2.3L V5 Engine

Self-Study Program No. 62

Service

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TITLE: 2.3 L V5 Engine (S.S.P.. No. 62)AUTHOR: Service OrganizationSEAT, S.A. Zona Franca, Calle 2Reg. of business names Barcelona - Volume 23662, Folio 1, Page 56855

1st edition

DATE OF PUBLICATION:: April 98LEGAL REGISTER: B-18489 - 98Typesetting and printing: GRFICAS SYLSilici, 9-11 - Pol. Industrial Famades _ 08940 Cornell - BARCELONA

2.3L V5 EngineThe arrival of the V5 signifies the intro-

duction of a new family of engines for SEATmodels, coming with an advanced highperformance engine concept and a fivecylinder V type engine layout.

Thanks to careful design, it was possibleto achieve a compact small size engine witha transverse type mounting of this engine.

The 2.3 litre engine was designed to pro-vide excellent driving comfort, offering avery high torque value over a wide rpmrange, while at the same time providing agood response under maximum powerdemands and most important, all these per-formance advantages are available withvery low fuel consumption.

It was with this idea in mind that the newvariable inlet manifold was designed, thusproviding excellent engine performanceover a wide rpm range.

All these factors were worked on withoutforgetting the need to be environmentfriendly and for this reason a secondary airinjection system to the exhaust was also fitted.

The work on the engine was greatly sim-plified as can be seen from the maintenancefree timing system.

We can safely say that this is a high per-formance engine, with a low fuel consump-tion, environment friendly and with lowmaintenance requirements to providemaximum driving pleasure.

3

CONTENTS

2.3 V5 ENGINE ........................................ 4-5

ENGINE BLOCK .................................................... 6-8

CYLINDER HEAD .................................. 9-11

EXHAUST SECONDARY AIR INJECTION ................................... 12-13

VARIABLE INLET MANIFOLD .............................. 14-17

TIMING ............................................... 18-19

LUBRICATION SYSTEM ............................................. 20-21

COOLING SYSTEM ............................................. 22-23

AUXILIARY COMPONENTS .................................. 24-25

perfect combination of an in line and Vconfiguration engine.

The engine was designed based on theoriginal V concept, with two rows of cylin-

The five cylinder engine belonging to theEA 395 engine family is remarkable due toits completely new design.

The V5 engine layout demonstrates the

4

2.3 L V5 ENGINE

D62-01

PAR

(N

m)

PO

TE

NC

IA (

kW)

REGIMEN (1 min.)

50

251000

125

100

75

2000 3000 4000 5000

150

200

175

250

225

275

6000 7000

14

0

28

56

42

84

70

98

112

126

140

D62-02

275

250

225

200

175

150

125

100

75

50

25

140

126

112

98

84

70

56

42

28

14

01000 2000 3000 4000 5000 6000 7000

TECHNICAL SPECIFICATIONS:Designation letters ..........AGZ

Capacity............................2.327 cm3

Bore x Stroke ...................81,0 x 90,3 mm

Compression ratio...........10:1

V opening angle ..............15

Maximum Torque............205 Nm at 3200 rpm

Maximum Power.............110 kW at 6000 rpm

Injection and

Ignition system................Bosch Motronic

Fuel Octane rating...........Min. 95 Octane

Firing order ......................1-2-4-5-3

ders while keeping the angular openingbetween these to a minimum.

This method makes it possible to fit onesingle cylinder head and reduce the overallengine volume considerably, thus permit-ting the engine to be mounted transver-sally on the vehicle.

The timing system is located on the fly-wheel side of the engine and it is driven bytwo chains with two automatic tensioners.

The intake system was designed toensure perfect filling of all the cylinders byusing a variable inlet manifold.

The design of the exhaust manifoldshould also be mentioned, since it wasmade with the object improving enginebreathing and reducing the heat loss fromthe exhaust gases to a minimum, thusensuring rapid heating of the cataliser.

The sump is made from an alumini-um alloy to assist the cooling of the oiland improve the engine acoustics.

Finally, we can mention the replace-ment of the traditional oil filter by a newcartridge type filter.

This is a long stroke engine, notable forits elasticity and the fact that it delivers veryhigh torque over a wide rpm spread.

The maximum engine power of 110 kWis produced at 6000 rpm and a torque of 180Nm is developed between 2000 and 6000

rpm., rising to a maximum of 205 Nm. at3200 rpm. The engine specifications onlyserve to emphasise the excellent elasticityof the unit, a factor which is easily observedin the resulting driving comfort.

5

RPM (1 min.)

TO

RQ

UE

(N

m)

PO

WE

R (

kW)

15

22

The centre of the crankshaft is in line withthe centre of the cylinder bank angle and 97 cmabove the apex point of the V. An angularcrankshaft variation of 22 exists between theTDC of the cylinders in bank I and those in bankII.

Since this is a five cylinder engine, thecombustion takes place every 144 ofcrankshaft rotation, to ensure a properengine cycle and balanced operation.

In order to produce a combustion strokeevery 144 of crankshaft rotation, with afiring order of (1-2-4-5-3), the crankshaftthrows are as follows:

Cylinder 1 & 2 = 166 Cylinder 2 & 4 = 144 Cylinder 4 & 5 = 122 Cylinder 5 & 3 = 144 Cylinder 3 & 1 = 144

The engine block assembly is made fromgrey cast iron and is designed to accomo-date the five cylinders, the coolant pumpand the intermediate shaft.

The cylinders are separated in two banks,

the cylinders 1, 3 and 5 are in bank I and thecylinders 2 and 4 are in bank II.

The engine numbering starts on the oppo-site side from the flywheel and the numberone cylinder is the farthest from the flywheel.

6

ENGINE BLOCK

Bank IBank II

TDC cylindersbank II

TDC cylindersbank I

D62-0

2

4

5

3

1

Intermediate shaft

Bank IIBank I

Housing forcoolant pump

D62-03

D62-04

CRANKSHAFTThe crankshaft is fitted on the block using

five main bearing caps, with the numbersmarked on each of these to facilitate assembly.

The end play of the crankshaft can becorrected using the two part thrust washerslocated on the fourth main bearing cap.

It should be noted that the crankshaftcounterweight located on the flywheel side,is fitted with a crown wheel to register theengine rpm. This wheel is attached withthree bolts.

When fitting the crown wheel, take notethat there are two possible positions, so takecare to line up the marking for this engine,the marking which should be taken intoaccount is the indication VR5.

A mistake in the alignment of the markwill cause incorrect engine operation.

The following measures were taken inorder to eliminate any vibrations whichmay be transmitted by the crankshaft:

On the one hand a pulley with a vibra-tion damper was fitted to drive the poly Vbelt.

A dual mass flywheel is fitted at thecrankshaft output, the operation of this com-ponent is described in the Self StudyProgram No.55 1.9TDI 81 kW Engine.

Note: The machining of the crankshaftshould be done according to the indicationsgiven in the Service Manual.

7

Thrust washers

Crankshaft

Crown wheel

Flywheel

Crankshaftpulley

Mounting position

4

D62-05

VR

6

VR5

PISTON - CON RODAll five pistons fitted to this engine are

identical and have a completely new design.The piston crown contains the largest

part of the combustion chamber since thehead is completely flat.

The mounting position of the piston canbe easily identified, since the piston flat por-tion which mates with the head is fitted fac-ing the inside of the V in the block.

The pistons in this engine are notable dueto the design of the ring grooves for the oilscraper and oil control rings.

The ring groove for the oil scraper ring isespecially designed to collect a largeamount of oil from the cylinder wall andbring it down to the oil control ring.

The shape of the oil control ring groove isespecially designed to permit evacuation ofall the oil collected by the oil scraper ring.

The inner part of the piston is cooledby oil fed from injectors located in the mainbearing housing.

Two marks on the con rod and big endcap should coincide when mounting.

As on the majority of engines, the con rodbolts should be replaced whenever they areremoved because of the risk of elongation.

Note: Due to the inclination of the cylinders,the tool T20054 is necessary to fit the pistonsin the block.

8

ENGINE BLOCK

Compressionring

Piston

Oilscraperring

Oil controlring

Mountingmarks

Mountingbolts

Big endbearing shells

Con rod

D62-06

The cylinder head is a special design, sinceonly one single component is used for thisengine and it provides identical inlet andexhaust facilities for both cylinder banks.

The cross flow system is used on thiscylinder head, fitting two valves percylinder.

Each cylinder bank has a single camshaft,which transmits movement by means ofhydraulic tappets to the valves, which aremounted in a vertical position, in relation tothe plane of the cylinder head.

The spark plug has to be mounted on oneside of the combustion chamber due to theconstruction of the cylinder head.

The injectors, which use the air fluxprinciple, are located in a section prior to theinlet manifold.

The rocker cover seal is vulcanisedinto the cover to prevent leakage problems,making it necessary to replace the completeunit in case of seal damage.

The cylinder head is fitted on the blockwith the aid of 18 bolts using torx typeheads.

Due to the elongation to which thesebolts are subjected when tightening them totheir torque value, they should never bereused when removed.

The inlet and exhaust conduits have beendesigned to ensure perfect filling and evacu-ation of the cylinders on both banks, leadingto good fuel consumption and even balancedrunning of the engine.

9

CYLINDER HEAD

D62-06

Exhaust valve

Cylinder No. 2

Cylinder No. 1

Exhaustpipe

Inlet pipe

Injectorsupport

Injector

Plug

Inlet valve

D62-07

D 62-09

HEAD GASKETThis gasket is made from three metal

layers and care should be taken when fittinga new gasket not to remove it from its wrap-ping until it is ready to be fitted as otherwiseit may corrode.

The gasket is also availed of to seal theunion between the upper and lower part ofthe timing cover, for this reason wheneverany action is done on the top part of the tim-ing cover, great care should be taken not todamage the head gasket.

INJECTOR AIR FLUXThe novelty on these injectors is the fit-

ting an air passage through the injectorsthemselves, in order to improve the fuel pul-verisation. A tube at the exit from the inletmanifold, just after the air filter, brings an airsupply directly to the injectors.

The air arriving at the injectors leavesfrom orifices surrounding the fuel injection

drillings, provoking a circulation of airtogether with the fuel spray.

The air and fuel emulsion prevents theformation of small droplets.

10

CYLINDER HEAD

Injector support

Fuel exit

Air exit

Air entry

D62-08

CAMSHAFTThe layout of the cylinders makes it nec-

essary to fit two camshafts on the cylinderhead, the cylinder bank I is fitted with thelong camshaft and the cylinder bank II isfitted with the short camshaft.

A coded collar to hold the hall sender, isfitted on the short cam, in order to ensurerapid synchronisation between thecamshaft and the crankshaft.

This collar is centred on the gear by a lugand slot which ensures that no error can be

made when fitting this collar to the camshaftgear and camshaft.

Both camshaft gears are similar, howeverwe should never fit the collar on the longcam gear as the engine would not start.

The special tool T20047 is required to fitthe two camshafts and ensure that they arecorrectly synchronised to receive the tim-ing chain. The tool locks the camshafts inposition.

11

Camshaftbank I

Camshafts bank II

Gear

Gear

Codedcollar

D62-10

The following measures were undertakenin order to reduce the emission of noxiousgases after cold engine start up:

On the one hand, an exhaust pipe madewith steel tubes was fitted in order toreduce the heat loss from the exhaust gases.

The exhaust outlets are separate andthey join together in two individual collec-tors which arrive at the cataliser. A plate isfitted on the upper side to provide thermaland acoustic insulation.

On the other hand a secondary airinjection system is fitted on the exhaustmanifold which consists in a conduit locatedin the centre of the head, through which it ispossible to inject air at the outlet of all theexhaust valves.

This system enables air to be injectedduring the warming up phase of the engine,when mixture enrichment takes place andthe emission of unburned hydrocarbons(HC) is at its highest.

The injection of air just at the exit of theexhaust valves ensures that the addition of

oxygen completes the combustion and elim-ination of these harmful hydrocarbons.

Both of these measures cause the exhaustgases to reach the cataliser at a higher tem-perature and therefore reduce the heatingup period of this component.

12

EXHAUST SECONDARY AIR INJECTION

Exhaust manifold

Secondary air conduit

Thermal andacoustic insulation

Air entry

D62-11

D62-12

1

2

3

4

5

SYSTEM LAYOUTThe secondary air injection in the exhaust

manifold is composed of the following com-ponents:

A secondary air conduit located in thehead.

An electric pump (V101) which ensuresthat the necessary air pressure is generated.

A combination valve, pneumaticallyoperated to control the passage of air fromthe pump to the secondary air conduit. Thisvalve also prevents the passage of exhaust

gases through the pump, when the systemis inactive.

Finally, an electrovalve N112, which isgoverned by the engine control unit to con-trol the passage of vacuum to the combina-tion valve.

The secondary air injection only lasts for80 seconds after cold engine start up.The control unit management for the systemregulation is described in the Self StudyProgram No. 68 Motronic.

13

Pump air entry

Secondary airinjection valve N112

Secondary airinjection pump V101

Vacuum tube

To the exhaust outlet

Combination valve

Cataliser

D62-13

This is made from plastic, to provideweight reduction and at the same timeimprove vehicle safety in case of frontalcollisions.

This inlet manifold is a variable type inorder to ensure proper filling of both cylin-der banks under all engine rpm operatingconditions.

This makes it possible to provide a hightorque value even at low rpm and ensurethat full power is delivered at top speed.

The inlet manifold is composed of fiveseparate conduits, one for each cylinder, amain air chamber and a secondary airchamber.

A flap shaft is used to control the passageof air to the secondary chamber.

The operation of the inlet manifold isbased on the location of the air chamber,which is used to refract the pressure waveproduced by the air being drawn into thecylinders.

The optimum performance is achievedwhen the pressure is incident on the inletvalve just before this starts to close. For thisreason, the length of the inlet manifoldshould be varied according to the rpm andload on the engine since the pressure willalways be refracted at the speed of sound.

As a precautionary measure, a safetyvalve was fitted. In case of an excesspressure build-up inside the manifold,which could cause breakage, this valve willopen.

14

VARIABLE INLET MANIFOLD

Main chamber

Safety valve

Injectorsupport

Flap shaft

Secondary chamber

D62-14

PNEUMATIC CIRCUITThis is used to modify the position of the

flap shaft in the inlet manifold and it is com-posed of:

A pneumatic capsule, which is used totransmit the movement to the flap shaft.

An electrovalve (N156) to open andclose the passage of vacuum to the pneu-matic capsule. This valve is governed direct-ly by the engine control unit.

A One way valve and a vacuum reser-voir, to guarantee proper operation of the

system under all engine operating condi-tions.

When the system is at rest, and the elec-trovalve is energised, the vacuum passage isclosed, so that the air passage to the sec-ondary chamber is open. The moment theelectrovalve is energised by the control unit,the vacuum passage to the pneumatic cap-sule is opened and the secondary chamberis closed.

15

Pneumaticcapsule

Electrovalve (N156)

One way valve

Vacuum reservoir

D62-15

OPERATIONWhen the engine is idling or running at

low rpm under light load conditions, theintake period is long and it is not neces-sary to pay attention to the filling of thecylinders.

Under these circumstances, the flap shaftopens the passage to the secondary cham-ber and a low air intake velocity is achieved,producing very little refractory wave intensi-ty.

When the engine is operating between800 and 4300 rpm under higher thanmedium load conditions, the flap shaft willclose the passage of air to the secondarychamber leading to the production of arefractory air wave in the main cham-ber. The length of the inlet manifold in thissituation is 700 mm.

16

VARIABLE INLET MANIFOLD

Main chamber

Flap shaft

D62-16

Secondary chamber

D62-17

100%

50%

800

carga

4300 r.p.m.

Eje de conmutacinabierto

When the engine speed exceeds 4300rpm, the admission time is reduced, in thissituation the production of refraction wavesin the main chamber would mean that thepressure wave would reach the inlet valvewhen this was closed, provoking poor cylin-der filling.

To avoid this unfavourable situation,above this rpm, the flap shaft opens the pas-sage of air to the secondary chamber,ensuring that the refractory wave front islocated at 370 mm from the valve.

17

Load

Flap shaftopen

rpm

D62-18

D62-19

18

TIMING

Tool T20047

Camshafts

Upper chaintensioner

Intermediate gearadjustment mark

Intermediategear

Lower chaintensioner

CrankshaftCrankshaftadjustmentmark

D62-20

The timing system is located on the fly-wheel side and it is driven by two simplechains.

The lower chain transmits the movementof the crankshaft to the intermediate shaftand this in turn operates the two camshaftsthrough the upper chain.

Two automatic tensioners ensureperfect tension of both chains under alloperating conditions and remove the needfor periodic maintenance.

Plastic slides on the opposite side fromthe tensioners take care of any oscillationswhich might occur in the chain at this point.

The fitting of the camshafts and adjust-ment of the timing marks is done by liningup the mark on the crankshaft gear with amark on the main bearing cap and lining upthe slot on the large intermediate gear withone of the two marks on the thrust washer ofthis same gear.

Prior to this operation, both camshaftsshould have been synchronised andimmobilised on the opposite side from thetiming gears by using the tool T20047, asalready mentioned in the chapter dealingwith the cylinder head.

TENSIONERSTwo tensioners are available, one for the

upper chain and one for the lower chain.Their operation is identical, both using a

spring and hydraulic cylinder.The oil pressure from the pump is passed

to both tensioners, providing sufficient ten-sion on both chains.

The spring is needed to provide adequatepressure when starting, since at this pointthe oil pressure would be too low.

The lower chain tensioner is fitted witha ratchet lock system, which prevents thereturn of the piston and thus holds constanttension on the chain.

This system ensures that sufficient pres-sure is applied to the lower chain duringstart up and in difficult conditions whichcould cause a drop in engine rpm.

19

r

e

Ratchet locksystem

Tensionercylinder

Oil entry

Tensioner cylinder

The gear type oil pump is driven by theintermediate shaft and supplies the neces-sary pressure for all the circuit.

The pump itself has a safety valve incor-porated, which is calibrated at 5.5 bars.

The oil coming out of the pump is passedto the new design oil filter.

When the oil has passed through the fil-ter, it is cooled by the oil cooler and thenpasses throughout the engine.

A point worth noting is the passage of oilto the two timing chain tensioners and alsoto the oil injectors, which have been incor-porated for each cylinder.

The non return valve is fitted on the pipeleading up to the head, in order to preventoil drain back, leading to noise from the tap-pets during engine start up.

In the head, the oil is distributed to thecamshaft bearings and to all the hydraulictappets.

20

LUBRICATION SYSTEM

Upperchaintensioner

Lowerchaintensioner

Oilradiator

Oil filterCartridge

Oil pump

High pressureswitch

Intermediate shaft

Non return valve

Oiltemperaturesensor

Low pressureswitch

Short circuitvalve

D62-21

OIL FILTERA new oil filter is used on this engine, this

is made from a casing and a cartridge fittedinside it.

This set up is designed to be moreenvironment friendly by reducing wastewhen changing the filter, due to ease of recy-cling, since it no longer contains metal partsand can be completely transformed intoashes.

The cartridge can be changed with the aidof a drain plug located on the bottom of thecasing.

The indication of the oil pressure andtemperature is provided by two sensorslocated in the casing at the outlet from thefilter.

OIL INJECTORSThis engine was fitted with five oil injec-

tors in order to ensure lubrication andcooling of the underside of the pistonsand the cylinders, these are located on thecrankshaft main bearing housings .

When the oil pressure reaches 2 bars, oilis injected towards the underside of the pis-ton crown. The oil passes along a lubricationgroove in the upper main bearing half shelland through a drilling to an injector locatedin the main bearing housing.

21

Oil radiator

Support

Cartridge

O ring

Oil filtercap

Drain plug

Oilinjector

Oil entry

Mainbearingshell

D62-22

D62-23

The refrigeration circuit is notable for thepresence of two pumps; the main pump,mechanically operated and integrated in theblock and the secondary pump, which iselectrically operated.

The main pump takes charge of movingthe coolant around the circuit when theengine is running, passing this through theblock to the thermostat body and from thereto the radiator.

The thermostat body which is madefrom plastic, is directly mounted on theblock and it houses the coolant temperaturetransmitters.

When the engine is cold, the thermostatpermits the circulation of coolant throughthe following components:

Expansion vessel Oil radiator Throttle control unit

This permits all these components to heatup quickly, preventing possible sticking ofthe throttle at very low temperatures

When the engine reaches working tem-perature, the thermostat opens the passageto the radiator to prevent any overheating ofthe engine coolant fluid.

Two dual speed electric fans are respon-sible for forcing air through the radiator, theinitial speed is engaged when the tempera-ture of the coolant exceeds 95C and the sec-ond speed when 105C is exceeded.

22

COOLING SYSTEM

Heater radiator Electric pumpExpansion vessel

Throttlecontrol unit

Mainpump

Oil radiator

Radiator

Thermostat

D62-24

ELECTRIC PUMP V51The secondary pump is located on the

return from the radiator and in series on thecoolant circuit.

This is a vane type pump which is drivenby an electric motor. The centrifugal forceof the blades propels the coolant throughthe entire circuit and also dissipates the heataccumulated in the engine.

This action is required to prevent over-heating of the head and block when theengine has been switched off.

The operation of the electric pump V51is governed by the air conditioning controlunit J293.

When the control unit receives a signalfrom terminal 15, it activates the pump, andkeeps it operating for ten minutes afterswitching off the ignition.

Note: In case a repair has to be madewhich implies switching on and off the igni-tion frequently, it is advisable to disconnectthe electric pump in order to avoid runningdown the battery.

23

D62-25

To engineblock

Heater radiatorreturn

T10/6

V51

S57,5A

S110A

M

2

T10/1

1

+30+15

J293 T10/9 T10/4

D62-26

POLY V BELTThe design of the poly V belt was done

with the idea of using a single belt for allthe auxiliary components on this engine,thus reducing the overall length of theengine.

The ribbing of the belt, which can befound on both the inside and the outside,enables the pulleys to be driven by bothsides of the belt, thus making optimum useof the available space to drive all the com-ponents satisfactorily.

In the case of vehicles not fitted with airconditioning, the belt is only made with rib-bing on one side, since the external ribbingis used to drive the air conditioning com-pressor.

The belt is identical on both sides and itcan be mounted either way when new, how-ever we should retain the same mountingposition and direction of travel, if the belthas already been used.

24

AUXILIARY COMPONENTS

Crankshaft

Coolantpump

Tensioner

Alternator

Airconditioningcompressor

Power steeringpump

TENSIONERThe automatic tensioner provides per-

fect tension for the belt under all operatingconditions The variation in the separationbetween pulley flanges due to engine ther-mal effects and the different distancesbetween the pulleys are perfectly compen-sated for by the tensioner.

The tensioner spring provides therequired pressure to permit the properoperation of the poly V belt and a frictiondampener prevents belt oscillation.

The internal friction cone locks onto thefixed tensioner cone, while on its externalsurface, friction is created with the internalface of the mobile cone.

The external friction cone is designed insuch a way that when the spring tightens up,this cone closes and increases the frictionpressure on the mobile cone.

The combined action of the spring anddampener, provides a long lasting silentoperation of the auxiliary components, with-out any maintenance requirements.

25

Tensionerroller

Mobilesupport

Mobilecone

External friction cone

Internalfrictioncone

Fixedcone

Spring

D62-27

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NOTES

ECOLOGICALPAPER

SERVICE DIVISIONService Organization

Technical state 03.98. Owing to the constant development and improvementof the product, the information which appear herein is subject to possible alterations.The handbook is for exclusive use of the commercial organization SEAT.ZSA 23807981062 ING62SSP APRIL 98 10-62

2.3 L V5 EngineTechnical specifications

Engine blockCrankshaftPiston-con rod

Cylinder headHead gasketInjector air fluxCamshaft

Exhaust secondary air injectionSystem layout

Variable inlet manifoldPneumatic circuitOperation

TimingTensioners

Lubrication systemOil filterOil injectors

Cooling systemElectric pump V51

Auxiliary componentsPoly V beltTensioner

Notes

volver: