SEAT Ibiza SC Trophy

Technical manual

Technical manual

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
antonio.almirall@seat.es

Salesperson concerned
Xavier Carrasquilla
Tel. +34 93 774 1875
Fax. +34 93 773 3410
javier.carrasquilla@seat.es

Person responsible for spare parts

Laura Brullas
Tel. +34 93 773 3399Fax. +34 93 773 3410
laura.brullas@seat.es

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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IBIZA SC TROPHY

Technical manual

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.

6.

Steering system management............................................................................................ 18

Suspension, steering, brakes. SSB .................................................................... 19

6.1.
6.2.
6.3.

Presentation ....................................................................................................................... 19
Front axle............................................................................................................................ 19
Rear axle ............................................................................................................................ 20

7.

Suspension adjustment .......................................................................................... 21

8.

Body........................................................................................................................ 22
8.1.

9.

Certification......................................................................................................................... 22

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
Power supply system
Displacement (cc)
Bore and stroke (mm)
Maximum power (hp/rpm)
Maximum torque (Nm/ rpm)
Exhaust / dB.
Fuel
Fuel consumption
Fuel tank
Power transmission
Traction
Gearbox
Differential
Clutch
Gearbox control
Suspension and brakes
Front suspension
Front stabiliser
Rear suspension
Brake
Front brakes
Rear brakes
Steering system
Rims
Tires
Diagnosis
ECU Engine
Diagnosis system
Chassis and aerodynamics
Weight
Aerodynamics
Front width (max)
Rear width (max)
Height
Wheelbase
Optional
Data collection
Airjack
Transponder
Auxiliary 12v socket

4-cylinder In-line turbo. (Turbo + volumetric compressor).

Via direct injection in the chamber.
1390 cc
75.6 x 76.5
180 hp (132Kw) / 6200
250/2000-4500
Racing with catalytic converter / 94dB
Standard 98 oct.
0.3 l/km
Standard - 45 lts max capacity
2 drive wheels
7 speed automatic-sequential DQ
Self-locking mechanical disc
Twin dry disc
With controls on the steering wheel and central control
McPherson, adjustable in camber, convergence and height.
Bore: 22 mm
Torsional axle, adjustable in camber, convergence and height.
ABS Bosh 8.2 (without ESP)
Pinza Leon Cupra, 345 mm self-ventilated discs.
Pinzas Leon Cupra, 288 mm discs
Electro-hydraulics, with motorsport software
SEAT - 7.5x17 ET42
Rim permit from 210 to 225 wide
BOSCH MED 17.5.5
VAS self-diagnosis OBD II available
1,063 kg
Adjustable wing
Enlarged front fins and rear mudguards
1,616mm (std car +170mm)
1,457 mm (std car +29mm)
1,410 mm (std car -40mm)
2,480 (std car +13mm)
AIM /MXL- with CAN 23 channels + 8 mathematical channels
Complete car kit
Fixed 12v
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
C.
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 C.
Cooling in the cylinder head is more efficient according
to a lower temperature level of 80 C 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
The engine
control unit
J823
Intake pressure
sensor G71 +
intake air
temperature
G42

Pressure
sensor on the
intake manifold
(compressor)
G583 with air
intake
temperature
sensor G520

Charge
pressure sensor
G31 With
intake air
temperature
sensor 2 G299

Environment
pressure sensor

Application of the
signal
Engine control +
charge pressure
control
With the help of these
signals and the engine
speed signal the
engine control unit
calculates the air
intake mass.

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.

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.
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.

Effect of absence of
signal
Does not start.

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.
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.
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.

Position
Engine compartment

It is bolted behind the

compressor or the regulating
throttle selector unit in the
intake connecting hose.

Close to
the throttle selector unit in the
charge air pipe.

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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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.

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.

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.

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.
The engine control unit
employs the signals to
calculate the torque
delivery required by
the driver.
For safety reasons two
sensors have been
fitted.

Accelerator
pedal position
sensors G79
and G185

and a loss of power.

If there is a fault in
the sensor, the
engine will cease to
operate and starting
up will not be
possible.

,
In the ECU

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.
If there is a fault in
both sensors the
throttle control is
deactivated and
engine speed is
limited to 1,500 rpm.

If the signal is absent

the regulating throttle
maintains
continuously open
and the compressor
no longer switches on
alternately.

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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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.

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.

Knock sensor
G61

If a detonating fuel is
detected the ignition
angle is adjusted in the
affected cylinder until
the knocking ceases to
occur.

Liquid coolant
temperature
sensor -G62-

both sensors the

engine will only
operate at
accelerated idling
speed (max. 1,500
rpm) and will no
longer react to
accelerator pedal
movements.
If one of the two
sensors is absent the
injection quantity is
reduced and the
engine supplies
less power

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.
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.
If the signal is absent,
the engine control
unit
calculates a
temperature
depending on the
family of
characteristics

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.
Liquid coolant
In order to compare
If the liquid coolant
temperature
the signals from the
temperature sensor
sender, to
liquid coolant
G83 is absent the
radiator outlet
temperature sensor
default value is taken
G83
G62 and from the
from the liquid
liquid coolant
coolant temperature
temperature sensor
sensor G62.
G83 management is
carried out the radiator
fans.
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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.
The post catalytic
converter Lambda
probe is used to verify
the operation of the
catalytic converter.

If the signal is absent

the Lambda
regulation is no
longer
carried out, a pilotage
of the injected
quantity is
carried out,

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.

Post catalytic
converter
Lambda probe
G130 with
heating of
lambda probe
Z29

If the signal is absent

the verification of the
catalytic converter
operation is no longer
effectuated.

Operation values:
Next, the engine operation values are shown:
CHANNEL
Engine speed

NOMINAL

MINIUM VALUE

MAXIMUM
VALUE

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

2.5 bar

1.5 bar

4.5 bar

Oil pressure
T cylinder head liquid coolant

T1- 80 C

105 C

T block liquid coolant

T2- 95 C

105 C

T intake air

65 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

N - Neutral

SYSTEM
In order to move the selector lever from this
position the ignition must be switched on and
the brake pedal pressed down.
In order to engage this gear the release tab
must be pressed.
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.
The Tiptonic functions can be run from the lever
right track and with the steering wheel controls.

P - Park

R - Reverse gear

+ and (on the steering wheel)

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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
STEERING WHEEL
ROTATIONAL
SPEED SIGNAL

Application of the
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.

Effect of absence of
signal

Position

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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.

6.2.

Greater advancement in the front axle

More train, providing better stability and cornering
Adjustable camber in both axles.
Adjustable height

Front axle

Basically consisting of:

Sub-chassis and wishbones specifically fitted on steering ball joints and brushes.

Rear camber regulation from 3.5 to 5.

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

Main spring
Available range
Available range
Tender
MAX fitted length
Shock absorber limit
Compression spacer
Stabiliser
Wheel
Tyre pressure hot
Brake pads
Wing

FRONT shaft
160-60-70N/mm

REAR shaft
180-60-90N/mm

160-60-70N/mm

180-60-80N/mm

160-60-80N/mm

180-60-90N/mm

60-60-2

60-60-2

With 160-60-70=185

With 160-60-80=240

With 160-60-80=188

With 160-60-90=242

Koni std =
5mm
20 N/mm
17x7.5/ET42
Manufacturer
Championship
No

NO
5mm
15N/mm
17x7.5/ET42
Manufacturer
Championship
Low downforce

ALIGNMENT
Left
4.5
1.5 mm OUT

Camber
Convergence

FRONT

Right
4.5
1.5 mm OUT

REAR

Camber
Convergence

2.5
4.0 mm Open

Camb
er
From 3.5 to 5
Each position is 0.5 approx
Camb
er
Fixed (See powerparts)

2.5
4.0 mm Open

Weight (approx) with driver 85kg

Front
Rear

Front
Rear

378,8
195,2
Total
66,0%
34,0%

Front
Rear

378,8
195,2

1148,0
Diag
Left

50,0%
50,00%

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IBIZA SC TROPHY

Technical manual

8. Body
The bodywork has been modified to adapt to the needs of motor sport use. The most relevant
characteristics are:

8.1.

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).

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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Technical manual

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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Technical manual
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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Technical manual

10. Maintenance

MAINTENANCE
NAME

Every
race

DIAGNOSIS
VAS Engine
VAS Gearbox
VAS CAN Bus
Data Logger
ENGINE
Complete engine
Spark plugs
Air cleaner
Poly V-belt
Engine oil
Engine oil filter
Fuel filter
Gearbox
Complete gearbox
Drive shaft
SDF
Shock absorber
Wheel bearings
Steering ball joint
Trapezium link ball joints
Front shock abs. sup. ball
joint
Rear shock abs. sup.
Wheel nuts
Safety
Extinguisher

Every
Every
Every
2,500 km 5,000 km 10,000 km

COMMENTS

Rev.
Rev.
Rev.
Rev.
Rev.
Rev.
Rev.

Repl.
Repl.
Rev.
Repl.
Repl.

Repl.
Repl.
Rev.

Rev.

Replace grease
Repl.
Repl.
Repl.
Repl.
Repl.
Repl.
Repl.
Expires
years
Expires
years
Expires
years

Bucket seat
Harness

after

after

after

CAPACITIES
Name
Engine oil

Capacity
5.5 litres (with filter)

Gearbox oil
Mechatronic oil

1.7 l
1.0 l

Description
Castrol
Edge
10/60
G 052 171
G 004 000 M2

Power steering oil

Engine and gearbox
coolant
Brake fluid
Constant velocity drive
shaft grease
Drive
shaft
tripod
grease

1.5 litres
6.5 litres

G 004 000 M2
VW Group "blue"

1 litre
100 grams

Motul 600
GKN
Constant
velocity
GKN Tripod

100 grams

Recommendations

(power assisted steering

oil)

With lithium base

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Technical manual

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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Technical manual

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IBIZA SC TROPHY