Tdi Sdi Motor

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 xxxxxxxxxxxxxxxx OCTAVIA

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Service Service xxxxxxxxxxxxxxxx OCTAVIA

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Service Service xxxxxxxxxxxxxxxx OCTAVIA

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Service

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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: Engine type: Displacement: Bore: Stroke: Compression ratio: Mixture formation: Firing order: Fuel: Emission control:

Power output: Torque:

4

AGP 4-cylinder in-line engine 1896 cm3 79.5 mm 95.5 mm 19.5 : 1 Distributor injection pump, direct injection 1-3-4-2 Diesel, min. 45 CN Exhaust gas recirculation and oxidation catalytic converter 50 kW (68 HP) at 4200 rpm 130 Nm at 2000 - 2600 rpm

Technical highlights: –

Two-stage exhaust gas recirculation valve.

–

Electrically controlled intake manifold flap (diesel control flap).

–

Preset injection pump with variable toothed belt sprocket.

–

The engine can also be operated with biodiesel (VOME - vegetable oil methyl ester).

– Upright oil filter with replaceable filter cartridge (similar to 1.9-ltr. TDI).

Engine Characteristics 70

50

140

40

130

30

120

20

110

M (Nm)

P (kW)

60

10

0 0

1000

P = Power M = Torque n = Engine speed

2000

3000

4000

In what ways does the 1.9-ltr. SDI differ from the 1.9-ltr. TDI?

5000

SP22-5

n (1/min)

– The injectors (5-hole injectors) feature smaller injection holes which permit a reduction of about 5 % in flow.

While the engine employs the same fuel injection method - direct injection - it operates without a turbocharger and without intercooler.

–

The diesel direct injection system control unit is matched to the parameters of the naturallyaspirated diesel.

Engine timing and fuel injection have been modified in order to achieve the performance parameters while maintaining the exhaust limits:

–

Intake manifold and exhaust manifold are new.

–

New camshaft offers greater overlap of valve opening times.

–

–

Valves with 7 mm stem diameter.

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.

–

Flat design of piston bowl. –

–

Injection pump operates at higher injection pressure.

The exhaust gas recirculation (EGR) valve is integrated in the intake manifold. It operates in two stages. The opening is mapcontrolled.

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 recirculation 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 specifically 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) V60

AGR

VP

N18

G28 J248

SP22-7

RGE G28 G70 G72

6

= = = =

Exhaust gas recirculation valve Engine speed sensor Air mass meter Intake manifold temperature sender

J248 N18 V60 VP

= = = =

Diesel direct injection system control unit EGR valve Intake manifold flap motor Vacuum pump

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 load.

Intake manifold flap motor V60

For this purpose, the diesel direct injection system 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 open map-controlled (in line with engine load and speed) up to an inducted air quantity of 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.

SP22-15

Diesel control flap

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 gas recirculation valve

New! Vacuum connection

Function

Secondary spring

The exact adaptation of the exhaust gas recirculation rate to the particular driving state is calculated by the diesel direct injection system control unit.

Main spring

The exhaust gas recirculation valve operates pneumatically with vacuum in 2 stages. The control pressure is set by the EGR valve N18, which is actuated directly by the control unit. It is a pulsed valve, in terms of its task an electropneumatic converter, which converts electric signals into mechanical movements.

B

A

Diaphragm To intake manifold B A

Plunger with valve disc

SP22-14

From exhaust manifold A = 1st stage stroke

The control pressure p is pulsed and the stroke s of the valve determined according to a map as a function of engine load and speed. Consequently, depending on the cross-section of the opening, more or less exhaust gas can flow to the intake manifold, this being particularly necessary in the lower engine load range.

Stroke s of EGR valve as a function of control pressure p 8 7 6 s mm

The control

B = 2nd stage stroke

5 4 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 fully or half open while it is closed at full throttle.

- 20

- 30

- 40 p MPa

- 50

- 60 SP22-18

Substitute function

Map for controlling the EGR valve

Load

In the event of a fault, exhaust gas recirculation is interrupted.

EGR valve closed EGR valve half open EGR valve fully open

Engine speed SP22-24

8

Technical Data Part II - 1.9-ltr. 81 kW TDI engine

SSP 200/051

Engine code: Engine type: Displacement: Bore: Stroke: Compression ratio: Mixture formation:

Firing order: Fuel: Emission control:

Power output: Torque:

AHF 4-cylinder in-line engine 1896 cm3 79.5 mm 95.5 mm 19.5 : 1 Direct injection with electronically controlled distributor injection pump 1-3-4-2 Diesel, min. 45 CN Exhaust gas recirculation and oxidation catalytic converter 81 kW (110 HP)/ at 4150 rpm 235 Nm at 1900 rpm

Technical highlights: – Engine is based on the power plant concept of the 66 kW TDI engine. –

Charging employs a turbocharger without bypass with variable turbine geometry (variable guide vanes), which has a considerable impact on the power boost.

–

The swirl level of the combustion chamber and the geometry of the piston bowl are the same as the basic engine. The hole diameter of the five-hole injector has been enlarged to 205 µm.

–

The engine can also be operated with biodiesel (VOME - vegetable oil methyl ester).

9

Engine Characteristics 90

250

60

225

50

200

40

175

30

150

20

125

P (kW)

70

M (Nm)

80

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 performs 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.

–

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 cartridge is mounted directly in the oil cooler.

10

–

The dimension of the oil cooler has been enlarged in order to have the coolest possible oil available for the spray cooling of the pistons and for the turbocharger.

–

A three-stage electric auxiliary heater is available 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.

–

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, particularly in the area of the turbocharger, in order to prevent any carbon deposits in the oil-conveying parts of the turbocharger.

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 manifold 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 manifold 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 energizes 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 management system is specifically matched to the requirements of the variable turbocharger. The Bosch MSA 15 control unit performs control of the quantity of fuel injected as well as start of injection, boost pressure, exhaust gas recirculation, glow period and the electric auxiliary heater.

New or additional components in the 81 kW TDI engine compared to the 66 kW TDI version are shown within a coloured frame.

Sensors Needle lift sender G80

Engine speed sender G28

40 F/M T-G > PB

<

G UR RB ANY PIE GERM .01 21 82 7 .1

S US HFL RC DU

Air mass meter G70

OW FL

1 6 46 4 90 07

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

. .

12

Air conditioning DF terminal

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 relay J322

Glow plugs (engine) Q6 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 F96

Intake manifold flap switchover valve 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 versions

SP22-10

.

Engine speed signal 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 with variable vanes in the turbine.

U = Vacuum reservoir VP = Vacuum pump

These are used to influence the exhaust flow to the turbine wheel.

Refer to the system overview of the electronic control of 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 variable turbine geometry

New!

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 single part.

–

The turbocharger is lubricated by its own oil supply.

–

Variable vanes positioned in the shape of a ring, influence the direction and cross-section of the flow of the turbine.

–

The vacuum unit moves a rotating adjusting ring by means of a linkage. This ring passes 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 rapidly 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 constricted 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 turbine wheel is rotated more rapidly.

SP22-27

Variable vane

Turbine wheel

As a result of the high turbine speed, the boost pressure required is also achieved even at a low engine speed. The exhaust backpressure is high. 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 crosssection for the exhaust gas in order to avoid exceeding the boost pressure attained. SP22-28

Exhaust backpressure Boost pressure

16

The exhaust backpressure drops.

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

Steep position of variable vane = Large inlet cross-section of exhaust gas flow

Direction of rotation of adjusting ring

SP22-30

SP22-31

SP22-27

The variable vanes are set to a narrow inlet cross-section in order to achieve a rapid increasing 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.

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 crosssection is also at the same time the emergency running position.

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

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 possible 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 10A

The solenoid valve opens. Atmospheric pressure thus exists at the vacuum unit. This corresponds to the emergency running position.

N75

Self-diagnosis Self-diagnosis is carried out in the functions 02 Interrogating fault memory 03 Final control diagnosis 08 Reading measured value block. Set and actual values can be read for the boost pressure in function 08. Correct operation of the boost pressure control can be checked by comparing both values.

15 J248

SP22-21

19

Actuators Solenoid valve N75 and the vacuum unit -UD- for altering the position of the variable vanes Vacuum control for flat variable vanes

N75

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. The maximum boost pressure is built up rapidly.

UD SSP190/13

Vacuum control for steep variable vane position

The solenoid valve is de-energized. 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 variable vanes

N75

UD SSP190/15

20

The engine has to produce the power corresponding to the driving conditions and the turbocharger 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 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 continuously altered to the desired boost pressure as a result of the continuous control process.

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 stored in the fault memory with an indication of the type of fault.

1 4 7 C

2 5

8 O

3 6

9 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 02 03 04 05 06 07 08

-

Interrogating control unit version Interrogating fault memory Final control diagnosis Basic setting Erasing fault memory Ending output Coding control unit Reading measured value block

SP17-29

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 recirculation

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 x

15 x

31

31

A71

S234 10A E30

N75

N239

J322 15

3 J248

33

25

13

39

40

69

67

71

1

G71

G72 P

G28 31

31

SP22-3

Components G28 G71 G72 J248 J322 N75 N239

Engine speed sender Intake manifold pressure sender Intake air temperature sender Diesel direct injection system control unit Diesel direct injection system relay Boost pressure control solenoid valve Intake manifold flap switchover valve

Colour coding/Legend = Input signal = Output signal = Battery positive = Earth

in

22

out

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 process. 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 system. As the mass moment of inertia of the gearbox components is increased as a result of this, these components absorb oscillations only at significantly 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 measures at the belt drive. A vibration damper is integrated into the belt pulley at the face end.

SP22-13

197/45

Insulation of oscillations Vibration damper in belt pulley

Crank assembly

Primary flywheel mass of two-mass flywheel

23

Two-Mass Flywheel Schematic representation of the two-mass flywheel Engine and gearbox with conventional flywheel and clutch design

Expressed in simple terms: A conventional flywheel cushions the vibrations of the engine to a greater extent. The residual oscillations, however, are transmitted fully to the gearbox. 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

194/026

Engine

Gearbox

Rotational irregularity (rpm)

+

0

Time

-

SP22-26

Oscillation pattern of engine and gearbox at idling speed

24

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

The basic design in combination with clutch and clutch plate Engine side

Gearbox side

Secondary flywheel mass

Grease packing

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 system 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 bearing.

The torque is transmitted by the primary flywheel mass through the spring assemblies to the secondary 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 combination 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 environmentally-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 engine during the entire engine life.

The oil filter cartridge is withdrawn upward after removing the cap.

Only the oil filter cartridge is changed when changing the oil.

The oil filter housing at the same time acts as the carrier for the external oil cooler.

The cartridge consists of a newly developed highstrength 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 housing and is bolted to it.

26

The oil pressure switch (grey, 0.9 bar) is positioned in the oil filter housing, as before, at an easily accessible point.