TMIbizaSC.pdf
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SEAT Ibiza SC Trophy Technical manual
Transcript of TMIbizaSC.pdf
SEAT Ibiza SC Trophy
Technical manual
Technical manual ,
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IBIZA SC TROPHY
This user manual is intended to be a guide for the understanding of the Ibiza SC Trophy
manufactured by SEAT Sport S.A. For any questions queries or suggestions, please contact the vehicle manufacturer:
SEAT SPORT, S.A. Av. Can Amat, 7 E-08630 Abrera
BARCELONA - Spain http://seat-sport.seat.es
Technician concerned Antonio Almirall
Tel. +34 93 774 45 54 Fax. +34 93 773 3410
Salesperson concerned Xavier Carrasquilla
Tel. +34 93 774 1875 Fax. +34 93 773 3410
Person responsible for spare parts Laura Brullas
Tel. +34 93 773 3399Fax. +34 93 773 3410 [email protected]
Any questions or queries should be referred to the salesperson concerned, who will pass on the
notice to those in charge of the different departments.
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1. Introduction
The SEAT Ibiza SC Trophy is a vehicle developed by SEAT Sport, based on the new SEAT
Ibiza Cupra model, continuing in the vein of the successful competition vehicles developed by the
SEAT brand.
The main technological innovations developed by SEAT Sport for the new SEAT Ibiza SC
Trophy are:
� Inclusion for the first time in competition of a direct injection Bi-turbo engine.
� Adaptation for the first time in competition of the new DSG 7 speed gearbox, evolved by
SEAT Sport for competition.
� Development of an aerodynamic package with the objective of increasing support when
cornering.
� The diagnosis and alarm system on the instrument panel has been maintained, combined
with the possibility of a dashboard with data collection.
With the new SEAT Ibiza SC Trophy the engine and gearbox management systems have been
maintained and increased in production that has given such good results to the brand, maintaining
commitment to costs and customer loyalty that reinforces the school spirit and bringing their services
closer to passenger vehicle categories.
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0. CONTENTS
1. Introduction ............................................................................................................. 3
0. CONTENTS ............................................................................................................. 4
2. General characteristics............................................................................................ 5
3. Engine ...................................................................................................................... 6
3.1. Presentation ......................................................................................................................... 6
3.2. Engine Technical Data ......................................................................................................... 6
3.3. Main elements of the engine ................................................................................................ 6
3.3.1. Overpressure circuit ..................................................................................................... 6
3.3.2. Turbocharger ................................................................................................................ 7
3.3.3. Compressor .................................................................................................................. 7
3.3.4. Charge air cooler .......................................................................................................... 8
3.3.5. Oil circuit. ...................................................................................................................... 8
3.3.6. Bicircuit refrigerant system. .......................................................................................... 9
3.3.7. Regulated fuel system................................................................................................ 10
3.4. Engine control..................................................................................................................... 12
4. Gearbox.................................................................................................................. 16
4.1. Presentation ....................................................................................................................... 16
4.2. Technical characteristics .................................................................................................... 16
4.3. Main elements .................................................................................................................... 16
4.3.1. Clutch.......................................................................................................................... 16
4.3.2. Drive shaft .................................................................................................................. 17
4.3.3. Mechatronic moduleM ................................................................................................ 17
4.4. Operation............................................................................................................................ 17
5. Servo-hydraulic steering system............................................................................ 18
5.1. Steering system management............................................................................................ 18
6. Suspension, steering, brakes. “SSB” .................................................................... 19
6.1. Presentation ....................................................................................................................... 19
6.2. Front axle............................................................................................................................ 19
6.3. Rear axle ............................................................................................................................ 20
7. Suspension adjustment .......................................................................................... 21
8. Body........................................................................................................................ 22
8.1. Certification......................................................................................................................... 22
9. On board network .................................................................................................. 23
9.1. Self-diagnosis ..................................................................................................................... 24
9.2. On board network ............................................................................................................... 24
9.2.1. Coding ........................................................................................................................ 24
9.2.2. Measurement values block......................................................................................... 24
10. Maintenance .......................................................................................................... 25
11. Preseals .................................................................................................................. 26
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2. General characteristics Engine Type 4-cylinder In-line turbo. (Turbo + volumetric compressor). Power supply system Via direct injection in the chamber. Displacement (cc) 1390 cc Bore and stroke (mm) 75.6 x 76.5 Maximum power (hp/rpm) 180 hp (132Kw) / 6200 Maximum torque (Nm/ rpm) 250/2000-4500 Exhaust / dB. Racing with catalytic converter / 94dB Fuel Standard 98 oct. Fuel consumption 0.3 l/km Fuel tank Standard - 45 lts max capacity Power transmission Traction 2 drive wheels Gearbox 7 speed automatic-sequential DQ Differential Self-locking mechanical disc Clutch Twin dry disc Gearbox control With controls on the steering wheel and central control Suspension and brakes
Front suspension McPherson, adjustable in camber, convergence and height. Front stabiliser Bore: 22 mm Rear suspension Torsional axle, adjustable in camber, convergence and height. Brake ABS Bosh 8.2 (without ESP) Front brakes Pinza Leon Cupra, 345 mm self-ventilated discs. Rear brakes Pinzas Leon Cupra, 288 mm discs Steering system Electro-hydraulics, with motorsport software Rims SEAT - 7.5x17” ET42 Tires Rim permit from 210 to 225 wide Diagnosis ECU Engine BOSCH MED 17.5.5 Diagnosis system VAS self-diagnosis – OBD II available Chassis and aerodynamics
Weight 1,063 kg Aerodynamics Adjustable wing
Enlarged front fins and rear mudguards Front width (max) 1,616mm (std car +170mm) Rear width (max) 1,457 mm (std car +29mm) Height 1,410 mm (std car -40mm) Wheelbase 2,480 (std car +13mm) Optional Data collection AIM /MXL- with CAN 23 channels + 8 mathematical channels Airjack Complete car kit Transponder Fixed 12v Auxiliary 12v socket Motorsport connector
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3. Engine
3.1. Presentation The Ibiza SC Trophy has a 1.4L direct injection petrol engine with twin supercharger. The power is achieved due to the Motronic MED 17.5.5 engine control. The main new element of this engine is the incorporation of a compressor in the turbocharger additional air overpressure circuit. The combination of the compressor and the turbocharger optimises the engine performance at all engine speeds, supplying a high torque value from low revolutions. The 1.4L TSI® engine with twin supercharger presents the following characteristics: - Timing chain system free from maintenance. - Variable intake valve timing. - Lubrication circuit with duo-centric pump activated by an independent chain. - Twin supercharger using a compressor activated by belt and the turbocharger activated by exhaust gases. - The cooling circuit with double thermostat, one for the block and another for the cylinder head. - The air-air charge air cooler is situated at the vehicle front end. - Turbocharger with greater dimensions. - And new engine control.
3.2. Engine Technical Data
Engine identification letters.............. ................... CAVE Displacement ............................................... 1,390 cm 3 Bore and stroke .......................... 76.5 x 75.6 mm Compression pressure relation ...............................10:1 Valves per cylinder...................................................... 4 Maximum torque. 250 Nm between 2000 and 4500 rpm Maximum power…………...............132 kW at 6200 rpm Engine control...............................Motronic MED 17.5.5 Ignition order..................................................... 1-3-4-2 Fuel................ 98 RON petrol*
3.3. Main elements of the engine
3.3.1. Overpressure circuit The main elements that make up the engine overpressure circuit are: - A compressor - A regulating flap. - A turbocharger. - And a charge air cooler. The compressor is activated by a Poly-V belt and is switched off and on with a magnetic coupling, N241, controlled by the engine control unit. The regulating flap is situated in a circuit parallel to the compressor and is controlled by the engine control unit in order to regulate the pressure generated by the compressor via the control motor V380.
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The turbocharger is of fixed geometry and is activated by the exhaust gases. The engine control unit regulates the pressure generated by the turbocharger using the solenoid valve for charge pressure control, N75. The air recirculation solenoid valve is located in the turbocharger N249. The charge air cooler is situated in the front end part of the engine compartment next to the liquid coolant radiator.
3.3.2. Turbocharger The turbocharger is oversized with respect to its use in the 1.4L TSI® engine without twin supercharger. The largest size of turbocharger allows performance optimisation at high engine speeds. It forms a compact assembly with the exhaust manifold and is manufactured in heat-resistant casting. It is a fixed geometry turbocharger, and is connected to the engine cooling and lubrication circuit for the cooling and lubrication of the blower shaft. The maximum blower temperature is limited by a pneumatic control element, controlled by the solenoid valve for charge pressure control, N75. The air recirculation valve, N249, is integrated in the turbocharger housing in order to prevent the blower from braking during engine deceleration.
3.3.3. Compressor The compressor is bolted to the block below the throttle selector unit.
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It receives movement from a Poly-V belt specific to the compressor. The engine control unit activates and deactivates the compressor using a magnetic coupling. To prevent noise, the compressor has different soundproofing elements and an air silencer at the input and another at the output of the compressed air. In the event of a fault the compressor must be completely replaced. OPERATION: The movement from the crankcase to the compressor is transmitted with the compressor Poly V belt via the pulley of the liquid coolant pump. The liquid coolant pump pulley receives movement from the Poly-V belt of the auxiliary elements. The magnetic clutch for supercharger is incorporated in the compressor liquid coolant pump pulley. It is activated and deactivated with an electromagnetic coupling, which is deactivated at 3,500 rpm. The ratio between the compressor pulley and the crankcase allows the maximum speed of the compressor to be 17.500 rpm. The compressor Poly-V belt does not require maintenance and has a mechanical tensioner to guarantee correct tension in all the phases of engine operation.
3.3.4. Charge air cooler The charge air cooler is situated in the lower part of the vehicle front end, in front of the liquid coolant radiator. The air first circulates through the compressor and then through the turbocharger. At the output of the turbocharger the air temperature can reach 200 ºC. To reduce this high value of air exiting the turbocharger the air circulates through the charge air cooler where it is cooled.
3.3.5. Oil circuit. Oil circuit The oil circuit includes the cooling of the exhaust turbocharger and the cooling of the pistons.
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Colour legend
Oil vacuum Oil supply Oil return Regulated duo-centric oil pump The regulated duo-centric oil pump has been adopted from the current FSI® engines. The 3.5 bar oil pressure of almost all speed ranges is regulated via the impelled flow. Through this the following advantages are produced: - The power consumed by the oil pump is reduced up to 30%. - A lower quantity of oil is decanted which reduces waste. - Foaming of oil in the pump is minimal, as the oil pressure remains constant at almost all engine speeds.
3.3.6. Bicircuit refrigerant system. This is a bicircuit system with divided liquid coolant conduction that has different temperatures caused by the block and the cylinder head. The liquid coolant is conducted through the cylinder head from the exhaust side to the intake side. This produces even temperatures in the cylinder head. This schema is denominated a cooling circuit by transverse flow.
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The refrigerant system is divided into two circuits in the engine. Approximately a third of the engine liquid coolant flows towards the cylinders and two thirds flow towards the combustion chamber areas
in the cylinder head. The block is heated more quickly as the liquid coolant remains here until it reaches 95 ºC. Cooling in the cylinder head is more efficient according to a lower temperature level of 80 ºC in the cylinder head.
3.3.7. Regulated fuel system The fuel system is regulated as necessary. The advantage is that both the electrical fuel pump and the high-pressure pump only raise the fuel quantity to the amount needed in the engine at a given moment. This reduces the power consumed by the fuel pumps and saves fuel.
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3.4. Engine control. Engine control is carried out using the information sent by the sensors situated in the engine and the different components that surround it.
Unit / Sensor Application of the signal
Effect of absence of signal
Position
The engine control unit J823
Engine control + charge pressure control
Does not start.
Engine compartment
Intake pressure sensor G71 + intake air temperature G42
With the help of these signals and the engine speed signal the engine control unit calculates the air intake mass.
The throttle valve position and the intake air sensor temperature are employed as a supplementary signal G299. The turbocharger will only be operational in a controlled manner.
Pressure sensor on the intake manifold (compressor) G583 with air intake temperature sensor G520
Charge pressure control for the compressor using the regulating throttle selector unit. The temperature sensor signal of the intake air is also used to protect components against the effects of excessive temperatures. As of 130 °C the compressor power is reduced.
If there is a fault in the combined sensor, regulation of the compressor charge pressure is no longer possible. The system will no longer allow the compressor to function and the turbocharger will only be operational in a controlled manner. The engine power delivery is significantly reduced at lower ranges of speed.
It is bolted behind the compressor or the regulating throttle selector unit in the intake connecting hose.
Charge pressure sensor G31 With intake air temperature sensor 2 G299
Regulates the pressure supplied by the exhaust turbocharger, by controlling the limiting charge pressure solenoid valve. A correction value is calculated using the intake air temperature sensor signal.
If there is a fault in the sensor, the turbocharger will only work in a controlled manner. If there are faults in other sensors this may also result in deactivation of the compressor.
Close to the throttle selector unit in the charge air pipe.
Environment pressure sensor
This is used as a correction value to regulate charge pressure, due to the decrease in density of the air according to increase in altitude.
If there is a fault in the environment pressure sensor, the turbocharger will only work in a controlled manner. This may produce greater emissions
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and a loss of power. In the ECU Engine speed sensor G28
The moment calculated for injection, the injection duration and the moment of ignition are determined by this signal. Likewise, it is used for camshaft adjustment.
If there is a fault in the sensor, the engine will cease to operate and starting up will not be possible.
Hall sensor G40 The starter TDC in the
first cylinder and the inlet camshaft position are detected by these signals and the engine speed sensor. The signals are used to determine the moment of injection, the moment of ignition and the camshaft adjustment.
If there is a fault in the sensor the engine continues to operate. However, further starting of the vehicle is no longer possible. The camshaft adjustment is deactivated and the inlet camshaft remains in the "delay position". A loss of torque is produced.
Throttle valve selector unit J338 with angle sender for the throttle control G187 and G188
Controls the throttle valve. For safety reasons, two sensors have been fitted whose signals are compared.
If there is a fault in both sensors the throttle control is deactivated and engine speed is limited to 1,500 rpm.
Regulating throttle selector unit J808 Potentiometer for regulating throttle G584
With support from the regulating throttle potentiometer, the engine control unit detects the momentary position of the throttle and can place the regulating throttle in any required position.
If the signal is absent the regulating throttle maintains continuously open and the compressor no longer switches on alternately.
Accelerator pedal position sensors G79 and G185
The engine control unit employs the signals to calculate the torque delivery required by the driver. For safety reasons two sensors have been fitted.
Fault in a sensor
If there is a fault in a sensor, the system firstly enforces idling speed. If, after a specified time for verification of the idling position, the second sensor signal is detected the vehicle will once again be able to run. If the driver orders full charge delivery the system will only slowly increase speed. Fault in both sensors
If there is a fault in
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both sensors the engine will only operate at accelerated idling speed (max. 1,500 rpm) and will no longer react to accelerator pedal movements.
Brake pedal position sensor G100
Controls brake lights. The engine control unit prevents the vehicle from accelerating if at the same time the brake pedal and the accelerator are activated.
If one of the two sensors is absent the injection quantity is reduced and the engine supplies less power
Fuel pressure sender G247
The engine control unit analyses the signals and, using the fuel pressure regulating valve it is responsible for regulating the pressure in the fuel rail.
The fuel pressure regulating valve is deactivated, the electric fuel pump is activated to maximum and the engine operates with the fuel at the pressure available. This drastically reduces engine torque delivery.
Knock sensor G61
If a detonating fuel is detected the ignition angle is adjusted in the affected cylinder until the knocking ceases to occur.
If the knock sensor signal is absent the ignition angle is "delayed" in all cylinders to a fixed value. This produces an increase in fuel consumption associated with a decrease in power and torque.
Liquid coolant temperature sensor -G62-
The liquid coolant temperature is used, amongst other functions, for calculating the quantity for injection at the moment of ignition and for controlling driving performance functions.
If the signal is absent, the engine control unit calculates a temperature depending on the family of characteristics
Liquid coolant temperature sender, to radiator outlet G83
In order to compare the signals from the liquid coolant temperature sensor G62 and from the liquid coolant temperature sensor G83 management is carried out the radiator fans.
If the liquid coolant temperature sensor G83 is absent the default value is taken from the liquid coolant temperature sensor G62.
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Lambda probe G39 with heating of lambda probe Z19
The Lambda probe in front of the catalytic converter is a version of alarm signals. The engine control unit recognises if the engine is operating with a mix of fuel and poor or rich air.
If the signal is absent the Lambda regulation is no longer carried out, a pilotage of the injected quantity is carried out,
Post catalytic converter Lambda probe G130 with heating of lambda probe Z29
The post catalytic converter Lambda probe is used to verify the operation of the catalytic converter.
If the signal is absent the verification of the catalytic converter operation is no longer effectuated.
Throttle potentiometer on the intake manifold G336
Informs of the throttle position, as their control influences the air current in the combustion chamber and also the supplied air mass.
The system adopts a middle position as a default value. This causes a loss in power and torque.
Sensor for current measurement G582
When aware of the consumed current, the engine control unit regulates the PWM signal with which it activates the volumetric compressor electromagnetic coupling, which subsequently closes smoothly.
The development of the intensity of the current is no longer detectable and the electromagnetic coupling switches on in a mode adverse to convenience.
Operation values: Next, the engine operation values are shown:
CHANNEL NOMINAL MINIUM VALUE MAXIMUM VALUE
Engine speed idling 1170 rpm 7000 rpm
Turbo pressure 2 bar 1 bar 2.5 bar
Compressor pressure 2 bar 1 bar 2.5 bar
Low fuel pressure Modulated PWM 0.5 bar 6.5 bar
High fuel pressure Modulated PWM 50 bar 150 bar
Oil pressure 2.5 bar 1.5 bar 4.5 bar
T cylinder head liquid coolant T1- 80º C 105 ºC
T block liquid coolant T2- 95º C 105 ºC
T intake air 65º C
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4. Gearbox
4.1. Presentation
The Ibiza SC Circuit applies dual clutch technology. The new DSG 7 gears offers various simultaneous innovations.
Structural characteristics:
� gearbox modular design: � oil system separated by the
mechatronic and manual gearbox. � 7 gears distributed between 4
camshafts � oil pump that functions according
to demand. � no oil/water heat exchanger
4.2. Technical characteristics Gearbox code ........................................ MPP Weight including clutch.......................... 70 kg Gears ………...…………………………7 gears Maximum torque ................................250 Nm Operating mode................automatic / triptonic Gearbox oil volume.................................. 1.7 l Mechatronic oil volume ........................... 1.0 l
4.3. Main elements
4.3.1. Clutch The torque is transmitted up to the dual clutch from the flywheel, which is fitted to the crankcase. In order for this to take place, the flywheel has a notched interior which engages with the notched interior of the dual clutch supporting ring. From here the torque is driven towards the inside of the dual clutch. The dual clutch gearbox is formed basically by two partial transmissions independent of each other. Each of the partial transmissions has the same functional structure as a manual gearbox, and each one has a clutch assigned to it. The clutches are two dry clutches. The mechatronic is responsible for regulating, opening and closing them
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4.3.2. Drive shaft The Ibiza SC Circuit has, opposed to the series Ibiza, an intermediate semi-axle on the right side. As a result, the drive shafts are equal in length on each side. This advantage allows the chassis temperature to be lowered improving the centre of gravity.
4.3.3. Mechatronic moduleM The mechatronic electronic control unit is the central selector unit of the gearbox. Within this, all the sensor signals and other control unit signals converge where it initiates and controls all the activities. Within the electronic control unit there are 11 sensors, only the Gearbox input speed sender G182 is located outside the control unit. The electronic control unit manages and controls, using hydraulics, the eight solenoid valves to connect the 7 gears and to activate the clutch.
4.4. Operation In the SEAT Ibiza SC Circuit, selector lever is operated in the same way as a vehicle with an automatic gearbox. The dual clutch gearbox also offers the possibility to change gear using the Tiptonic system. The operation can be carried out from the selector lever in addition to the switches located on the steering wheel. The lever "Operation" positions are:
POSITION SYSTEM P - Park
In order to move the selector lever from this position the ignition must be switched on and the brake pedal pressed down.
R - Reverse gear
In order to engage this gear the release tab must be pressed.
N - Neutral
The gear is situated in dead centre.
D - Permanent forward gear position (normal program)
When the selector lever is in the position (Drive), the forward gears are automatically connected.
S - Sport
The automatic selection of the gear is carried out according to a characteristic "sport" curve that is programmed in the control unit.
+ and – (on the steering wheel)
The Tiptonic functions can be run from the lever right track and with the steering wheel controls.
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5. Servo-hydraulic steering system This consists of power steering where the complementary steering wheel turn force is provided by an electric motor that simultaneously activates a hydraulic pump. This steering system has two specific features: on one hand, the assistance is only generated when necessary, achieving a significant saving of power, and on the other hand, it is a variable assistance according to the steering wheel turn speed and the vehicle gear speed. System overview:
5.1. Steering system management Unit / Sensor Application of the
signal Effect of absence of signal
Position
STEERING WHEEL ROTATIONAL SPEED SIGNAL
The electro-hydraulic power steering control unit uses the steering system angle sender G85 to recognise the steering wheel rotational speed. This is used in the oil pressure regulating function .
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SPEED SIGNAL The control unit considers this message as an essential signal in calculating the regulating function. Therefore, the increase in vehicle speed implies a gradual reduction in power assisted steering.
SPEED SIGNAL The electro-hydraulic
power steering control unit uses this message as an essential signal in the steering system regulation function .
Without this signal the power steering does not activate.
6. Suspension, steering, brakes. “SSB”
6.1. Presentation In the Ibiza SC Circuit the series dimensions have been modified and some elements, flexible for adaptation to sport driving, have been eliminated.
� Greater advancement in the front axle � More train, providing better stability and cornering � Adjustable camber in both axles. � Adjustable height
6.2. Front axle Basically consisting of:
� Sub-chassis and wishbones specifically fitted on steering ball joints and brushes. � Rear camber regulation from 3.5º to 5º. � McPherson with height adjustable Koni shock absorbers. � Aluminium steering knuckle with modified steering ball joints centre of rotation. � Specific hubs with studs � 20 mm anti-roll bar. � Mono-block brake calipers. � Rear ventilated disc brakes 345x30 mm.
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6.3. Rear axle
� Rigid torsional strut with integrated support arm. � Shock absorber with height adjustment and integrated springs. � Camber and convergence spacers. � Mono-block brake caliper and discs 288x12 mm. �
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7. Suspension adjustment
CONFIGURATION
FRONT shaft REAR shaft
Main spring 160-60-70N/mm 180-60-90N/mm
Available range 160-60-70N/mm 180-60-80N/mm
Available range 160-60-80N/mm 180-60-90N/mm
Tender 60-60-2 60-60-2
MAX fitted length With 160-60-70=185 With 160-60-80=240
With 160-60-80=188 With 160-60-90=242
Shock absorber limit Koni std = NO
Compression spacer 5mm 5mm
Stabiliser 20 N/mm 15N/mm
Wheel 17x7.5/ET42 17x7.5/ET42
Tyre pressure hot Manufacturer Manufacturer
Brake pads Championship Championship
Wing No Low downforce
ALIGNMENT Left FRONT Right
Camber 4.5º 4.5º
Convergence 1.5 mm OUT 1.5 mm OUT
REAR
Camber 2.5º 2.5º
Convergence 4.0 mm Open 4.0 mm Open
Camb
er
Weight (approx) with driver 85kg
From 3.5º to 5º Front 378,8 Front 378,8
Each position is 0.5º approx Rear 195,2 Rear 195,2
Total 1148,0
Camb
er Front 66,0% Diag 50,0%
Fixed (See powerparts) Rear 34,0% Left 50,00%
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8. Body The bodywork has been modified to adapt to the needs of motor sport use. The most relevant characteristics are:
� Elimination of unnecessary supports and reinforcements. � Reinforcement of welding in structural joints. � Roll bar constructed by SEAT Sport specifically for the Ibiza. � Roll bar attached welded to the bodywork. � Airjack anchorage available. � Final electrolitic treatment (including roll bar) in order to prevent corrosion (kataphoresis).
8.1. Certification The bodywork with roll bar, designed and manufactured by SEAT Sport has a certification number from the Spanish Automobile Federation (R.F.E.A.):
Certification No. R.F.E.A.: HES4260211
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Dimensions:
9. On board network The SEAT Ibiza SC Trophy is a competition vehicle, constructed 100% by hand at SEAT Sport, the VAS diagnostic system has been maintained as the electronic unit management. This point has special importance due to the fact that the DIAGNOTIC functions are guided using the VW group VAS system. The main new elements:
� The incorporation of network Gateway. The Gateway or BCM performs the functions of converter, processor and controller of the CAN-Bus and LIN-Bus.
� The immobiliser system remains, however, its transponder has a hidden key, and maintains start-up using a switch and button.
� The diagnostic system and alarm on the instrument panel remain.
� A data collection system connected to the CAN has been added (optional), that provides the opportunity of improving the car set up based on technical data.
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9.1. Self-diagnosis In order to carry out a complete self-diagnosis of the on board supply control unit, the use of the equipment VAS 5051B o VAS 5052 is required. Despite the fact that the Gateway is integrated in the new on board supply control unit J519, both components possess two different address codes. These are: - 09. On board supply control unit. - 19. Gateway. The address code 09 houses all the functions referring to the convenience on board network control unit.
9.2. On board network In the address code 09 a drop down menu opens where it is possible to select the option "J519 on board supply control unit, functions". Here we find, among others, the following functions: - Coding. - Adaptation - Read measured value blocks. On the following pages of this didactic book these functions are detailed one-by-one.
9.2.1. Coding The on board supply control unit incorporates the long codification due to the large quantity of functions that can be configured through codification. In this manner, the code itself is a programme matrix composed of 27 bytes, and in addition, each of the bits that compose it (1 or 0) is assigned to equipment or a function. The coding is carried out whenever the unit is replaced. Before removing the unit, note down the code to re-enter again in the new unit. With every SEAT Sport vehicle delivery a module coding sheet is provided. It is also possible to note down the coding by consulting the vehicle diagnostic system using the tool VAS 5052
9.2.2. Measurement values block
Via this option it is possible to access the visualisation of a large number of parameters relating to the function of the control unit itself, as well as to the sensors and control elements that it controls. Together with the name of each value, there is a short explanation of its meaning.
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10. Maintenance
MAINTENANCE NAME Every
race Every
2,500 km Every
5,000 km Every
10,000 km COMMENTS
DIAGNOSIS VAS Engine Rev. VAS Gearbox Rev. VAS CAN Bus Rev. Data Logger Rev. ENGINE Complete engine Rev. Spark plugs Repl. Air cleaner Rev. Repl. Poly V-belt Rev. Repl. Engine oil Rev. Repl. Engine oil filter Repl. Fuel filter Repl. Gearbox Complete gearbox Rev. Drive shaft Rev. Replace grease SDF Shock absorber Repl. Wheel bearings Repl. Steering ball joint Repl. Trapezium link ball joints Repl. Front shock abs. sup. ball joint
Repl.
Rear shock abs. sup. Repl. Wheel nuts Repl. Safety Extinguisher Expires after 2
years Bucket seat Expires after 5
years Harness Expires after 5
years
CAPACITIES
Name Capacity Description Recommendations Engine oil 5.5 litres (with filter) Castrol Edge
10/60
Gearbox oil 1.7 l G 052 171 Mechatronic oil 1.0 l G 004 000 M2 (power assisted steering
oil) Power steering oil 1.5 litres G 004 000 M2 Engine and gearbox coolant
6.5 litres VW Group "blue"
Brake fluid 1 litre Motul 600 Constant velocity drive shaft grease
100 grams GKN Constant velocity
With lithium base
Drive shaft tripod grease
100 grams GKN Tripod
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11. Seals On the SEAT Ibiza SC Trophy made by SEAT Sport, a series of parts have been presealed with the aim of ensuring the traceability and authenticity of the parts. Engine: 2 seals. Distribution/cylinder head Turbo
Gearbox. 1 seal Differential/pinions
Engine control unit. 1 seal Control unit
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