Seat SSP 162 EA288 - FAMILY - ENGINES

EA288
FAMILY ENGINES
COURSE hANDBOOK No. 162
TEChNOLOGY TO ENJOY
The objective of this handbook is to document The EA288 Family includes 3-cylinder and 4-
the technology used in the range of engines in the cylinder engines. The 4-cylinder engines are of-
EA288 constructive family, from launch until week fered to various markets in compliance with the
22/2015. EU4, EU5 and EU6 standards. The 3-cylinder en-
Throughout this handbook common engine gines are available from week 22/2015 in compli-
characteristics are explained, and each chapter ance with the EU6 standard.
details possible variants depending on emission
standards and engine architecture.
D162-01
M.D.B PLATFORM
The Modular Diesel Platform is based on the fact quirements, the engines can be configured from
that the different parts of the engine are divided the same modules and when necessary, modules
into modules. Depending on the displacement, derived from the basic engine or its separable
power, exhaust emissions and vehicle category re- parts.
The information described in this self-study programme is part of a technology that is shared by the VW
group brands. The exclusive specifications of each brand are accompanied by their respective identifying
logos, taking into account the date on which this document was drafted, 04/15.
CONTENTS
EA288 Family Presentation ........................................................... . 4

Mechanics ............................................................................ . 10
Lubrication System................................................................... . 28
Inlet and Exhaust System ............................................................. 38
Cooling System........................................................................ 52
Fuel Supply System ................................................................... 62
Equipment diagram ................................................................... 74
Engine Glow Plug System... .......................................................... 76
Exhaust Gas Management ............................................................ 78
Particulate Filter Regeneration ...................................................... . 84
4-Way Catalytic Converter Regeneration ............................................ . 85
3
EA288 FAMILY PRESENTATION
TECHNICAL DATA CUSA / CUSB
Design 3 cylinders
Displacement 1,422 cc
Cylinder Diameter 79.5 mm
Cylinder Stroke 95.5 mm
Maximum Power. 55 kW / 66 kW
(3,000-3,750 r.p.m)
Maximum Torque. 210 Nm / 230 Nm

(1,750-2,500 r.p.m)
Engine Management Delphi DCM 6.2
Catalytic Converter 4-Way
Particulate Filter Yes
Front Lambda Probe Broadband
Rear Lambda Probe Broadband
Variable Valve Timing No
Emissions Standard EU6
D162-02 Counter Rotating Shafts Counter Rotating Module
TECHNICAL DATA CUTA Nm kW

300 100
Design 3 cylinders
280
Displacement 1,422 cc 260
Cylinder Diameter 79.5 mm 240 80
Cylinder Stroke 95.5 mm 220
200
Maximum Power. 77kW
(3,500-3,750 r.p.m) 180 60
Maximum Torque. (1,750- 250 Nm 160
2,500 r.p.m) 140
Engine Management Delphi DCM 6.2 120 40
Catalytic Converter 4-Way 100
80
60 20
40

20
Variable Valve Timing No 0 0

1000 2000 3000 4000 5000
r.p.m
Counter Rotating Shafts Counter Rotating Module
CUSA Engine
CUTA Engine
D162-03
4
TECHNICAL DATA CLHA / CRKB
Design 4 cylinders
Displacement 1598 cc
(3,000-4,000 r.p.m)
Maximum Torque. 250 Nm

(1,500-2,750 r.p.m)
Engine Management Bosch EDC 17
Catalytic Converter 3-way / 4-way

(to be Ecomotive)
Rear Lambda Probe No
Variable Valve Timing No/Yes (to be Ecomotive)

D162-04
Counter Rotating Shafts No
Nm kW
350
330 100
310
290
270 80
250
230
210 60
190
170
150 40
130
110
90 20
70
50
1000 2000 3000 4000 5000
r.p.m
CLHA Engine
CRKB Engine
D162-05
5
TECHNICAL DATA CXXA / CXXB
Design 4 cylinders
(3,000-4,000 r.p.m)
Maximum Torque. 230 / 250 Nm

(1,750-3,250 r.p.m)
Engine Management Delphi DCM 6.2
D162-06 Counter Rotating Shafts No
Nm kW
330 100
310
290
270 80
250
230
210 60
190
170
150 40
130
110
90 20
70
50
30 0
1000 2000 3000 4000 5000
r.p.m
CXXA Engine
CXXB Engine
D162-07
6
TECHNICAL DATA DBKA /CXMA
Design 4 cylinders
(3,500-4,000 r.p.m)
Maximum Torque. 250 Nm

(1,500-3,000 r.p.m)
Nm kW
330 100
310
290
270 80
250
230
210 60
190
170
150 40
130
110
90 20
70
50
30 0
1000 2000 3000 4000 5000
r.p.m
CXMA Engine
DBKA Engine
D162-09
7
TECHNICAL DATA CRVA/CRVC
Design 4 cylinders
Maximum Power. 81/105 kW

(3,500-4,000 r.p.m)
Maximum Torque. 250/320 Nm

(1,750-3,000 r.p.m)
Particulate Filter No
Front Lambda Probe No
TECHNICAL DATA CKFC / CRBC / CUPA

Nm kW
Design 4 cylinders 440
Displacement 1968 cc 400
Cylinder Diameter 79.5 mm 360
Cylinder Stroke 81 mm
320
Maximum Power. 105/110/135 kW

(3,500-4,000 r.p.m) 280
Maximum Torque. 320/320/380 Nm 240

(1,750-3,250 r.p.m)
200
Catalytic Converter 3-Way 160
Particulate Filter Yes 120
Front Lambda Probe Broadband 80

40

0
Emissions Standard EU5 1000 2000 3000 4000 5000
r.p.m
Counter Rotating Shafts No/Yes/Yes
CKFC Engine
CUPA Engine
D162-11
8
TECHNICAL DATA CUVA/CUVC CRMB / CRLB CUNA / CUWA
Design 4 cylinders 4 cylinders 4 cylinders
Displacement 1968 cc 1968 cc 1968 cc
Cylinder Diameter 81 mm 81 mm 81 mm
Cylinder Stroke 95.5 mm 95.5 mm 95.5 mm
Maximum Power. 85/110 kW 110 kW 135 kW

(3,500-4,000 r.p.m)
Maximum Torque. 280/340 Nm 340 Nm 380 Nm

(1,750-3,250 r.p.m)
Engine Management Bosch EDC 17 Bosch EDC 17 Bosch EDC 17
Catalytic Converter 4-Way 4-Way 4-Way
Particulate Filter Yes Yes Yes
Front Lambda Probe Broadband Broadband Broadband
Rear Lambda Probe Broadband Broadband Broadband
Variable Valve Timing (VVT) Yes Yes Yes
Emissions Standard EU6 with SCR (Selective EU6 EU6 with SCR (Selective
Catalytic Reduction) Catalytic Reduction)
Counter Rotating Shafts Yes No / Yes Yes
Nm kW
480
450
420
390
360
330
300
270
240
210
180
150
1000 2000 3000 4000 5000
r.p.m
CUVA Engine
CUNA Engine
D162-12
9
MECHANICS
CHARACTERISTICS OF 4-CYLINDER EN- Cylinder Block with Balance

GINES Shafts
The principal technical characteristics are:
The block is made of grey cast iron. It is available
with or without balancing shafts depending on the
power and the vehicle on which it is mounted.
The cylinder head is a cross-flow cylinder head
made of aluminium alloy.
In 2.0 litre engines, variable valve timing is intro-
duced to meet the EU6 standard.
The oil pump with integrated vacuum pump as-
sembly is driven by a toothed belt from the crank-
shaft.
The coolant pump is switchable to optimise the
thermal management of the engine and to facili-
tate the heating of the vehicle interior. The pump
is driven by the timing belt.
The inlet manifold has an integrated intercooler. Emission Control Module
The emission control module is adapted to the

EU4, EU5 and EU6 emissions standards.
EU4: With oxidising catalytic converter (3-way).
EU5: With oxidising catalytic converter (3-way)
and particulate filter.
EU6: With oxidising catalytic converter and NOx
absorption (4-way), and particulate filter. This
standard also includes versions
Cylinder Head with Variable Valve

Camshafts (EU6)
10
Inlet Manifold Module with Integrated
Intercooler
Switchable Coolant Pump
Oil Pump with Integrated Vacuum Pump
D162-13
11
MECHANICS
CHARACTERISTICS OF 3-CYLINDER EN-

GINES Cylinder Block
The principal technical characteristics are:

The inlet manifold includes spiral flaps.
The block is made of die cast aluminium.
There is a balance shaft module screwed to the
bottom.
The balance shaft module includes a balance
shaft whose axle drives an integrated oil pump
with vacuum pump assembly.
The balance shaft is driven by a gear train from
the crankshaft.
The coolant pump is switchable via an electronic
control system to optimise the thermal manage-
ment of the engine and the heating of the vehicle
interior.
The water pump is driven by the timing belt.
The emission control module is adapted to the Balance Shaft Module
EU6 emissions standard.

EU6: With oxidising catalytic converter/reduc-
tion of NOx (4-way) and particulate filter.
Switchable Coolant Pump
12
Inlet Manifold with Flaps
Emission Control Module
D162-14
13
MECHANICS
CYLINDER BLOCK
CHARACTERISTICS OF THE 2.0 L BLOCK
The block is made of grey cast iron. 2.0 L
The cylinder block has deep seated screw
threads for long cylinder head screws. These pro-
vide a good distribution of flow forces throughout
the whole structure.
The optimised design of the cooling ducts guar-
antees the efficient cooling of the cylinders.
There are variants with and without balance
shafts, depending on the power of the engine and
the vehicle on which it is mounted.
D162-15

The construction features of the 1.6 L cylinder
1.6 L blocks are the same as those of the 2.0 L cylinder
blocks.
The lesser displacement is due to the cylinder di-
ameter being 1.5 mm smaller and the stroke being
15 mm shorter.
This cylinder block is only available without bal-
ancing shafts.
D162-16
1.4 L

This block is only installed on 3-cylinder engines.
It is made of die cast aluminium which reduces
its weight considerably.
The cylinder liners are made of grey cast iron to
withstand the stresses to which they are subjected.
During manufacturing they are thermally assem-
bled on the cylinder block.
An independent balance shaft module is screwed
onto the bottom of the cylinder block.
D162-17
14
4 CYLINDERS
Piston
Balance Shaft
Trapezoidal Connecting Rod
Balance Shaft Driving

Gearwheel
Gearwheel for Driving

the Oil Pump Belt
3 CYLINDERS
Piston
Crankshaft Trapezoidal
Connecting Rod
Engine Distribution
Crankshaft
Gearwheel
Gearwheel for Driving the

Balance Shaft Module
Engine Distribution Gearwheel D162-18
CRANKSHAFT, PISTONS AND CONNECTING RODS

The crankshaft is made of forged steel. The 4 CYLINDERS
crankshaft drive wheels are mounted by means of The crankshaft has five support points and four
thermal joining to produce a more compact and ro- counterweights to compensate for the forces of the
bust assembly. rotating masses.
The pistons do not have recesses for the valves
which improves the formation of spiral turbulence 3 CYLINDERS
in the air sucked into the cylinder. The pistons The crankshaft has four support points and two
have an oil cooling duct to cool the piston rings. counterweights.
The connecting rods are trapezoids manufac-
tured by rupture.
The design and dimensions of the crankshaft,
pistons and connecting rods varies depending on
the engine architecture.
15
MECHANICS
4 CYLINDERS
Counter rotating balance shaft
Supported on
bearings
Supported on bearings
Supported on a bearing
Intermediate gear for reversing

Crankshaft
the direction of rotation
D162-19
BALANCE SHAFTS
The design of the balance shafts depends on For frictionless operation, the balance shafts
whether the engine has 3 or 4 cylinders. as well as the intermediate gear of the gear train
The balance shafts are used to reduce the vi- assembly are supported both axially and radially
brations of the crankshaft mechanism and thus upon bearings in the cylinder block. The bearings
achieve smoother engine operation. are lubricated by the oil mist from the cylinder
block.
4 CYLINDERS
The balance shaft system is formed of two bal- Note: It is not possible to replace the components
ance shafts which rotate in opposite directions. of the balance shaft system in the workshop, be-
It is driven from the crankshaft by a gear train as- cause the workshop do not have the means to ad-
sembly with helical teeth. just the clearance between the gears.
For more information please see ElsaPro.
16
3 CYLINDERS
Gearwheel for Driving the Balance Shaft Module
Crankshaft driving
gearwheel
Balance weight with plastic

covering
Balance weight with plastic

covering
Oil intake connecting pipe Balance shaft module with integrated oil and
vacuum pumps D162-20
3 CYLINDERS Both counterweights have a plastic cover, which

For space and friction reduction reasons, a com- prevents engine oil creating foam.
pact balance shaft module is installed.
The module is screwed directly to the bottom of Note: It is not possible to reinstall a balance shaft
the cylinder block and it is bathed in oil from the module. The reason is that its gearwheel has a coa-
oil pan. ting which adjusts the clearance between the teeth
The balance module is driven by two spur gear flanks and which wears away during engine ope-
wheels from the crankshaft. ration.
The balance shaft module includes a balance For more information please see ElsaPro.
shaft with two counterweights and integrated oil
and vacuum pumps.
17
MECHANICS
Camshaft sprocket, exhaust side
Idler roller
High pressure fuel pump
Coolant Pump
Automatic tensioning roller
Idler roller (not available in 1.4 L)
Crankshaft
D162-21
DISTRIBUTION
The engines of the EA288 family have their distri- The tensioning of the belt is achieved through a
bution delivered by a toothed belt. tensioning roller and an idler roller.
The toothed belt drive travels from the crank-
shaft to the exhaust camshaft, the high pressure
pump of the common rail system and the switcha-
ble coolant pump.
18
Alternator
Automatic tensioning device
Crankshaft poly V-belt pulley
Vibration damper
Poly V-belt
VEHICLE WITHOUT AIR CONDITIONING
Air conditioning compressor
D162-22
AUXILIARY GROUP BELT

The support for the auxiliary group belt houses Vehicles without an air conditioning system in-
the alternator and the air conditioning compressor. clude a flexible poly V-belt because there is no ten-
The poly V-belt pulley is driven by the crankshaft sioning roller.
and includes a vibration damper.
The tensioning of the poly V-belt pulley is
achieved through an automatic tensioning roller.
19
MECHANICS
CYLINDER HEAD ASSEMBLY

Clamping piece
G247 Fuel Pressure Sensor
High pressure fuel accumulator

Injectors
Cylinder Head
Cover
N276 Fuel Pressure

Regulation Valve
Crankcase breather and

vacuum reservoir
Variable distribution
variator, inlet side
Variable valve
timing accumulator
N205 Variable Distribution

Roller rocker finger
Valve 1
Valves
High pressure exhaust

gas return duct
Inlet Manifold Module with

Integrated Intercooler
Cylinder head
D162-23
20
4CYLINDER EU5 & EU6
Camshaft Housings
Needle roller bearings

N205 Variable distribution
actuator (EU6)
Power transmission gears
Sender wheel on the inlet side G40 Hall Sensor

of the camshaft
3-CYLINDER EU6
Camshaft Housings
Sender wheel on the inlet side
D162-24
CAMSHAFT HOUSING
The camshafts are inseparably integrated into Certain engines require variable valve timing to
the housing through a fixed and thermal bonding meet the EU6 standard.
process. With this procedure a very strong assem-
bly is produced. Note: See the engine tables on pages (4 - 9).
As a method of friction optimisation, a needle
roller bearing is implanted on the drive side of the 3 CYLINDERS
camshaft. Los rboles de levas disponen de levas de ad-
There are differences between the arrangement misin y escape distribuidas de forma convencional.
of components for 3-cylinder and 4-cylinder en- Este motor no requiere distribucin variable para
gines. cumplir la normativa EU6.
4 CYLINDERS
The camshafts have combined inlet and exhaust
cams on each camshaft.
21
MECHANICS
4 CYLINDERS Intake air
Exhaust gas
Inlet side
Exhaust side
Cylinder head (4-cylinder)
3 CYLINDERS
First inlet valve

Second exhaust valve
Second inlet valve
First exhaust valve

Cylinder head (3-cylinder)
D162-25
CYLINDER HEAD The inlet manifold does not require spiral turbu-
La culata del motor EA288 es una culata de flujo lence flaps. Their elimination is compensated by
transversal de aleacin de aluminio. integrating a turbulence chamfer in the seat of the
El diseo de la culata vara en funcin de la ar- inlet valve.
quitectura del motor de 4 o 3 cilindros .
3 CYLINDERS
4 CYLINDERS The inlet and exhaust ports are conventionally
It features an offset version of the star of valves. arranged.
Each camshaft controls inlet valves and exhaust The star of valves is not offset.
valves. The inlet manifold includes spiral turbulence flaps.
22
Inlet side Exhaust side
exhaust cam exhaust cam Exhaust side inlet cam Inlet side inlet cam
Position of maximum advance Position of maximum delay
Exhaust valve opening and closing time regulation
Inlet valve opening time regulation
Inlet valve closing time regulation
Fixed position of the exhaust side exhaust cam
Variable position of the inlet side exhaust cam
Fixed position of the exhaust side inlet cam
Variable position of the inlet side inlet cam INTAKE PHASE COMPRESSION PHASE
(Miller cycle)
D162-26
VARIABLE VALVE TIMING

The distribution uses a variator which generates Position of maximum advance. The moment of
a time lag between the moment of opening and opening and closure of the two inlet valves happens
closing of the inlet valves, and due to the geome- at the same time.
try of the camshaft, between the moment of open- Position of maximum delay. The aperture and clo-
ing and closing of the exhaust valves. sure of the inlet valves is delayed on the inlet side.
Advantages: In the suction phase, a turbulence which pro-
It optimises engine operation through variable motes the filling of the cylinders is generated.
compression. Maximum compression is main- In the compression phase, the compression pres-
tained in the cold start phase. sure is reduced, leaking through the inlet manifold.
Active valve adjustment This reduces the pressure and combustion temper-
The active valve adjustment is at an angle of 50 ature in the cylinder and therefore the NOx emis-
from the crankshaft in the reverse direction. sions.
23
MECHANICS
Pressure accumulator Non-return valve Variator rotor
Variator stator
Control valve
Variator
N205 Variable Distribution Valve 1
Mechanical locking bolt
D162-27
VARIATOR Stator Rotor
Operation:
Variable Valve Timing is managed by the engine
control unit through the activation via a pulse-
Return spring
width modulation (PWM) signal of the N205 Vari-
able Valve Timing Valve 1.
Depending on the activation signal, the con-
trol valve switches the oil passage to the working
chambers arranged between the rotor and the sta-
tor of the variator.
The oil pressure is generated in the oil pump,
regulated by the engine lubrication system. The
pressure range is from 1.8 to 4.2 bar.
In moments when the oil pump is not capable of N205 Variable
generating the minimum pressure, a pressure ac- Distribution
Camshaft Valve 1
cumulator provides the oil circuit with pressure up
to 1.8 bar. Oil pressure
Control valve accumulator
D162-28
24
ADJUSTMENT OF DELAY
Working
chamber A
E1
ATF strainer E Working

E2 chamber B
Towards the engine Non-return valve
lubrication system
Oil pump
ADJUSTMENT OF ADVANCE
E1 Working
chamber A
E Working
E2
chamber B
Camshaft
variator
E: Pressure accumulator piston

E1: Start of filling at approx. 0.6 bar
E2: End of filling at approx. 1.8 bar
D162-29
ADJUSTMENT OF VARIABLE VALVE TIMING the delay, the pressure accumulator ensures the
When starting the engine, the N205 Variable supply of oil under all circumstances, offering up
Valve Timing Valve is turned off. The variator is to 1.8 bar.
locked by a pin under the force of a spring in the To be able to advance the position of the cam-
advanced position. shafts, the N205 Variable Valve Timing valve is
To be able to reset the position of the camshafts, deactivated, which causes the working pressure in
the N205 Variable Valve Timing Valve is activated chamber (B) to be released towards the return oil
and the oil pressure from the pump unlocks the duct, permitting the rotor to recover the previous
variator. positions until it reaches the maximum advance-
The oil pressure from working chamber (A) is re- ment.
leased towards the return duct and is introduced When the engine is stopped, the oil pressure
into working chamber (B). The rotor moves in the falls from the two chambers and the force from the
reverse direction and in sync with the camshaft. recoil spring moves the rotor to the initial locking
If the speed of the motor does not allow the position, the position of maximum advance.
pump to reach the minimum pressure required for
25
MECHANICS
Connector sleeve for the

coolant hoses
Upper water liner core
Lower water liner core
Exit towards the connector sleeve

for the coolant hoses
D162-30
CYLINDER HEAD LINERS

The water cooling liner of the cylinder head is When the engine is cold, the coolant exiting the
divided into one upper and one lower water liner upper and lower liner cores is driven through the
core. connector sleeve towards the heat exchanger.
The upper liner core has a larger volume of water
to achieve a high dissipation of heat in the area of
the cylinder head near the combustion chamber.
Both cores are located in the die cast part of the
cylinder head, separated from each other.
Only on the side opposite to the distribution do
the upper and lower water flows meet through a
common outlet.
26
N79 Resistance Heater Unit for the Crankcase
Breather (Only for cold countries)
Pressure regulating
valve
Fine oil separator

(cyclonic)
Accumulator vacuum
reservoir
Stabilisation chamber
Oil return of the fine oil Oil return gravity valve

separator
D162-31
CYLINDER HEAD COVER

The components which perform the function of in several phases. First of all, the blowby gases
the crankcase breather are integrated into the cyl- coming from the area of the crankshaft and the
inder head cover, along with the oil neck filler and camshafts pass to the stabilisation chamber of the
the pressure accumulator of the engine vacuum cylinder head cover.
system. The droplets of oil are deposited on the walls
The air flow created between the piston rings there and drip past to the cylinder head. This is
and the cylinder walls, called blowby gases, are followed by a fine separation of the oil containing
returned to the inlet area through the vent. Thus gases through a cyclone separator.
the contamination by gases with oil content is Finally the released gases are driven through the
avoided. pressure regulating valve to the inlet area.
To achieve an effective separation of oil, the
function of the crankcase breather is carried out
27
LUBRICATION SYSTEM
OIL CIRCUIT
In engines with 3 or 4 cylinders the oil pressure The oil pressure switches between high and low
is generated by an oil pump with regulated volume levels of pressure, through the N428 Oil Pressure
flow. Regulation Valve.
4-CYLINDER EU6
Camshaft oil gallery
Variable distribution oil

pressure accumulator
Hydraulic plunger oil

gallery
Turbocharger oil supply
Oil pump
Crankshaft oil gallery

Oil passage Vacuum tube
to the oil from the
circuit cylinder block
to the brake
servo
Piston cooling oil spray jet
Oil pump and vacuum N428 Oil Pressure

pump assembly Regulator Valve
D162-32
28
3-CYLINDER EU6
Camshaft and hydraulic

plunger oil gallery
Turbocharger oil
supply
Crankshaft oil gallery
Piston cooling oil

spray jet
N428 Oil Pressure Oil pump and vacuum

Regulator Valve pump assembly
D162-33
29
LUBRICATION SYSTEM
OIL PUMP AND VACUUM PUMP, 4

CYLINDERS
The oil pump and vacuum pump assembly is in-
tegrated into a housing which is bolted to the bot-
tom of the body of the engine block.
The oil pump is a cellular type pump with wings.
The vacuum pump is a wing type pump.
Both pumps share the drive shaft and are driv-
en by the crankshaft through a toothed belt. The Crankshaft
toothed belt does not require maintenance. It is

lubricated directly by oil from the crankcase. The
preload of the toothed belt is given by the distance
designed between the axis of the components. Oil pump and
vacuum pump D162-34
OPERATION OF THE VACUUM PUMP
The vacuum pump sucks air from the brake ser-
vo through specific pipes and ducts in the engine The vacuum pump is lubricated with oil. The flow
block. The air sucked in is driven by oscilating of oil used circulates into the oil pan through the
valves into the inside of the engine block, ventilat- oscillatory valves.
ing its interior space. This air then enters the inlet
in the form of blowby gases, through the engine
breather system.
Control piston
Oscillatory valves
Housing
Vacuum pump rotor

with wing
Cover
Drive wheel
Cover
Rotor with wing cells
Adjustment ring spring
Oil pressure safety

valve
Intake pipe
D162-35
30
Crankshaft driving gearwheel
Balance Shaft Module
Housing Gearwheel for Driving

the Balance Shaft
Module
Oil pump
Plastic cover
Vacuum pump
Balance weight Balance Shaft
D162-36
OIL PUMP AND VACUUM PUMP, 3 CYLINDERS

The oil and vacuum pump assembly is integrated The internal design and operation of the oil and
into the balance shaft module. vacuum pumps is similar to those of 4-cylinder en-
Both pumps share a drive shaft and are driven by gines.
a toothed wheel moved by the crankshaft.
31
LUBRICATION SYSTEM
N428 Oil Pressure

Regulator Valve
Oil circuit
Small supply chamber Control piston spring
Pump control
chamber
Control piston
Wings
Adjustment ring spring Adjustment ring
Unpressurised oil Oil pressure approximately 2 bar.
Bar
4 Low load and low

speed work area.
3
1
r.p.m
1000 2000 3000 4000 D162-37
OPERATION OF THE OIL PUMP sent towards the pump control chamber. By in-
The oil pressure is controlled in two stages de- creasing the pressure in the chamber, the force of
pending on the load and engine speed. the adjustment rings spring is overcome. In this
moment the adjustment ring rotates anticlock-
LOW PRESSURE wise. The rotation of the ring causes the volume in
The engine control unit switches the activation of the supply chamber to be minimised and thus the
the N428 Oil Pressure Regulation Valve to vehicle wings propel the oil at low pressure.
earth. The low pressure of the oil reaches 2 bar.
For pressure compensation between the various
surfaces of the control piston, the oil pressure is
32
N428 Oil Pressure
Regulator Valve
Oil circuit
Large supply chamber Control piston spring Control

surface 2
Pump control chamber
Control piston
Wings
Adjustment ring Adjustment ring

spring
Unpressurised oil Oil pressure approximately 2 bar
Reduced oil pressure Oil pressure approximately 4 bar
Bar
4 High load and high speed

work area
3
1
r.p.m
1000 2000 3000 4000 D162-38
HIGH PRESSURE As the pressure in the pump control chamber

The engine control unit stops activating the decreases, the spring of the adjustment ring ex-
N428 Oil Pressure Regulation Valve through vehi- pands.
cle earth. The clockwise rotation of the ring causes an in-
In this moment the oil pressure on the surface of crease in the volume in the supply chamber and
control 2 is released. therefore the wings propel the oil at high pressure.
The control piston spring pushes the control pis- The high pressure of the oil reaches 4 bar.
ton, causing a partial closure of the flow of oil pres-
sure towards the control chamber of the pump.
33
LUBRICATION SYSTEM
OIL FILTER MODULE

The plastic housing of the oil filter, the oil radiator and the oil pressure switches have been integrated
to form the oil filtration module. The module is screwed onto the cylinder block. The coolant enters the oil
radiator directly from the cylinder block.
4 CYLINDERS
Oil radiator
Oil radiator coolant return
Oil filter escape valve
Oil return towards engine

F1 Oil pressure switch lubrication points
Coolant inlet
F378 Oil Pressure Switch

for Controlling Reduced
Pressure
Oil inlet from the oil pump

Oil filter element
D162-39
OIL PRESSURE SWITCHES F378 OIL PRESSURE SWITCH FOR CON-

The oil pressure switches are used to control the TROLLING REDUCED PRESSURE
oil pressure in the engine. Through the oil pump, The signal from the F378 Oil Pressure Switch for
the oil pressure can be switched to two different Controlling Reduced Pressure is used to inform the
pressure levels. The oil pressure switch is man- driver of a reduction in oil pressure in the engine.
aged directly by the engine control unit. The pressure switch opens when the oil pressure
The EA288 family of engines can have up to two falls below the range between 0.3 and 0.6 bar.
pressure switches: Then the engine control unit turns on the oil press
- F378 Oil Pressure Switch for Controlling Re-
duced Pressure (4 cylinders only).
- F1 Oil Pressure Switch (3 & 4 cylinders).
34
Oil radiator
3 CYLINDERS
F1 Oil pressure switch
Coolant inlet Coolant outlet
Connecting line to the F1 Oil Pressure

Switch
Oil inlet from the oil pump
Oil return towards engine Oil filter element

lubrication points
D162-40
F1 OIL PRESSURE SWITCH

The F1 Oil Pressure Switch is used to control the
oil pressure above the switching threshold of the
N428 Oil Pressure Regulation Valve. The pressure
switch closes when the oil pressure is within a
tolerance range between 2.3 and 3.0 bar. In this
moment, the engine control unit detects that the
oil pressure level is above that of the reduced pres-
sure stage.
35
LUBRICATION SYSTEM
MEASURING OIL LEVEL AND TEMPERATURE

In the EA288 engine oil pan, there is a G266 Oil Level and Temperature Sensor.
In 4-cylinder engines it is located in the aluminium oil pan and in 3-cylinder engines it is located in the
plate oil pan.
4 CYLINDERS
Baffle plate with oil scraper

Measuring unit
Aluminium oil pan
Base of the electronic

measuring sensor
3-pole connector
housing
G266 Level and Temperature G266 Level and Temperature

Sensor Sensor
3 CYLINDERS
Top section of the

oil pan
Bottom section of the oil pan

G266 Level and Temperature
Sensor
D162-41
36
G266 Oil Level and Temperature Sensor
Temperature
Level
Digital logic Estimate
D162-42
G266 OIL LEVEL AND TEMPERATURE SENSOR

The current level of oil in the oil pan is measured In the air, the dispersion of the ultrasonic waves
by the ultrasonic principle. Ultrasound refers to is subject to considerably less damping.
acoustic frequencies higher than those detectable At the boundary layer between the oil and the
by humans. Depending on the material and densi- air, the ultrasonic waves are reflected. The oil level
ty of an obstacle, ultrasound waves disperse dif- is determined by the time it takes to receive this
ferently or are reflected. reflected ultrasonic wave.
Oil and air possess different densities.
In oil the ultrasound waves disperse at a lower
damping rate.
37
INLET AND EXHAUST SYSTEM
4 CYLINDERS
G811 Charged Air Temperature Sensor
After the Intercooler
Inlet flow distribution space

Intercooler with coolant connectors and
coolant plates
G810 Charged Air

Temperature Sensor Before
the Intercooler
Channelling conduit towards

the intercooler
Connector for the G31
Charge Pressure Sensor
Connector sleeve towards the

throttle valve
D162-43
INLET MANIFOLD
The design of the inlet manifold is different on The intercooler refrigerates the air by means of
engines with 3 or 4 cylinders. The following de- coolant.
scribes the characteristics of the manifold of a 4- Then the coolant is pumped into a radiator on an
cylinder engine, then that of a 3-cylinder engine additional low temperature circuit.
(Page 40). The details of the intercooler cooling process are
detailed on the following page.
INLET MANIFOLD, 4 CYLINDERS
The inlet manifold is made of aluminium and
incorporates an intercooler. This compact design
reduces pressure losses in the airflow.
38
Intercooler Turbocharger
Low pressure recirculated

exhaust gas outflow EU5, EU6
Intercooler
V188 Intercooler
Pump
Charged air cooling radiator
High pressure recirculated exhaust gas Cylinder head

inlet. (Only for EU4 or EU6 engines)
D162-44
INTERCOOLER COOLING PROCESS The advantages of this cooling system are:

The intercooler coolant is pumped into the radi- - Freezing and condensation in the intercooler
ator of the intercooler refrigeration circuit through are avoided.
the V188 Intercooler Pump. It is an electronically - An independent operation of intake air temper-
controlled pump, activated by a PWM signal. ature and exhaust gas recirculation is achieved.
Through the G811 Charged Air Temperature Sen-
sor After the Intercooler, the engine control unit Note: The inlet manifold sucks in air and recircula-
determines the drive percentage of the V188 Inter- ted exhaust gas at high or low pressure depending
cooler Pump. on the standard, as will be seen from page 43 (Im-
By measuring the difference in temperature be- plementation of Pollution Standards).
tween the G811 Charged Air Temperature Sensor
After the Intercooler and the G810 Charged Air
Temperature Sensor Before the Intercooler, the ef-
ficiency of the intercooler can be determined. If the
temperature of the air in the inlet manifold increas-
es and reaches a critical value, engine power will
be reduced.
39
INLET MANIFOLD, 3 CYLINDERS

The inlet manifold has spiral turbulence flaps to
improve the formation of mixtures in the combus-
tion chamber at low engine speeds.
G31 Charge Pressure Sensor
When the load and the engine speed are high,
the spiral turbulence flaps open to achieve a good
level of filling during the suction phase.
Regulation of the spiral turbulence flaps is
achieved through a vacuum. The engine control
unit activates the N239 Inlet Manifold Flap Switch
Valve.
The vacuum is transferred to the vacuum unit in
the inlet manifold. This vacuum causes an adjust-
ment of the push rod in the inlet manifold. This,
in turn, is attached to the shaft of the spiral turbu-
lence flaps.
The flaps can be adjusted infinitely depending
on the load and the engine speed with a coolant
temperature of up to approximately 85C. Once
the coolant reaches this temperature the spiral tur-
bulence flaps remain completely open.
Spiral turbulence flap
INTERCOOLER COOLING PROCESS
In the same way as with 4-cylinder engines, in 3-
cylinder engines the cooling of the supercharged Push rod
air is achieved through an intercooler and liquid
coolant.
In this case the intercooler is located on the side
of the engine due to space constraints. Vacuum unit
The cooling of the intercooler in 3-cylinder en-
gines is based on the same operating principle as
the cooling of the intercooler in 4-cylinder engines
as explained on the previous page.
G513 Variable Inlet Manifold Position
The inlet manifold sucks in air and recirculated Sensor
exhaust gas at high or low pressure, as will be
seen from page 43 (Implementation of Pollution
Standards).
40
Charged air inlet
Intercooler
J338 Throttle Valve Drive Unit
Charged air outlet

G42 Inlet Air temperature Sensor
Charged air inlet (Includes exhaust

gases recirculated at low pressure)
Coolant flow
Intercooler coolant plates

D162-45
41
4 CYLINDERS
G581 Charge Pressure Actuator Position

Sensor
Air inlet duct from the air filter
Turbocharger
Compressed outflow
pulsation damper
Exhaust manifold
3 CILINDROS
Low pressure exhaust gas inlet duct
Air inlet duct from the air filter
G581 Charge Pressure Actuator Position Sensor
Turbocharger
Exhaust manifold
Low pressure exhaust gas inlet

duct
D162-46
EXHAUST MANIFOLD MODULE

The exhaust manifold module incorporates the allows the engine control unit to determine the po-
turbocharger. sition of the guide blades of the turbocharger.
The turbocharger has adjustable guide blades Engines with the EU5 and EU6 exhaust emis-
which can move the exhaust gas stream towards sions standards have a exhaust gas recirculation
the turbine wheel. The advantage of this is that system at low pressure. The exhaust gas form the
optimum charge pressure can be achieved at any particulate filter is channelled to the supercharger
engine speed. intake.
The guide blades are controlled via a linkage
through a vacuum.
The vacuum is regulated by the N75 Charge
Pressure Control Solenoid Valve. The G581 Charge
Pressure Actuator Position Sensor is integrated
into the vacuum unit of the turbocharger, which
42
IMPLEMENTATION OF POLLUTION STAN-
DARDS
The engines of the EA288 family are manufac-
tured under the following variants of anti-pollution
standards:
- EU4, with exhaust gas recirculation at high
pressure.
- EU5, with exhaust gas recirculation at low pres-
sure.
- EU6, with exhaust gas recirculation at high and
low pressure.
To match the identifying letters of the engines to
the standard to which they comply, please see the
tables on pages (4-9).
D162-47
SPECIFIC COMPONENTS OF EACH STANDARD EU4 EU5 EU6
Exhaust gas recirculation at high pressure X X
Exhaust gas recirculation at low pressure X X
Exhaust gas recirculation radiator at high pressure X
Exhaust gas recirculation radiator at low pressure X X
Oxidising catalytic converter (3-way) X X
Oxidising catalytic converter and NOx absorption (4-way) X
Particulate filter X X
Pressure sensor in cylinder 3 (4-cylinder) X
Pressure sensor in cylinder 2 (3-cylinder) X
SCR System (AdBlue) X*
* Only installed on Seat Alhambra engines
In the following pages the most relevant technical characteristics regarding the control of exhaust gas-
es in compliance with different standards are detailed.
43
Catalytic Converter
Turbocharger
Exhaust manifold
Particulate Filter
V339 Exhaust Gas Recirculation Valve
Low pressure exhaust gas recirculation radiator
Exhaust gas recirculation at High Pressure.

EU4 & EU6
Exhaust gas recirculation at Low Pressure.

EU5 & EU6
44
EXHAUST ASSEMBLY
The engines of the EA288 family require the use
of recirculated exhaust gas in combustion.
Depending on the standard being met, the ex-
haust gases are of different types:
- Exhaust gas at high pressure, EU4 & EU6.
- Exhaust gas at low pressure, EU5 & EU6.
Exhaust gas at high pressure exits the exhaust

manifold and is sent towards the inlet manifold
through the V338 Valve.
Exhaust gas at low pressure passes through the
diesel particulate filter and the exhaust gas recir-
culation radiator towards the V339 Exhaust Gas
Recirculation Valve. From there, the cooled exhaust
gas is propelled towards the supercharger intake.
So that the recirculation of exhaust gas at low
pressure can be used across the whole gamut of
engine operating conditions, a valve located in the
exhaust pipe closes partially due to a PMW signal
sent from the J883 Exhaust Flap Control Unit.
This actuation causes an overpressure of ap-
proximately 30 to 40 mbar after the particulate
filter. This overpressure causes an increase in the
volume of gas which passes through the V339 Ex-
haust Gas Recirculation Valve.
In the following pages the exhaust gas stream at
high and low pressure for 3-cylinder and 4-cylin-
der engines is detailed.
J883 Exhaust Flap Control Unit
D162-48
45
EXHAUST GAS AT HIGH PRESSURE, 4 CYLIN- The valve is installed on cooled and non-cooled
DERS versions on the distribution terminal of the inlet
4-cylinder engines use recirculated exhaust gas manifold.
at high pressure to be able to comply with the
EU6 and EU4 standards. COOLING
The gas coming from the exhaust manifold is re- EU6. Recirculated exhaust gas is not cooled.
routed via the inside of the cylinder head towards EU4. Recirculated exhaust gas is cooled by a spe-
the inlet manifold. cific radiator. The amount of cooled exhaust gas is
To do this, the exhaust gas passes through the determined by the opening of a bypass valve for
exhaust gas recirculation valve until it reaches the exhaust gas recirculation. The switching of the
inlet manifold. This valve is opened by an activa- valves position is done by a vacuum ordered by
tion via PWM from the V338 Exhaust Gas Recir- the N345 Exhaust Gas Recirculation Valve.
culation Control Motor and it is monitored by the
G212 Exhaust Gas Recirculation Potentiometer.
Inlet port
V338 Exhaust Gas Recirculation

Control Motor
G212 Exhaust Gas Recirculation
Potentiometer
High pressure recirculated Exhaust manifold

exhaust gas stream
Vacuum
connector Retorno de lquido
refrigerante
Bypass valve for exhaust

gas recirculation
Specific radiator for cooling high

pressure exhaust gas, EU4
G98 Exhaust Gas
Recirculation
Temperature Sensor
Coolant inlet
D162-49
46
EXHAUST GAS AT LOW PRESSURE From the supercharger the gas is propelled to-
4-cylinder engines use recirculated exhaust gas wards the intercooler of the inlet manifold via the
at low pressure to comply with the EU5 and EU6 J338 Throttle Valve Drive Unit.
standards.
The gas coming from the particulate filter is re- COOLING
routed externally towards the inlet manifold. All recirculated exhaust gas at low pressure is
For this, the gas coming from the particulate cooled by a specific radiator connected to one of
filter passes through a throttle valve towards the the outputs of the particulate filter.
supercharger intake. This valve is opened by an
activation via PWM from the V339 Exhaust Gas Re-
circulation Control Motor 2 and it is monitored by
the G466 Exhaust Gas Recirculation Potentiometer
2. The valve does not have a cooling system.
Inlet Manifold with Integrated Intercooler
Catalytic Converter
J338 Throttle valve

drive unit
Turbocharger Diesel particulate filters
Exhaust gas V339 Exhaust Gas Recirculation Control

recirculation cooler Motor 2
Potentiometer 2
Exhaust gas outlet

towards supercharger
intake
Coolant outlet
Throttle valve for exhaust

gas recirculation
V339 Exhaust Gas Recirculation Control

Motor 2
Coolant inlet G466 Exhaust Gas Recirculation
Potentiometer 2
Exhaust gas recirculation

cooler Exhaust gas inlet from the
particulate filter
D162-50
47
EXHAUST GAS AT HIGH PRESSURE, 3 CYLIN- Motor and it is monitored by the G212 Exhaust Gas
DERS Recirculation Potentiometer. The valve is installed
3-cylinder engines use recirculated exhaust gas on cooled variants.
at high pressure to comply with the EU6 standards.
The gas coming from the exhaust manifold is re- COOLING
routed towards the inlet via an external duct which The exhaust gas recirculation valve is cooled but
terminates at a connecting flange in the inlet port. the high pressure exhaust gases are not cooled.
Control of the amount of recirculated gas is car-
ried out by an exhaust gas recirculation valve. The
valve is opened by an activation via a PWM signal
from the V338 Exhaust Gas Recirculation Control
Inlet port Exhaust manifold
J338 Throttle
Valve Drive Unit
Exhaust gas recirculation system
V338 Exhaust Gas Recirculation external conduit
Control Motor
Potentiometer
Connecting flange of the inlet port
J338 Throttle Valve

Drive Unit
D162-51
48
EXHAUST GAS AT LOW PRESSURE, 3 CYLIN- From the supercharger the gas is propelled to-
DERS wards the supercharged air intercooler and then
3-cylinder engines use recirculated exhaust gas the J338 Throttle Valve Drive Unit.
at low pressure to comply with the EU6 standards.
The gas coming from the particulate filter is re- COOLING
routed externally towards the inlet manifold. All exhaust gas leaving the particulate filter
For this, the gas coming from the particulate is cooled by a specific radiator before leaving
filter passes through a throttle valve towards the through the low pressure recirculated exhaust gas
supercharger intake. This valve is opened by an ac- flap towards the supercharger intake.
tivation via PWM signal from the V339 Exhaust Gas
Recirculation Control Motor 2 and it is monitored
by the G466 Exhaust Gas Recirculation Potentiom-
eter 2. The valve does not have a cooling system.
J338 Throttle valve Inlet manifold Oxidising catalytic converter

drive unit and nitrous oxides absorption
Turbocharger
Diesel particulate filters
Intercooler
Motor 2
Potentiometer 2
Exhaust gas recirculation cooler
Recirculated exhaust gas flap Coolant outlet
Exhaust gas outlet towards

supercharger intake
Motor 2
Coolant inlet Potentiometer 2
Exhaust gas inlet from the

particulate filter
Exhaust gas recirculation cooler
D162-52
49
3 CYLINDERS G450 Exhaust gas pressure sender 1
G505 Differential Pressure Sensor
G39 Lambda Probe G495 Exhaust Gas Temperature Sensor 3
Catalytic
Converter Particulate Filter
G130 Lambda probe after the

catalytic converter

Valve
Exhaust gas recirculation cooler Strainer Particulate Filter
D162-53
EMISSION CONTROL MODULE, EU5 & EU6 The barium is used to absorb the NOx during
The oxidising catalytic converter and the diesel engine operation with a lambda greater than 1.
particulate filter are integrated into the emission Afterwards, the engine control unit carries out a
control module. regeneration of the catalytic converter to reduce
The emission control module includes different NOx absorbed by making the engine operate with
pressure and temperature sensors for the control a lambda lower than 1.
and management of the exhaust gas. It also in- In addition to absorbing NOx, the catalytic con-
cludes lambda probes for injection management. verter also absorbs sulphur, so the engine control
- EU5. Oxidising catalytic converter (3-way). The unit periodically performs desulphurisation. After-
noble metals used are: Platinum, palladium and wards, the particulate filter eliminates the hydro-
rhodium. gen sulphide which comes from the desulphurisa-
- EU6. Oxidation and absorption of nitrogen ox- tion of the catalytic converter.
ides NOx. (4-way). The noble metals used are: Plat-
inum, palladium, rhodium and barium.
50
Inyector del agente reductor N474 Sensor 3 de la temperatura de los gases de escape G495
Sensor 2 de temperatura de los gases de escape G448
AdBlue Sensor de NOx G295
Sonda lambda G39
Catalizador de oxidacin
y acumulador de xidos
Mezclador
ntricos
Catalizador de reduccin
y oxidacin
Filtro de partculas disel

con recubrimiento SCR
Unidad de mando de la chapaleta de escape J883

D162-54
EMISSION CONTROL MODULE WITH SECOND The reducing agent injector is integrated into
GENERATION SCR the low-temperature cooling circuit of the engines
The emission control module with the SCR sys- cooling system.
tem (Selective Catalytic Reduction) includes addi-
tional sensors and actuators, REDUCTION AND OXIDISING CATALYTIC CONVERTER
- G295 NOx Sensor. Behind the emission control module, the ex-
- N474 Reducing Agent Injector. haust pipe has a selective reduction and oxidising
The integration in the diesel particulate filter of catalytic converter with new noble metals which
a copper zeolite allows the implementation of the allow it to assume two functions:
SCR system close to the engine, placing the injec- -To reduce the NH3 and transform it into N2 & H2O.
tor between the catalytic converter and the partic- -To oxidise the CO produced by burning soot in
ulate filter. the regeneration phase and transforming it into
Due to the high operating temperatures, a cool- CO2.
ant liner was integrated into the reducing agent in-
jector, which, besides protecting the injector itself,
also protects the electrical connection against
possible overheating.
51
COOLING CIRCUIT
THERMAL MANAGEMENT N489 Cylinder Head Coolant

Valve
Thermal management aims to reduce the heat-
ing phase after a cold start and to achieve a rapid
heating of the vehicle interior using heat generat-
ed by the engine.
The improvements applied to the coolant circuit
further reduce consumption and emissions.
For a distribution of heat in line with require-
ments, the coolant circuit has a switchable pump
which can, where necessary, immobilise the flow
of coolant. For this the engine control unit acti-
vates the N489 Cylinder Head Coolant Valve.
The coolant circuit comprises three partial cool-
ant circuits:
- Microcircuit.
- High temperature circuit.
- Low temperature circuit.
Coolant Pump D162-55
8
2 5
3 10
7
Microcircuit High temperature circuit Low temperature circuit
1.- Exhaust gas recirculation cooler 8.- Intercooler

2.- Heat exchanger for heating 9.- V188 Intercooler Pump
3.- V488 Backup Pump for Heating 10.- Charged air cooling radiator
4.- G62 Coolant Temperature Sensor
5.- Coolant thermostat
6.- Coolant radiator
7.- Switchable Coolant Pump
D162-56
52
MICROCIRCUIT, LOW ENGINE TORQUE DE- The circulation of coolant in the high tempera-
MAND ture circuit is stopped by activating the N489 Cyl-
If the engine is cold, thermal management starts inder Head Coolant Valve. By keeping the coolant
with the microcircuit in order to achieve the rap- still, it warms up quickly and contributes to the
id heating of the engine and the vehicle interior if rapid heating of the engine.
needed. The air conditioning control unit reads the tem-
For the rapid warming of the coolant, the ther- perature specified for the vehicle interior and
mostat is closed, stopping the main water flow to- keeps it in mind when activating the V488 Backup
wards the radiator. Heating Pump.
1 2
7
8 3
6
5
1.- Heat exchanger for heating 7.- V488 Backup Pump for Heating
2.- Exhaust gas recirculation cooler 8.- Cylinder head
4.- Cylinder block
5.- N489 Cylinder Head Coolant Valve
6.- Coolant Pump D162-57
53
COOLING CIRCUIT
MICROCIRCUIT, HIGH ENGINE TORQUE DE- When the temperature of the cylinder head is in
MAND a range between 60 and 80 degrees (depending
If the load or the engine speed increase above a on the engine) the N489 Cylinder Head Coolant
threshold value, the activation of the N489 Cylin- Valve is deactivated permanently. In this moment,
der Head Coolant Valve is stopped and the pump the pump begins to permanently propel the cool-
propels the coolant to ensure engine cooling and ant to ensure the cooling of the cylinder head.
a uniform temperature distribution. The N489 Cyl-
inder Head Coolant Valve is reactivated when the
engine load demand is reduced, if it is still not hot
enough.
1 2
11
12 4
10
9
7
8
1.-Heat exchanger for heating 9.- N489 Cylinder Head Coolant Valve
2.- Exhaust gas recirculation cooler 10.- Coolant Pump
3.- Gear oil cooler 11.- V488 Backup Pump for Heating
4.- G62 Coolant Temperature Sensor 12.- Cylinder head
5.- Cylinder block
7.- Engine oil radiator
8.- J338 Throttle Valve Drive Unit D162-58
54
HIGH TEMPERATURE CIRCUIT
When the coolant reaches its operating temperature (approx. 87 degrees), the thermostat opens and
the coolant flows into the radiator to ensure the cooling of the cylinder block and head.
3 4
2
14 6
13
7
12
9
10
11
1.- Coolant expansion tank 11.- Coolant radiator

2.- V488 Backup Pump for Heating 12.- N489 Cylinder Head Coolant Valve
3.- Heat exchanger for heating 13.- Coolant Pump
4.- Exhaust gas recirculation cooler 14.- Cylinder head
5.- Gear oil cooler
7.- Cylinder block
9.- Engine oil radiator
10.- J338 Throttle Valve Drive Unit
D162-59
55
COOLING CIRCUIT
LOW TEMPERATURE CIRCUIT Conditions for the activation of the V188 Inter-
By cooling the supercharged air in the intercool- cooler Pump:
er the temperature of the air at the inlet manifold is - If the temperature of the supercharged air is
adjusted to a suitable specified value suitable for less than the specified value, the pump is deac-
the needs of the engine. The engine control unit tivated.
regulates the temperature of the supercharged - If the temperature in the inlet manifold is equal
air, activating the V188 Intercooler Pump. The de- to or greater than the specified value, the pump is
termining variable for the activation of the V188 intermittently activated. The activation and deac-
Intercooler Pump is the temperature of the inlet tivation times depend on the temperature of the
manifold behind the intercooler. supercharged air and on the ambient temperature.
The coolant circuit for the supercharged air cool- - If the temperature of the supercharged air is
ing system is connected to the engine cooling cir- considerably higher than the specified value, the
cuit through a check and throttle valve, for filling intercooler pump is activated at maximum power.
and venting.
5 4
2
1.- Intercooler
2.- V188 Intercooler Pump
3.- Charged air cooling radiator
4.- Restrictor
5.- Non-return valve
D162-60
56
MICROCIRCUIT
Connector towards the coolant

radiator
From the block
Short circuit towards the

HIGH TEMPERATURE CIRCUIT coolant pump
Connector towards the coolant

From the block radiator
Short circuit towards the

coolant pump
D162-61
THERMOSTAT In combination with the coolant stopped by the

The thermostat is a 3/2 way valve and is acti- coolant pump, the engine can reach its operating
vated by a wax dilator element. Depending on the temperature faster. With the coolant pump acti-
coolant temperature, the thermostat switches the vated, it is ensured that there is enough coolant
coolant flow between the microcircuit and the high flowing through the cylinder head and the exhaust
temperature circuit. Thus the engine reaches is op- gas recirculation cooler during the engine heating
erating temperature faster. phase.
Microcircuit High temperature circuit

During the heating phase of the engine, the con- With a coolant temperature of approx. 87C the
nection between the cylinder block, the connect- large disc of the thermostat begins to open, allow-
ing flange and the coolant radiator is blocked by ing the passage of coolant from the cylinder block
the large disc of the thermostat. to the main coolant radiator. At the same time, the
The liquid can directly access the coolant pump small disc of the thermostat blocks the direct route
from the cylinder block at different stages of the towards the coolant pump.
coolant microcircuit.
57
COOLING CIRCUIT
SWITCHABLE COOLANT PUMP With a cold engine, the N489 Cylinder Head Cool-
With the switchable coolant pump the circulation ant Valve is activated and shifts a visor shaped
of coolant in the coolant circuit can be enabled and sliding control over the impeller of the pump, thus
disabled through the N489 Cylinder Head Coolant preventing the flow of coolant.
Valve.
N489 Cylinder Head Coolant Valve
Axial piston pump
Sliding control
(open position)
Drive wheel for the toothed timing belt
Impeller
Spring
Drive shaft Annular piston
D162-62
58
STILL COOLANT N489 Cylinder Head Coolant Valve,
activated
To stop the flow of the coolant the sliding control
is activated hydraulically through an internal cir-
cuit of the pump. Axial piston pump
The hydraulic pressure required for this is gener- Sliding control moved
ated by an axial piston pump. over the impeller
The axial piston pump is constantly activated by
a projecting elevator located behind the impeller. Impeller
When the control unit activates the N489 Cylin-
der Head Coolant Valve, the internal hydraulic cir-
cuit of the pump remains closed. In this way, pres-
sure is generated in the annular piston.
This pressure acts against the force of the spring
and moves the sliding control over the coolant
pump impeller.
Spring
Annular piston D162-63
CIRCULATING COOLANT N489 Cylinder Head Coolant Valve,

not activated
If the N489 Cylinder Head Coolant Valve is not ac-
tivated, no hydraulic pressure is exerted onto the Open return duct
annular piston, since the conduit inside the pump

which goes towards the engine coolant circuit is
Sliding control in initial
open. The sliding control is moved into its initial position
position by the force of the spring.
Impeller
The impeller is released and propels the coolant
through the engine coolant circuit.
Consequences of Faults
If the N489 Cylinder Head Coolant Valve is faulty,
the sliding control will remain in its initial position
and the coolant circulates in the coolant circuit.
Spring
Annular piston
D162-64
59
COOLING CIRCUIT
ELECTRONICALLY REGULATED COOLANT PUMPS

The pumps V488 and V188 are PWM signal acti-
vated centrifugal pumps with brushless drive.
Both coolant pumps are equipped with electron-
ic controls.
During the operation of the pump, the electron-
ic controls switch the PWM signal from the engine
control unit to vehicle earth for 0.5 seconds every
10 seconds.
This way, the engine control unit detects the op-
eration of the pump.
If the self-diagnosis detects a fault, the electrical
system modifies the duration of the earthing of the
PWM signal.
D162-65
DETECTION OF CORRECT PUMP OPERATION DETECTION OF INCORRECT PUMP OPERATION
2 V/div 2 V/div
2 s/div 2 s/div
D162-66
Fault Check and Replacement Function
Fault Consequence
Electrical or mechanical fault - Entry in the event memory of the engine control unit.
- The K83 Exhaust Emissions Warning Lamp is lit.
Interruption of the signal cable - Entry in the event memory of the engine control unit.
- The K83 Exhaust Emissions Warning Lamp is lit.
- The pump operates at maximum speed.
Interruption of the pump - Entry in the event memory of the engine control unit.
power cable - The K83 Exhaust Emissions Warning Lamp is lit.
- The pump stops working.
60
COOLANT EXPANSION TANK WITH SILICATE To compensate for this consumption, silicates
RESERVOIR are released from the reservoir and are added to
Inside the coolant expansion tank there is a sil- the coolant.
icate reservoir. The silicate reservoir thus provides corrosion
The silicate serves to protect the aluminium com- protection for the aluminium components of the
ponents in the coolant circuit against corrosion. coolant circuit over the entire useful life of the en-
The silicates that are in the G13 Coolant are gine.
consumed over time in the engine during heavy
operation.
Cover
G32 Lack of Coolant Indication

Sensor
Coolant return
Coolant expansion tank
Silicate reservoir
Coolant supply
D162-67
61
FUEL SUPPLY SYSTEM
Engines in the EA288 family posses Bosch or Del-

phi injection systems with different fuel systems.
The different systems are illustrated below, and
the main functions of the engine components for
4-cylinder & 3-cylinder engines are described.
BOSCH FUEL SYSTEM, 4 CYLINDERS

1.- G6 Pressurisation Pump
Generates the fuel pressure in the supply circuit.
2.- Fuel Filter
Retains impurities from the diesel fuel to prevent
them from damaging components.
3.- G81 Fuel Temperature Sensor
Measures the temperature of the fuel at low pres-
sure.
4.- High Pressure Pump
Generates the high fuel pressure required for in-
jection. 3
5.- N290 Fuel Dosing Valve
5
Regulates the amount of fuel.
6.- N276 Fuel Pressure Regulation Valve
Adjusts the fuel pressure.
7.- High Pressure Accumulator (rail)
Accumulates the fuel pressure required for high
pressure injection.
8.- G247 Fuel Pressure Sensor 4
Records fuel pressure.
9.- Pressure Retention Valve
Maintains pressure in the injector return flow for
proper operation.
10.- Pulsation Damper
Reduces the noise caused by the pulsating flow
of fuel in the return pipe.
11.- N30, N31, N32 & N33 Injectors
Injects the fuel into the combustion chambers of
the cylinders.
Fuel return from the injectors 0.4 - 1.0 bar
Fuel return 0 - 1.0 bar
Fuel supply pressure 3.5 - 5.0 bar regulated according

to requirements
High pressure fuel 230 - 1800/2000 bar
(The maximum pressure for EU6 is always 2000 bar)
62
7
8
10
11
D162-68
63
FUEL SUPPLY SYSTEM
DELPHI FUEL SYSTEM, 4 CYLINDERS
3 8
6
9
4
2 1
Presin de retorno de combustible 0 - 1 bar
Presin de alimentacin de combustible aprox. 5,4 bares
Alta presin del combustible 230 - 2000 bares
D162-69
1.- G6 Pressurisation Pump 6.- N

276 Fuel Pressure Regulation Valve
2.- Fuel Supply System Pressure Regulator 7.- High Pressure Accumulator (rail)
3.- G81 Fuel Temperature Sensor 8.- G247 Fuel Pressure Sensor
4.- High Pressure Pump 9.- N30, N31, N32 & N33 Injectors
5.- N290 Fuel Metering Valve
64
DELPHI FUEL SYSTEM, 3 CYLINDERS
7 8 9
10
2
1
3
Fuel return pressure 0 - 1 bar
Fuel supply pressure approx. 5.8 bar
High pressure fuel 230 - 2000 bar
D162-70
1.- G6 Pressurisation Pump 6.- N290 Fuel Metering Valve

2.- Fuel Supply System Pressure Regulator 7.- N276 Fuel Pressure Regulation Valve
3.- Fuel Filter 8.- High Pressure Accumulator (rail)
4.- G81 Fuel Temperature Sensor 9.- G247 Fuel Pressure Sensor
5.- High Pressure Pump 10.- N30, N31 & N32 Injectors
65
FUEL SUPPLY SYSTEM
Fuel pipe for auxiliary

heating
Fuel return Fuel supply
Electric terminal
G6 Fuel System
Pressurisation Pump
Float with linkage to the G

Fuel Gauge Sensor Filter
D162-71
LOW PRESSURE FUEL PUMP, 4 CYLINDERS

The G6 Pressurisation Pump is an electrically ac- The fuel pump control unit controls the volume of
tivated internal gear-type pump. fuel necessary by making the pump operate faster
Depending on the operating conditions of the or slower.
engine, the pump generates a pressure of between The electric motor of the fuel pump is a brushless
3.5 and 5 bar in the fuel supply system. synchronous motor with constant activation.
The engine control unit determines the fuel re- If the fuel pump fails, the engine will not run.
quirements based on several signals, such as the
position of the accelerator pedal, engine torque
and fuel temperature. Then it sends a PWM signal
to the J538 Fuel Pump Control Unit.
66
Fuel return Fuel supply
Electric terminal
Pressure limiting valve
G6 Fuel System
Pressurisation Pump
Filter
Float with linkage to the G
Fuel Gauge Sensor
D162-72
LOW PRESSURE FUEL PUMP, 3 CYLINDERS

The G6 Pressurisation Pump is an unregulated, If the G6 Pressurisation Pump fails, the engine
electrically activated, internal gear-type pump. will not run.
A pressure limiting mechanical valve adjusts the
pressurisation of the fuel to approx. 5.8 bar.
67
FUEL SUPPLY SYSTEM
BOSCH FUEL PUMP, 4 CYLINDERS

Most 4-cylinder engines have a Bosch injection The maximum working pressure generated by
system. This system uses the well-known CP4.1 the pump ranges from 1800 bar for EU5 to 2000
Bosch High Pressure Fuel Pump. It is a single pis- bar for EU6.
ton pump driven by the crankshaft via the timing The high pressure generation cycle is explained
belt. in course handbook 123.
Compression chamber
Intake valve
Non-return valve
Pump piston
Dosing area
Outlet to the high pressure

pipe (rail)
N290 Fuel Metering

Piston spring Valve
Calibration phase
Overflow valve
Roller
Fuel return
Low pressure area Fuel inlet
Drive shaft with double cam Pump housing
D162-73
68
DELPHI FUEL PUMP, 3 & 4 CYLINDERS
EU6 engines with the Delphi injection system The N290 Fuel Metering Valve installed on the
use the new Delphi DFP 6.1E High Pressure Fuel high pressure pump regulates the amount of fuel
Pump. needed for the high pressure zone depending on
This pump generates a maximum pressure of the load and engine speed.
2000 bar and is driven by the timing belt.
The pumps piston is driven by a drive shaft with
a double cam and a roller.
Compression chamber
Intake valve
Non-return valve
Pump piston
Dosing area
Outlet to the high pressure
pipe (rail)
N290 Fuel Metering

Valve
Fuel return
Piston spring
Fuel inlet
Roller
Low pressure area
Pump housing
Drive shaft with double cam
D162-74
69
FUEL SUPPLY SYSTEM
Closed exhaust valve
High pressure chamber Inlet valve
N290 Fuel Meterng Valve
Pump piston
Open valve
Fuel supply
D162-75
PRESSURE GENERATION, DELPHI DFP 6.1E The drop in pressure generated in the high pres-
The engine control unit activates and opens the sure chamber makes the inlet valve descend. The
fuel dosing valve. fuel flows through and into the high pressure
Upon opening the valve, the fuel flows through a chamber.
hole as far as the inlet valve.
Due to the descending movement of the pump
piston, the volume of the high pressure chamber
is increased.
70
mbolo de la bomba
Cmara de alta presin
Vlvula para dosificacin del

combustible N290
Vlvula de
escape abierta
mbolo de la
bomba
D162-76
PRESSURE DEGRADATION, DELPHI DFP 6.1E pressure in the high pressure chamber is higher
With the ascending movement of the pump pis- than that of the high pressure accumulator (rail)
ton, the volume of the high pressure chamber is and greater than the force of the non-return valve
reduced. under the force of the spring, the highly com-
With this, the pressure in the high pressure pressed fuel flows into the high pressure accumu-
chamber increases and the inlet valve ascends. lator.
The valve moves back into its seat and the high
pressure chamber remains sealed. When the fuel
71
FUEL SUPPLY SYSTEM
Low pressure fuel return
High pressure fuel inlet
Solenoid, activated
AT REST BEGINNING OF
INJECTION
Control chamber
Spring
Switching valve
Low pressure fuel
section
High pressure fuel Low pressure fuel

control chamber flow calibration
Control piston
phase
High pressure fuel flow

Injector needle calibration phase
EU5 Bosch injector

section
D162-77
INJECTORS
There are two injector manufacturers, Bosch and Injector Open Position
Delphi. Both kinds are electromagnetic injectors. - The solenoid is activated and lifts up the switch-
The IMA code of the Bosch injectors is 5 digits ing valve.
long. The IMA code of the Delphi injectors is 20 - The fuel in the control chamber of the valve
digits long. flows through a calibration step towards the fuel
The operating positions of an electromagnetic return.
injector are: idle or open. - The fuel pressure drops in the injectors control
chamber.
Injector Idle Position - The pressure difference between the front and
- The solenoid is not activated. rear of the needle causes it to lift and initiate the
- The fuel return stays closed. injection.
- Due to the spring of the control piston and the
pressure in the control chamber, the injector nee-
dle is pushed into the seat and does not inject.
72
Low pressure
fuel return
EU6 BOSCH
INJECTOR SECTION
NEW FEATURES OF BOSCH INJECTORS
There are two types of Bosch injectors depend-
ing on the maximum operating pressure.
CRI18.- EU5. Operating Pressure 1800 bar.
CRI-20- EU5 & EU6. Operating Pressure 2000 bar.
High pressure
fuel inlet The main new feature of the Bosch CRI-20 injec-
tors used for EU6 compliant engines is that the vol-
ume of the high pressure fuel control chamber has
been increased and there is no longer a section of
low pressure fuel around the injector needle.
High pressure
This new design ensures that injector needle
fuel section fluctuations are reduced and therefore the accura-
cy of the injection is improved.
Furthermore, the seat of the injector has been
set to its maximum at the far end of the injector
needle.
This way, control of the amount of fuel injected
Injector needle seat
is improved and consequently, emissions are re-
duced.
D162-78
EU6 DELPHI
INJECTOR SECTION
NEW FEATURES OF DELPHI INJECTORS
The Delphi DFI 1.20 Injectors include improve-
ments in their design to meet the EU6 standard.
New features with respect to previous versions of
Delphi Injectors:
- Optimised switching valve with a more power-
More powerful solenoid ful solenoid to be able to regulate injection with
more precision.
- Positive fuel return pressure (0 to 1 bar). In pre-
vious versions the fuel return pressure was nega-
Switching valve
tive (-0.1 bar to -0.5 bar).
- Smaller diameter injector needle.
- 7 fuel outlet holes.
The inner workings of the Delphi injectors are
very similar to those of Bosch injectors. For more
information about the inner workings of the injec-
tors please consult Course Workbook No. 135.
Injector needle
D162-79
73
SYSTEM DIAGRAM
EXAMPLE 4-CYLINDER ENGINE IN A SEAT
G70 Air Mass Meter
GX3 Throttle Valve Drive Unit
G81 Fuel Temperature Sensor

G100 Brake Pedal Position Sensor
G476 Clutch Pedal Position Sensor

G79 Accelerator Sensor & G185
Accelerator Position Sensor
G83 Coolant Temperature Sensor
at the radiator outlet
Before the Intercooler
G679 Cylinder 3 Combustion Chamber
Pressure Sensor (EU6)
G505 Differential Pressure
Sensor
G450 Exhaust gas pressure
G235, G448 (EU6), G495 & G648 sender 1 (EU6)
Exhaust Gas Temperature
Sensors 1, 2 (EU6), 3 & 4.
Potentiometer
G466 Exhaust Gas Recirculation Potentiometer 2
G40 Hall Sensor
G31 Charge Pressure Sensor
G62 Coolant Temperature Sensor
G28 Engine Speed Sensor
G266 Oil Level and Temperature Sensor
G247 Fuel Pressure Sensor

J285 Dash Panel
Control Unit
G98 Exhaust Gas Recirculation Temperature
Sensor (EU4)
G39 Lambda Probe
G130 Lambda probe after the catalytic
converter (EU6)
G Fuel Level Indicator Sensor
F378 Oil Pressure Switch for Controlling

Reduced Pressure
F1 Oil Pressure Switch
G581 Charge Pressure Actuator Position

Sensor
74
GX3 Throttle Valve Drive Unit
Injector for cylinders 1-4
N30, N31, N32 & N33

Motor (high pressure exhaust gas
recirculation) (EU6, EU4)
J623 Engine
Control Unit Q10, Q11, Q12 &Q13 Glow plugs 1-4
J179 Automatic Glow Plug

System Control Unit
Motor 2 (low pressure exhaust gas
recirculation)
N345 Switching Valve for the
Exhaust Gas Recirculation Radiator
(EU4)
N276 Fuel Pressure Regulation Valve
V188 Intercooler Pump
J533 Data Bus

Diagnostic V488 Backup Pump for Heating
Interface
N428 Oil Pressure
Regulator Valve
N290 Fuel Dosing Valve
N489 Cylinder Head

Coolant Valve
J883 Exhaust Flap Control Unit
N75 Charge Pressure

Control Solenoid Valve
N205 Variable Distribution Valve

(EU6)
Z19 Heater Unit for Lambda Probe

Z29 Heater Unit for Lambda Probe 1 after the Catalytic Converter (EU6)
J293 Radiator Fan Control Unit
T-16 Diagnostic
Connector J538 Fuel Pump Control Unit
G6 Fuel Pressurisation Pump
D162-80
75
ENGINE GLOW PLUG SYSTEM
Engines in the EA288 family have a glow plug Once the engine is started, the post heating sys-
system and a post-heating system. tem continues to contribute to the reduction of hy-
The glow plug system is very quick and allows drocarbons and engine noise.
for immediate engine start-up in all climatic con-
ditions.
There are no more long preheat cycles and en-
gine start-ups are comparable to those of gasoline
engines.
G62 Coolant
Temperature Sensor J623 Engine Control Unit
Q10 Glow Plug 1
J179 Automatic
Q11 Glow Plug 2
Preheating Cycle
Control Unit
G28 Engine Speed

Sensor
Q12 Glow Plug 3
J533 Data Bus

Diagnostic Interface
Q13 Glow Plug 4
J519 Onboard Supply Control Unit J285 Dash Panel Control Unit K29 Glow Plug
Warning Lamp
D162-81
76
GLOW PLUG SYSTEM - Heating time is extremely short. In 2 seconds
The engine control unit activates the steel glow temperatures of up to 1000C are reached in the
plugs through a PWM activation from the J179 Au- glow plug.
tomatic Preheating Cycle Control Unit. - Controllable temperatures for preheating and
For a quick start-up with an outside temperature post heating.
below 24C, a maximum voltage of 11.5 V is ap-
plied. This ensures that the spark plug is heated in Delayed activation of the glow plugs
the shortest possible time (2 seconds maximum) To reduce the voltage in the onboard supply
to 1000 C. This reduces the preheating time for control unit during the preheating cycle, the spark
starting the engine. plugs are activated in a lagged sequence. The
Advantages of the glow plug system: trailing edge of each signal activates the next glow
- Engine starts are comparable to those of gaso- plug consecutively.
line engines at temperatures of up to -24C.
DELAYED ACTIVATION OF THE GLOW PLUGS
Glow Plug
1
Cylinder 1
2
Cylinder 2
3
Cylinder 3
Cylinder 4 4
Time (s)
D162-82
POST HEATING SYSTEM tion of hydrocarbon emissions and combustion

For post heating, the ratio of the activation pe- noise during the engine heating cycle.
riod of the PWM signal is adjusted so that it has In vehicles with the Start-Stop system, post heat-
an effective voltage of 4.4 V. Post heating is per- ing is not interrupted during an active engine shut-
formed with a coolant temperature of up to 24C down. Temperature changes are avoided, thereby
for a maximum of 5 minutes after engine start-up. protecting the material of the steel spark plug.
The post heating system contributes to the reduc-
77
EXHAUST GAS MANAGEMENT
EU5 Exhaust gas recirculation radiator
Strainer
Air filter V339 Exhaust Gas Recirculation

Control Motor 2 J883 Exhaust Flap Control Unit
G648 Exhaust Gas Temperature

Sensor 4
G70 Air Mass Meter G505 Differential Pressure
Sensor
G495 Exhaust Gas Temperature
Sensor 3
J338 Throttle Valve

G39 Lambda Probe
Drive Unit
Intercooler
G31 Charge Pressure

Sensor G235 Exhaust Gas Temperature
Sensor 1
G810 Charged Air Temperature

Sensor Before the Intercooler
G811 Charged Air Temperature

Sensor After the Intercooler
D162-83
ADJUSTMENTS FOR THE EU5 STANDARD

With the advent of the EU5 standard for diesel To control these exhaust gases, the following
engines, exhaust gas recirculation at low pressure sensors and actuator are used:
has been introduced. - G235 Exhaust Gas Temperature Sensor 1
The engine control unit manages the recircula- - G495 Exhaust Gas Temperature Sensor 3
tion of the coldest and most refined exhaust gases - G505 Differential Pressure Sensor
which have already passed through the emission - G648 Exhaust Gas Temperature Sensor 4
control module. - G39 Lambda Probe
The advantages are: - V339 Exhaust Gas Recirculation Control Motor 2
- NOx emissions are reduced because lower com- - J883 Exhaust Flap Control Unit
bustion temperatures can be reached with cooler
exhaust gases. Note: the number of sensors used over time may
- The complete mass of the exhaust flow is re- vary depending on the vehicle type.
tained prior to the turbocharger turbine. Thus, the
turbocharger can offer higher charge pressure.
- No soot is deposited in the exhaust gas recir-
culation cooler because the gases are already re-
fined.
78
EU6 NEW FEATURES G130 Lambda probe after the
catalytic converter
G450 Exhaust gas

pressure sender 1
G448 Exhaust gas temperature

sender 2
Control Motor
G679 Cylinder 3 Combustion Chamber Pressure Sensor
D162-84
ADJUSTMENTS FOR THE EU6 STANDARD

With the advent of the EU6 standard for diesel - The G450 Exhaust Gas Pressure Sensor 1 has
engines, the following new features have been in- been added between the outlet of the particulate
troduced: filter and the supercharger intake. 3-cylinder en-
- Exhaust gas recirculation at low pressure is gines use the G450 Differential Pressure Sensor
supplemented by exhaust gas recirculation at high as a pressure sensor relative to the atmospheric
pressure. pressure.
Exhaust gas recirculation at high pressure is - The G130 Lambda Probe After Catalytic Con-
used to heat the engine and reach the optimum verter has been added.
operating temperature for the catalytic converter
and the particulate filter. Exhaust gas recirculation EVOLUTION OF ENGINE MANAGEMENT
at low pressure is used across the whole gamut of - As of week 22/2015, the engines which do not
engine operating conditions. use exhaust gas temperature sender 2 (G448) or
The new G679 Pressure Sensor for the Combus- exhaust gas temperature sender 4 (G648) are:
tion Chamber of Cylinder 3 has been added in or- CUSA, CUSB, CUTA, CRMB, CRLB and CUNA.
der to improve injection management. - The CXXA and CXXB engines do not use the
- The G448 Exhaust gas temperature sender 2 is G648 Exhaust Gas Temperature Sensor 4.
added.
- The catalytic converter changes from being 3-
way to 4-way to reduce NOx.
79
INJECTION MANAGEMENT
FUEL INJECTION
For all of the EA288 range, the distinct injection Operation During Regeneration
phases are: injection during normal engine opera- During regeneration operations, up to 6 injec-
tion and injection during regeneration of the die- tions are performed.
sel particulate filter and the NOx absorption cata- - During the preheating phase, the injection cy-
lytic converter. cle consists of 2 pre-injections, a main injection
and 2 post-injections.
Normal Operation - During the regeneration phase, the injection
During normal operation, the injectors work with cycle comprises 2 pre-injections, a main injection
up to 3 injections: and 3 post-injections.
- 1 or 2 pre-injections and a main injection.
Normal Operation
Operation during regeneration, heating phase
Operation during regeneration, regeneration phase
Pre-injections Main injection Post-injections
D162-85
80
For injection management, the engines of the injection times, to vary the injection times and to
EA288 family that meet the EU6 Standard use in- control the effect of the recirculated exhaust gas
formation from the new G679 Pressure Sensor for regulation.
the Combustion Chamber of Cylinder 3. In the case Furthermore, when the engine is in the particu-
of 3-cylinder engines this is located in cylinder 2. late filter regeneration phase, the sensor informa-
tion allows the engine control unit to manage the
COMBUSTION CHAMBER PRESSURE SENSOR injection in such a way that variations in driving
The G679 Pressure Sensor for the Combustion characteristics cannot be felt.
Chamber of Cylinder 3 is integrated into the glow In case of a sensor fault, an irregular engine op-
plug of cylinder 3. It is a piezoresistive sensor with eration may be felt.
an internal membrane that varies depending on
the pressure.
The engine control unit uses the signal from the
pressure sensor to achieve precise control of the
Electrical connector
Positive sensor terminal
Sensor signal
Sensor ground
Axial mobile heater
Positive glow plug

terminal Incandescent
filament
Combustion pressure
Measuring membrane
D162-86
81
PARTICULATE FILTER REGENERATION
The particulate filters have to be regenerated - Passive Regeneration.

regularly so that they do not clog up with soot par- - Heating Phase.
ticles and so that their normal operation is not af- - Active Regeneration.
fected. - Regeneration run by the customer.
During regeneration, soot particles accumulated - Regeneration performed by SEAT Services.
in the particle filter are burned (oxidised) and con-
verted into carbon dioxide.
In EU5 and EU6 the regeneration of the particu-
late filter takes place in the following phases:
Map of theoretical work
J623 Engine Control Unit
Catalytic Converter Particulate Filter

D162-87
PASSIVE REGENERATION The heating phase finishes when the catalytic

During passive regeneration the soot particles converter and the particulate filter have reached
are burned continuously without intervention by their operating temperature for a certain period of
engine management. This occurs especially when time.
the engine is subject to heavy loads. The temper-
atures reached by the exhaust gas are between ACTIVE REGENERATION
350 C and 500 C. In most engine operating ranges, the tempera-
ture of the exhaust gas is too low for passive re-
HEATING PHASE generation.
While the catalytic converter and the particulate As particles of soot cannot be passively degrad-
filter are still cold, the engine management system ed, an accumulation of soot appears in the filter.
selectively executes up to two post-injections, just The saturation of soot in the particulate filter
after the main injection. In this way the catalytic is calculated through saturation models pro-
converter and the particulate filter reach their op- grammed into the engine control unit. The calcu-
erating temperature as fast as possible. The fuel lation depends on the drivers driving profile, the
input which takes place during post-injection is signals of the pressure and exhaust gas tempera-
burned in the cylinder and increases the combus- ture sensors and the lambda probe.
tion temperature.
82
ACTIVE REGENERATION
When a certain degree of soot saturation in the filter is reached, the engine management system initi-
ates active regeneration. The soot particles are burned in exhaust gas temperatures of between 550 C
and 650 C.
Actions of the engine control unit to increase the temperature of the exhaust gas during active regen-
eration:
- The supply of inlet air is regulated by the GX3 Throttle Valve

Drive Unit.
- Shortly after a main injection, one to two post-injections

are initiated to increase the combustion temperature.
- With a delay after the main injection, another post-injec-

tion is initiated. The injected fuel does not burn in the cylin-
der, rather it evaporates in the combustion chamber.
- The unburned hydrocarbons in the fuel vapour are oxidised

in the oxidising catalytic converter. The heat generated during
this process accesses the particulate filter through the air flow
and increases the temperature of the exhaust gas before arriv-
ing at the particulate filter at approx. 620 C.
- To calculate the amount to inject during the delayed post-

injection, the engine control unit uses the signal from the
G495 Exhaust Gas Temperature Sensor 3 behind the partic-
ulate filter.
- The charge pressure is changed so that the torque does

not change in any noticeable way for the driver during the re-
generation process.
D162-88
83
PARTICULATE FILTER REGENERATION
Regeneration phases of EA288 engines in the SEAT Leon
Filter replacement
Saturation (g)
Time
Passive Regeneration
Active Regeneration
Regeneration run by the customer
Regeneration performed by SEAT Services
D162-89
Regeneration per Kilometres elevated exhaust gas temperatures for an effective

Regeneration per kilometres serves as an addi- regeneration can be reached.
tional protective measure to maintain a low level
of saturation in the diesel particulate filter. REGENERACIN REALIZADA POR EL SERVICIO
The engine control unit automatically initiates If the regeneration run was not completed sat-
active regeneration when the regeneration over isfactorily and the level of saturation in the diesel
the last 750 km has not been enough or has not particulate filter has reached 40 grams, both the
taken place, independently of the level of satura- diesel particulate filter warning lamp and the glow
tion of the diesel particulate filter. plug warning lamp are illuminated.
The message Engine fault, workshop is shown
REGENERATION PERFORMED BY THE CUS- on the dash panel insert.
TOMER In this way the driver is advised to go to the near-
When the saturation of the diesel particulate fil- est workshop.
ter reaches a certain limit, the warning lamp for the At saturation levels above 45 grams, regenera-
diesel particulate filter on the instrument cluster tion by SEAT Service is no longer possible, as the
lights up.W ith this signal the driver is informed risk that the filter is damaged is too high. In this
that they should perform a regeneration run. case the filter must be replaced.
During the regeneration run the vehicle should
be constantly moving. In this way the sufficiently
84
REGENERATION OF THE 4-WAY CATALYTIC CONVERTER
Regeneration of the NOx absorption catalytic process is conducted with a lean mixture combus-
converter (4-way) is divided into two phases: tion to produce exhaust gases ranging between
- Absorption of NOx. 220 and 450C.
- Reduction of NOx. The nitrogen oxides (NOx) with excess oxygen
react with the platinum and generate NO2. After-
ABSORPTION OF NOX wards they react with the barium oxide (BaO) and
The NOx absorption catalytic converter features generate barium nitrate (Ba (NO3)2).
a barium oxide (BaO) coating which temporarily
stores the NOx content of the exhaust gas. This
Nitrogen oxides (NOx) Nitrogen dioxide (NO2)
Oxygen (O2)
Platinum (Pt) Barium Barium

oxide nitrate
(BaO) (Ba(NO3)2)
>1
D162-90
REDUCTION OF NOX ide (CO). The carbon monoxide (CO) reacts with
When the initial NOx absorption capacity is ex- the barium nitrate (Ba (NO3)2) and transforms into
hausted, the engine control unit will initialise the carbon dioxide (CO2) and nitrogen oxides (NOx).
reduction process. Afterwards, the nitrogen oxides (NOx) react with
For this, the combustion is conducted with a rich the platinum (Pt) and the rhodium (Rh) and reduce
mixture to generate an excess of carbon monox- into nitrogen (N2).
Carbon dioxide (CO2) Carbon dioxide (CO2)

Nitrogen oxides (NOx)
Nitrogen (N2)
Carbon monoxide (CO)

Carbon monoxide (CO)
Platinum (Pt)
Barium nitrate Barium
(Ba(NO3)2) oxide (BaO)
Rhodium (Rh)
<1
D162-91
85
REGENERATION OF THE 4-WAY CATALYTIC CONVERTER
REGENERATION CONTROL
The engine control unit controls the regeneration BEGINNING OF REGENERATION
of the NOx absorption catalytic converter through At the beginning of regeneration, the lambda
the lambda probes and the exhaust temperature probes detect a higher level of oxygen after the
sensor. catalytic converter. The excess of fuel reacts with
The G39 Rear Lambda Probe is used to control the nitrogen oxides stored in the catalytic convert-
the NOx and the soot particles. er and a lambda value equal to 1 arises.
It is also used for lambda control in the regenera-
tion of the NOx absorption catalytic converter. ENDING OF REGENERATION
With the help of the G130 Lambda Probe After At the end of regeneration the oxygen content
the Catalytic Converter, the engine control unit can in the exhaust gas after the catalytic converter is
recognise the moment at which the regeneration reduced.
for the elimination of nitrogen oxides is finished. The excess of fuel cannot react with the nitrogen
In the regeneration phase, the oxygen content oxides, which makes the mixture fall below a lamb-
of the exhaust gases measured by the lambda da value equal to 1 (rich mixture).
probes before and after the catalytic converter is
compared.
BEGINNING OF REGENERATION
N30-N33 G39 G130
J338
ENDING OF REGENERATION
N30-N33 G39 G130
J338
D162-92
CATALYTIC CONVERTER DESULPHURISATION temperatures of over 600 C. Each time desulphur-

PROCESS isation is performed on the catalytic converter, the
Due to the sulphur content of the fuel, the en- engine works in a manner that alternates between
gine control unit performs regenerations of the cat- rich and lean mixtures. Depending on the sulphur
alytic converter approximately every 1000 km. The content of the catalytic converter, desulphurisa-
desulphurisation process requires exhaust gas tion can last between 10 and 20 minutes.
86
Technical Status 06.15. Because the product is developed and
improved continually, the data that appear in the course are subject
to possible variations.
Any type of commercial use is prohibited: reproduction, distribution,

public communication and transformation of these course
handbooks, by any means, physical or electronic, without the express
authorisation of SEAT, S.A.
TITLE: SSP162 EA288 FAMILY ENGINES

AUTHOR: After Sales Training
All rights reserved.
Autova A-2, km 585, 08760 Martorell, Barcelona (Spain)
1st edition
Pre-press and printing: raizQubica

ENG162

Seat SSP 162 EA288 - FAMILY - ENGINES

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Seat SSP 162 EA288 - FAMILY - ENGINES

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EA288

EA288 Family Presentation ........................................................... . 4

TECHNICAL DATA CUSA / CUSB

Cylinder Diameter 79.5 mm

Cylinder Stroke 95.5 mm

Maximum Torque. 210 Nm / 230 Nm

Engine Management Delphi DCM 6.2

Catalytic Converter 4-Way

Particulate Filter Yes

Front Lambda Probe Broadband

Rear Lambda Probe Broadband

Variable Valve Timing No

Emissions Standard EU6

D162-02 Counter Rotating Shafts Counter Rotating Module

TECHNICAL DATA CUTA Nm kW

Displacement 1,422 cc 260

Cylinder Diameter 79.5 mm 240 80

Cylinder Stroke 95.5 mm 220

Maximum Torque. (1,750- 250 Nm 160

2,500 r.p.m) 140

Engine Management Delphi DCM 6.2 120 40

Catalytic Converter 4-Way 100

Rear Lambda Probe Broadband

Variable Valve Timing No 0 0

Cylinder Diameter 79.5 mm

Cylinder Stroke 80.5 mm

Maximum Torque. 250 Nm

Engine Management Bosch EDC 17

Catalytic Converter 3-way / 4-way

Particulate Filter Yes

Front Lambda Probe Broadband

Rear Lambda Probe No

Variable Valve Timing No/Yes (to be Ecomotive)

Emissions Standard EU5

1000 2000 3000 4000 5000

TECHNICAL DATA CXXA / CXXB

Cylinder Diameter 79.5 mm

Cylinder Stroke 80.5 mm

Maximum Torque. 230 / 250 Nm

Engine Management Delphi DCM 6.2

Catalytic Converter 4-Way

Particulate Filter Yes

Front Lambda Probe Broadband

Rear Lambda Probe Broadband

Variable Valve Timing No

Emissions Standard EU6

D162-06 Counter Rotating Shafts No

1000 2000 3000 4000 5000

Cylinder Diameter 79.5 mm

Cylinder Stroke 80.5 mm

Maximum Torque. 250 Nm

Engine Management Bosch EDC 17

Catalytic Converter 4-Way

Particulate Filter Yes

Front Lambda Probe Broadband

Rear Lambda Probe Broadband

Variable Valve Timing No

Emissions Standard EU6

D162-08 Counter Rotating Shafts No

1000 2000 3000 4000 5000

TECHNICAL DATA CRVA/CRVC

Cylinder Diameter 81.0 mm

Cylinder Stroke 95.5 mm