Seat Ibiza SC Trophy User manual

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 ehicle manufacturer:
SEAT SPORT, S.A.
A . Can Amat, 7
E-08630 Abrera
BARCELONA - Spain
http://seat-sport.seat.es
Technician concerned
Antonio Almirall
Tel. [phone]
Fax. [phone]
antonio.almiral[email protected]
Salesperson concerned
Xa ier Carrasquilla
Tel. [phone]
Fax. [phone]
ja ier.carras[email protected]
Person responsible for spare parts
Laura Brullas
Tel. [phone]Fax. [phone]
[e-mail]
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.

Technical manual ,
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IBIZA SC TROPHY
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. Gear ox .................................................................................................................. 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, rakes. “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 oard 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 + olumetric 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 con erter / 94dB
Fuel Standard 98 oct.
Fuel consumption 0.3 l/km
Fuel tank Standard - 45 lts max capacity
Power transmission
Traction 2 dri e 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, con ergence and height.
Front stabiliser Bore: 22 mm
Rear suspension Torsional axle, adjustable in camber, con ergence and height.
Brake ABS Bosh 8.2 (without ESP)
Front brakes Pinza Leon Cupra, 345 mm self- entilated 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 a ailable
hassis 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 12 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.
