camshaft adjustment on the V5 engine and V6 engine.

Oil ducts to the ring duct of the camshaft

Vane cell adjuster inlet camshaft

control housing

N205 vane adjuster

exhaust camshaft

N318
246_146

6
- the control box
The control housing is flanged to the cylinder head. There are oil ducts to the two
vane cell adjusters in the control housing.

- two electromagnetic valves

They are arranged in the control housing. They distribute according to the signal
of the engine control unit the engine oil pressure to the two vane cell adjusters.
The camshaft adjustment valve 1 (N205) is responsible for the intake camshaft and the
exhaust camshaft adjustment valve 1 (N318) for the exhaust camshaft.

The illustration shows the arrangement of the camshaft adjustment on a cylinder head in the W8
engine and the W12 engine.

Oil ducts to the ring duct of the camshaft

control housing

vane adjuster
intake camshaft N205 N318

vane adjuster
exhaust camshaft

246_025

The design and function is the same for the engine variants shown. They
only differ in the arrangement and shape of some components.

7
 camshaft adjustment

Camshaft adjustment function

The camshaft adjustment is controlled by the valves N205 and N318. They then open oil ducts
engine control unit. To adjust the camshafts, in the control housing. The engine oil then
it requires information about engine speed, reaches the vane cell adjuster via the control
engine load and engine temperature, as well housing and the camshaft.
as the position of the crankshaft and The vane cell adjusters twist and adjust
camshafts. the camshafts according to the
To adjust the camshafts, the engine control specifications of the engine control unit.
unit controls the electromagnetic ones

Hall sender 1 G40

intake camshaft
Hall sender 1 G163

exhaust camshaft

N205

N318

engine control unit

oil pump

engine speed
Air mass and air temperature (engine load)

coolant temperature 246_012

8th
Now it goes a little deeper into the adjustment of the camshafts. The parts, the construction and the
functions are the subject of the next few pages.

Adjustment of the intake camshaft Construction of the vane cell adjuster for the
intake camshaft

The intake camshaft is adjusted by the engine The intake camshaft adjuster consists of:
control unit over the entire speed range of the
engine. The maximum adjustment value is 52°
crank angle. The adjustment takes place - the housing with the outer rotor
depending on the adjustment maps stored in (firmly connected to the sprocket)
the engine control unit.
- the inner rotor
(permanently connected to the camshaft)

vane adjuster

outer rotor

inner rotor

oil channels

246_155

9
 camshaft adjustment

intake camshaft
This is how the "early change" works

For exhaust gas recirculation and to increase the ring channel of the camshaft. For advance
torque, the intake camshaft is adjusted to the adjustment, the oil then flows through the 5 bores
position: "Intake valves open before TDC". on the face of the camshaft into the 5 chambers of
For adjustment, the engine control unit the camshaft adjuster for advance adjustment.
actuates valve 1 for camshaft adjustment There it presses against the vanes of the inner
(N205). The valve moves the adjuster piston as a rotor. The rotor rotates in relation to the control
result of the actuation. housing and takes the camshaft with it. As a result,
In the control housing, the oil duct for advance the camshaft rotates against the direction of
adjustment is opened according to the advance rotation of the crankshaft and the intake valves
angle. This causes the pressurized engine oil to open earlier.
flow in via the timing case

If the camshaft adjustment fails, the oil pressure pushes the camshaft adjuster into
the basic position of 25° after TDC.

control housing ring canals

frontal
drilling

oil channel

advance

oil return
adjuster piston

oil return 246_150

engine oil pressure

10
This is how the "late adjustment" works

When idling and when high engine adjuster into the oil chamber behind the vanes of the
performance is required, the intake camshaft inner rotor for retardation. The oil pushes the inner
is twisted in such a way that the intake valves rotor and the camshaft in the direction of rotation of
open late, i.e. after TDC. To retard the intake the crankshaft and the valves open later.
camshaft, valve 1 for camshaft adjustment
(N205) is activated by the engine control unit.
By moving the adjuster piston, the solenoid Simultaneously with the opening of the channel for
valve opens the retard channel. As a result, oil retard adjustment, the adjuster piston has opened the
flows via the control housing into the ring channel for advance adjustment to the oil return and has
groove of the camshaft. It then passes thus switched to no pressure. By turning in the retard
through holes in the camshaft into the blind direction, the oil is pressed out of the oil chamber for
hole of the camshaft adjuster fastening advance adjustment and flows out through the advance
screw. From there it gets through 5 holes in adjustment duct.
the camshaft

control housing ring canals

inner wing
frontal
drilling

Blind hole of the fastening screw

oil channel

late adjustment

oil return
adjuster piston

oil return 246_151

engine oil pressure
11
 camshaft adjustment

How the "rule" works

The control enables continuous adjustment control housing in the camshaft adjuster and
between advance and retard position of the pushes the camshaft in the “advanced”
intake camshaft. The entire adjustment range is direction. By moving the adjuster piston in the
a maximum of 52° crank angle. The engine "Advance" direction, the channel for retarding is
control unit recognizes the current position of automatically opened in the direction of the oil
the intake camshaft based on the signals from drain. Once the desired adjustment angle has
the Hall sender. The camshafts are then been reached, activation of valve 1 for camshaft
adjusted depending on the characteristic adjustment (N205) brings the adjuster piston
diagrams stored in the control unit. After being into a position in which both chambers of the
actuated by the engine control unit, valve 1 for adjuster are kept under pressure. If the control
camshaft adjustment (N205) moves the adjuster times are then to be shifted towards "late", the
piston, e.g. B. towards process runs in the opposite direction.
advance. The pressure oil gets through the

N205 N205

246_150 246_152

12
exhaust camshaft

Adjusting the exhaust camshaft

As you have seen on the previous pages, the Construction of the vane cell adjuster for
intake camshaft is adjusted under the control of the exhaust camshaft:
the control unit. In contrast, the exhaust The vane cell adjuster for the exhaust camshaft
camshaft can only be controlled. The control is structurally identical to the vane cell adjuster
unit only adjusts to the home position and idle for the intake camshaft. Only the inner wing is
position. The adjustment angle is a maximum of wider, since the adjustment range is only 22°
22° crank angle. crank angle.

outer rotor

inner rotor

wide wing

oil channels

246_156

13
 camshaft adjustment

initial position This is how the "basic position" works

In its basic position, the exhaust camshaft is In the basic position, the exhaust camshaft is
at speeds above idle speed and during engine positioned so that the valves close just before
start. TDC. Valve 1 for camshaft adjustment (N318)
The exhaust valves then close just before outlet is not actuated by the engine control unit.
TDC. In this position, the exhaust camshaft is As a result, it is in a position in which the retard
in the power, torque and exhaust gas channel is released. The engine oil pressure
recirculation operating states. Camshaft reaches an annular duct in the control housing
adjustment valve 1 (N318) exhaust is not via oil ducts
actuated in these areas. exhaust camshaft. From there it reaches the oil
chamber of the camshaft adjuster via bores on
the face of the camshaft. There it presses
against the vanes of the inner rotor. The vanes
twist as far as they will go, taking the camshaft
with them. The camshaft remains in this
position as long as the solenoid valve is not
actuated.

control housing ring canals

wing

frontal
drilling

inner rotor
blind hole the
mounting screw

Oil channel basic position

outer rotor

oil return
adjuster piston

oil return 246_157

engine oil pressure

14
idle How the "idle" works

At idle and at speeds up to The exhaust camshaft adjustment valve (N318)

approx. 1200 rpm the exhaust camshaft is adjusted in is actuated by the engine control unit. This
the “advance” direction. moves the adjuster piston and frees another
channel in the control housing. The engine oil
now flows into the other ring groove of the
camshaft and via the drilled camshaft into the
camshaft adjuster. There it presses against the
vanes of the inner rotor. The vanes are twisted
against the direction of engine rotation and
take the camshaft with them, so that the
exhaust valves open and close earlier.
The oil from the space in front of the vanes runs
back to the solenoid valve via the hole in the
camshaft adjuster, the blind hole in the screw and
the ring groove in the camshaft.
In the solenoid valve, it runs into the control box
cover via the return line.

control housing ring canals

inner rotor

frontal
drilling

blind hole the

mounting screw

outer rotor

oil return
adjuster piston

oil return 246_156

engine oil pressure

15
 camshaft adjustment

oil cycle

On this page you will get to know the oil circuit of the camshaft adjustment. The oil pressure
generated by the engine oil pump is used to adjust the camshafts.
The camshaft adjustment system works from an oil pressure of 0.7 bar.

Course of the oil under pressure Course of the unpressurized oil

The oil pressure generated by the oil pump goes The oil from the unpressurized chamber of the
through the cylinder block to the cylinder head and camshaft adjuster flows back to the timing case via
from there through an oil strainer into the camshaft the ring groove of the camshaft.
adjustment control housing. In the control housing, the oil flows back to the
Via ducts in the control housing, it reaches an solenoid valve.
annular groove in the camshaft and from there via
the camshaft drilled on the front side into the From the solenoid valve, it flows back into the
camshaft adjuster. oil pan via the timing chain cover.

intake camshaft

exhaust camshaft

camshaft adjuster camshaft adjuster

cylinder head

control housing with cylinder

solenoid valves

oil flow oil pump

oil return

oil sump
sump

246_013

The oil flow to the exhaust camshaft is identical to that on the intake camshaft.

16
 engine management

System overview of V5 and V6 engines

engine control unit

Hall sender 1 G40

Hall sender 2 G163 Valve 1 for

Camshaft adjustment
(N205)

giver for
Engine speed G28

Mass Air Flow Sensor G70

Valve 1 for
Camshaft adjustment
(N318) outlet

giver for
diagnostic connector
Coolant temperature G62

246_029

17
 engine management

engine control unit

The engine control unit and its information providers, the sensors and the actuators controlled by
the engine control unit are the subject of the next few pages. The description of the actuators
and sensors in this self-study program refers to engines with one exhaust and one intake
camshaft. Of course, engines with more than one exhaust and intake camshaft require a Hall
sender and a valve for camshaft adjustment per camshaft.

The camshaft adjustment is controlled by the The new functional structure of the engine
engine control unit. For this purpose, maps control units is based on the engine torque as a
are stored in the engine control unit for the reference value for all other engine control
intake and exhaust camshaft adjustment. measures calculated by it.
These maps exist for each engine operating The torque reference variable is a value
range in which the camshaft adjustment is calculated in the engine control unit itself.
active. The control unit uses the signals from the air mass
As an example these engine operating ranges: meter and the signals from the engine speed
sender for the calculation.
- engine warm-up
- or for the warm engine

246_017

18
Learning ability of the system

The entire system of camshaft adjustment is At idle, the engine control unit uses the signals
adaptable (adaptive). This compensates for from the engine speed sender and the signals
component and assembly tolerances, but also from the Hall sender to check the idle position
for wear and tear that occurs as a result of the of the intake and exhaust camshafts. If the
engine's mileage. actual value does not match the target value
stored in the control unit, the target value is
The adaptation is automatically initiated by corrected the next time the camshafts are
the engine control unit when the engine is adjusted.
idling and the coolant temperature is greater
than 60 °C. During the adaptation in

Should

OT adaptation value

Is

246_009
subtitles

19
 engine management

The air mass meter G70

is located in the intake manifold of the engine.

The signal from the air mass meter is used in
the engine control unit to calculate the fill level.
The control unit calculates the engine torque
based on the degree of filling, taking into
account the lambda value and the ignition
point.

246_148

signal usage In the camshaft adjustment system, the

signal is used for load-dependent
adjustment of the camshaft.

Effects of signal failure If the air mass meter fails, the engine control unit
generates a substitute signal. The camshaft
adjustment continues to work according to the
specified operating conditions.

20
The engine speed sender G28

located in the cylinder block. It

electromagnetically scans the teeth of the
sensor wheel (60 minus 2 teeth) on the
crankshaft. The engine control unit uses these
signals to determine the engine speed and the
TDC position of the crankshaft. To adjust the
camshafts, however, the engine control unit
requires a clear position of the crankshaft.
The engine control unit uses the signals from the
individual teeth of the sensor wheel to clearly
identify the position of the crankshaft. The gap on
the sensor wheel serves the engine control unit as 246_149
the zero point (TDC of the crankshaft) and it
recognizes a 6° crank angle based on each sensor Example:
wheel tooth. 1 tooth = 6° crank angle x 60 teeth = 360° crank angle
corresponds to one revolution of the crankshaft. The
gap of 2 teeth (TDC detection) corresponds to a 12°
crank angle.

signal usage In the camshaft adjustment system, the

signal is used to calculate the engine speed-
dependent adjustment of the camshafts.

Effects of signal failure If this signal fails, the engine stops and no
longer starts.

21
 engine management

Hall sender G40 and Hall sender 2 G163

Both Hall senders are located in the timing

chain cover of the engine. Their task is to inform
the engine control unit of the position of the
intake and exhaust camshafts. To do this, they
scan a quick-start sensor wheel located on the
relevant camshaft. The engine control unit
recognizes the position of the intake camshaft
from Hall sender G40 and the position of the
exhaust camshaft from Hall sender 2 G163.

Hall sender 1 G40 Hall sender 2 G163

246_036

signal usage The engine control unit recognizes the position of the
crankshaft from the signal from the engine speed
sender. In conjunction with the signals from the
camshafts, the control unit calculates the position of
the camshafts in relation to the crankshaft. The
control unit needs this position to adjust the
camshafts in a targeted manner and to start the
engine quickly.

Effects of signal failure If even one Hall sender fails, the camshaft
adjustment is no longer carried out. However, the
engine continues to run and starts again after it
has been switched off. If both Hall sensors fail,
the engine continues to run until the next time it
is switched off. It is no longer possible to start the
engine again.

Of course, engines with more than one exhaust and intake camshaft require a Hall sensor
per camshaft.

22
The coolant temperature sender G62

located in the coolant distributor housing. It

informs the engine control unit about the
current engine temperature.

246_028

signal usage The signal from the sender is used for the
temperature-dependent start of camshaft
adjustment.

Effects of signal failure If the signal fails, the control unit uses a
substitute temperature stored in it.

23
 engine management

Camshaft control valve 1 N205 and camshaft control

valve 1 N318 outlet.

Both valves are integrated in the camshaft

adjustment control housing. They have the task
of forwarding the oil pressure to the camshaft
adjuster in accordance with the specifications of
the engine control unit with regard to the
direction of adjustment and the adjustment
travel. To adjust the camshafts, the valves are
controlled by the engine control unit with a
variable pulse duty factor. Camshaft adjustment
valve 1 (N205) for adjusting the intake camshaft
and camshaft adjustment valve 1 (N318) outlet
for adjusting the exhaust camshaft.

N205 N318

246_143

Effects of signal failure If an electrical line to the camshaft adjusters is

defective or if a camshaft adjuster fails, the
camshaft adjustment is no longer carried out.

Of course, engines with more than one exhaust and intake camshaft require a camshaft
adjustment valve per camshaft.

24
Functional diagram V5 and V6 engine

87a 87a
15 15

N205 N318

J220

G28
G40 G163 G62 G70

246_026

G28 Engine speed sender Hall N318 Valve 1 for camshaft adjustment (exhaust)
G40 sender 1
G62 Coolant temperature sender Hall output signal
G163 sender 2 input signal
J220 engine control unit Plus
N205 Valve 1 for camshaft adjustment Dimensions

87a Positive behind fuel pump relay J17

25
 engine management

self-diagnosis

The components of the camshaft adjustment

are checked as part of the self-diagnosis. To
diagnose the camshaft adjustment, please use
the current workshop literature and the vehicle
diagnostic device VAS 5051.

246_023

The sensors and actuators shown in color are checked as part of self-diagnosis and guided
troubleshooting.

engine control unit

Hall sender 1 G40

Hall sender 2 G163 Valve 1 for

Camshaft adjustment
(N205)
giver for
Engine speed G28

Mass Air Flow Sensor G70

giver for
Coolant temperature G62 Valve 1 for
Camshaft adjustment
246_030 diagnostic connector (N318) outlet

26
 Check your knowledge

1. Which statement is correct?

a. With adjustable camshafts, the valve control times can be better adapted to the
different operating conditions of the engine.

b. The valve control times have no effect on the operating states.

2. In relation to which operating conditions are the camshafts adjusted?

a. torque

b. idle

c. exhaust gas recirculation

i.e. Performance

3. How are the camshafts adjusted?

a. pneumatic

b. hydraulic

c. mechanically

4. Label the components.

1.) _____________________________________
1

3 2.) _____________________________________
2
3.) _____________________________________
4
6
5 4.) _____________________________________

5.) _____________________________________

7 8th 6.) _____________________________________

7.) _____________________________________

246_012 8th.) _____________________________________

27
 Check your knowledge

5. Label the components.

1.) ________________________________
1
2.) ________________________________
6
3.) ________________________________

4.) ________________________________
5

3
5.) ________________________________
2

4 6.) ________________________________
246_036

6. How and by how many degrees crank angle can the camshafts be adjusted?

a. The intake camshaft can only be adjusted in two points of the adjustment path. The
maximum adjustment range is 22° crank angle.

b. The intake camshaft can be adjusted at any point along the adjustment path. The
maximum adjustment range is 52° crank angle.

c. The exhaust camshaft can be adjusted at any point along the adjustment path. The
maximum adjustment range is 52° crank angle.

i.e. The exhaust camshaft can only be adjusted in two points of the adjustment path. The
maximum adjustment range is 22° crank angle.

7. To adjust the camshafts, the camshaft adjustment valves are actuated. Who
controls them?

a. The camshaft adjustment control unit

b. The engine control unit

8. Who creates the pressure to adjust the camshafts?

a. The vacuum pump

b. The engine oil pump

28
29

solutions

1.) a

2.) a, b, c, d

3.) b

4.) 1 Hall sender 1 G40

2 Hall sender 2 G163
3 intake camshaft
4 exhaust camshaft
5 Camshaft adjustment valve 1 N205 Camshaft
6 adjustment valve 1 N318 Engine control unit
7 outlet
8thoil pump

5.) 1 Outer wing connected to sprocket

2 Inner wing connected to camshaft
3 Camshaft adjustment valve 1 N205 Camshaft
4 adjustment valve 1 N318 outlet
5 Hall sender 1 G40
6 Hall sender 2 G163

6.) b, i.e

7.) b

8.) b

notes
 246

For internal use only © VOLKSWAGEN AG, Wolfsburg

All rights and technical changes reserved

040.2810.65.00 Technical status 7/01

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made from bleached pulp.