Service

1.8 L 20V Engine

Self-Study Program No. 61

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 1

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TITLE: 1.8 L 20V Engine (S.S.P.. No. 61)

AUTHOR: Service Organization
SEAT, S.A. Zona Franca, Calle 2
Reg. of business names Barcelona - Volume 23662, Folio 1, Page 56855

1st edition

DATE OF PUBLICATION:: May 98

LEGAL REGISTER: B-18488 - 98
Typesetting and printing: GRFICAS SYL
Silici, 9-11 - Pol. Industrial Famades _ 08940 Cornell - BARCELONA
1.8 20 Valve Engine
A new engine family will be added to the
SEAT range.
One of the outstanding questions among
engineers for a long time has always been
1

that of the ideal number of valves per cylin-

der 2, 3 or 4 ....
These engines are notable for their use of
5 valves per cylinder, thus optimising the air
entry possibilities to the cylinders while at
the same time reducing the harmful exhaust
gases and reducing the fuel consumption.
On the naturally aspirated engines, we
can mention the use of a variable timing and
a variable intake manifold as being the main
features.
On turbo charged engines, the novelty is
in the control of the turbo, which is now
more progressive and improves engine effi-
ciency.
Finally actions have been taken to reduce
the overall number of components required,
making for lighter more compact engines.
Driving comfort has also been improved by
the fitting of a dual mass flywheel and an
anti vibration dampener for the poly-V belt
CONTENTS
pulley.

TECHNICAL SPECIFICATIONS ....4 - 5

CYLINDER HEAD...........................6 - 8

ENGINE BLOCK .............................9-11

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TIMING.........................................12-13

VARIABLE
TIMING.........................................14-17

LUBRICATION
SYSTEM.......................................18-19

COOLING
SYSTEM.......................................20-21

VARIABLE INLET
MANIFOLD...................................22-23

TURBO .......................................24-26
3
TECHNICAL SPECIFICATIONS

These engines are characterised by their

new design, belonging to the 113 engine
1

family.
A notable aspect, is the reduction of the
number of components, and the elimination
of the intermediate shaft.
The ignition distributor has been replaced
by a modern static ignition system.
The oil pump is now operated by a chain
directly from the crankshaft.
The cylinder head bears the majority of
the technical innovations, due to the incor-
poration of a variable timing system and a
variable inlet manifold, only for naturally
aspirated engines.
Finally, these engines are fitted with a
dual mass flywheel, providing excellent
smoothness of operation and almost total
elimination of jerky reactions during
engagement.

D61-01

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permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
respect to the correctness of information in this document. Copyright by SEAT S.A.

1.8 20 VALVE ENGINE AGN

Capacity .......................... 1.781 cm3
275 140
Bore x Stroke ................... 81,0 x 86,4 mm
250 126
Compression ratio .......... 10,3:1
225 112
Maximum Torque ........... 170 Nm at 3500rpm
200 98
Maximum Power ............. 92 kW at 6000 rpm
(Nm) (Nm)

(kW)

175 84
POWER (kW)

Injection and
TORQUE

150 70
POTENCIA

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

PAR

125 56

100 42 Fuel Octane rating .......... Min. 95 Octane

75 28
The torque curve highlights the large
50 14 working range of this engine, retaining a
25 0 torque value of 180 Nm between 2200 and
1000 2000 3000 4000 5000 6000 7000 5500 rpm. This characteristic is due to the
REGIMEN
RPM (1 (1 min.)
min.) presence of a variable timing system and
variable inlet manifold, which constantly
D61-02 adjust to engine operating conditions.

4
 1.8 20V TURBO ENGINE AJH 1

Capacity .......................... 1.781 cm 3

275 140
Bore x Stroke .................. 81,0 x 86,4 mm
250 126
Compression ratio .......... 9,5:1
225 112
Maximum Torque ........... 210 Nm between
200 98
1750 & 4600 rpm

(Nm) (Nm)

(kW)
175 84

POWER (kW)
Maximum Power ............ 110 kW at 5500

TORQUE
150 70

POTENCIA
rpm

PAR
125 56

Injection and 100 42

Ignition system ............... Bosch Motronic 75 28

Fuel Octane rating .......... Min. 95 Octane 50 14

25 0
The maximum power of this engine is close 1000 2000 3000 4000 5000 6000 7000
to 110 kW, however this is not the most notable RPM (1 min.)
REGIMEN (1 min.)
factor, since if we take a look at the torque
curve, we will see the distinctive feature D61-03
offered, as it is almost flat from 1750 rpm right
up to 5000 rpm holding a constant 210 Nm.

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permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
respect to the correctness of information in this document. Copyright by SEAT S.A.

1.8 20V TURBO ENGINE AJQ

Capacity .......................... 1.781 cm3 275 140

250 126
Bore x Stroke ................... 81,0 x 86,4 mm
225 112
Compression ratio ......... 10,3:1
200 98
Maximum Torque ........... 236 Nm between
(Nm) (Nm)

(kW)

175 84
POWER (kW)

2000 & 4600 rpm

TORQUE

150 70
POTENCIA

Maximum Power ............. 132 kW at 5750 rpm

PAR

125 56

Injection and 100 42

Ignition system ............... Bosch Motronic 75 28

Fuel Octane rating .......... Min. 98 Octane 50 14

25 0
The mechanical base for this engine is the 1000 2000 3000 4000 5000 6000 7000
same as that used for the AJH engine. The RPM (1 min.)
REGIMEN (1 min.)
improvement in performance was achieved
as a result of the new engine management. D61-04

5
CYLINDER HEAD

5 VALVE TECHNOLOGY 1

The five valve technology is being intro- The three inlet valves which ensure opti-
duced to SEAT on the 1.8 litre naturally aspi- mum cylinder filling under all engine opera-
rated engine and on two other turbo ting conditions, and two large exhaust
charged engines with similar characteristics. valves which permit the exhaust gases to be
The result of this technology can be expelled by the piston with minimum
observed by the improvement in the com- restriction.
bustion. A centrally located spark plug and a hemi-
Ideal combustion starts with good engine spherical combustion chamber ensure that
aspiration, in other words, perfect filling of the combustion of the mixture in the cham-
the cylinders and an excellent expulsion of ber is achieved rapidly and completely.
exhaust gases. The second important aspect These aforementioned aspects permit
is to achieve the most rapid and complete high power values to be obtained, using low
combustion possible. capacity engines, leading to a reduction in
Both these objectives are achieved, the fuel consumption values and less emis-
thanks to: sion of noxious exhaust gases.

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permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
respect to the correctness of information in this document. Copyright by SEAT S.A.

D61-05

6
 1

Secondary air
injection drilling

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permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
respect to the correctness of information in this document. Copyright by SEAT S.A.

Exhaust valve Inlet valve

D61-06

VALVE LAYOUT
The layout of the valves in the cylinder The exhaust valves are similar and have
head permit perfect engine aspiration to be an asymmetric layout.
achieved. The high temperatures to which these
The size of the three valves are similar valves are subjected and the need to reduce
and they use similar tappets and springs. their weight have made it necessary to use a
The position of the three valves is not hollow design filled with sodium.
identical, since the centre valve is more This factor makes it possible to reduce the
upright to provide space for the spark plug. inertia forces generated during operation
The camshaft is designed to operate all and also assists heat dissipation from the
the valves at the same time, despite the vari- valve along the shank to the guide.
ation in their locations.
The 20V turbocharged engines are Note: Before discarding the exhaust valves,
fitted with a secondary air injection sys- these should be cut in the middle and placed
tem in the exhaust manifold, consisting of in a bucket of water, doing this with a maxi-
a drilling in the head, enabling air to be mum of 10 valves at any one time.
injected beside one of the exhaust valves in
each cylinder.

7
CYLINDER HEAD

CYLINDER HEAD BOLTS 1

Despite the compact construction of the
cylinder head, it is possible to remove the
head bolts even when the camshafts are
mounted, this is due to the elimination of the
washers on the bolts.
The seating for the bolts in the head is
now provided by a bush made from recycled
material screwed into the head.
The pressure placed on these bushes is
distributed over the entire contact surface of
the screw flanges in the head.
This method provides a better distribu-
tion of the pressure placed on the head
gasket by the bolts.
This head gasket is made from four sepa-
rate metallic layers, which help to eliminate
the gasket seating problems and make it
unnecessary to retighten the head bolts.
The perfect sealing surface is achieved by
providing the gasket with a special coating.
Note: The cylinder head gasket should not
be removed from its wrapping until it is
ready to be fitted.

Cylinder head bolts

Bush

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respect to the correctness of information in this document. Copyright by SEAT S.A.

Cylinder head gasket

D61-07

8
ENGINE BLOCK

Coolant pump

Timing belt
Thermostat
tensioner

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permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
respect to the correctness of information in this document. Copyright by SEAT S.A.

Oil pressure
regulator

Oil pump

D61-08

The new engine family comes with lighter

more compact engine blocks, due to the
reduction in the number of additional com-
ponents used and their incorporation into
the block itself.
We can point out the following aspects of
this new block:

COOLANT PUMP
The coolant pump is integrated in the
block and driven directly by the timing belt.
This new set-up has enabled the old
housing which was used to fit the pump to
be eliminated and the number of compo-
nents driven by the poly-V belt to be
reduced.

Idler roller

D61-09

9
ENGINE BLOCK

THERMOSTAT 1

The thermostat is the wax type and its

task is to regulate the passage of coolant
Thermostat
coming from the radiator.
This component is located in the block
just at the entry to the coolant pump, help-
ing to mix the coolant coming from the va-
rious components in the cooling circuit with
that coming from the radiator.
The present location of the thermostat
enables the supports previously used to
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hold this component permitted
on top of the water
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pump to be eliminated. respect to the correctness of information in this document. Copyright by SEAT S.A.

D61-10

OIL PUMP
Chain
The oil pump is driven by a chain from
tensioner the crankshaft.
This layout makes it possible to eliminate
the intermediate shaft since one of its func-
tions on previous blocks was to drive the oil
pump.
Another advantage of the direct drive
from the crankshaft is the fact that the speed
is can now increased compared to the drive
from the intermediate shaft, since this was
also used to drive the ignition distributor.
The chain driven gears have a reduction
of 1.5 on the crankshaft to 1 on the oil pump.
The final rpm of the oil pump is much
Oil pump higher than if it was driven by the intermedi-
ate shaft, providing a considerable advan-
tage at low engine rpm.

D61-11

10
 CRANKSHAFT CON ROD
ASSEMBLY
1

The new crankshaft con rod assembly

has been designed with various technical
novelties to provide reliability, durability and
the elimination of noise and oscillations.
The following components are worth
mentioning:

DUAL MASS FLYWHEEL AND Dual mass

PULLEYpermitted
ANTI VIBRATOR
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unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
flywheel
The reduction
respect toof
the vibrations in the
correctness of information engine
in this document. Copyright by SEAT S.A.

is vitally important since this will also lead to

the reduction of noise and oscillations.
The objective has been achieved by fitting Pulley anti-
a dual mass flywheel whose operation is vibrator
D61-12
similar to that described in the Self Study
Program No. 55 1.9 TDI 81kW Engine and
an anti-vibrator in the pulley used to drive
the poly-V belt.

DRILLED CON RODS

The union between the piston and the pis-
ton pin is subjected to high stress, making it Drilling

necessary to provide lubrication. This was

done by making a drilling in the con rod
enabling oil to travel up from the crankshaft
to the con rod small end.

CON ROD BIG END BEARINGS

The big end bearing half shells are not
identical.The upper half shell is naturally
subjected to higher forces due to the fact that
the crankshaft transmits the majority of the
pressure through this bearing during the com-
pression, combustion and exhaust strokes. Upper half
The lower half shell only comes under shell

pressure during the induction stroke. Mounting

The bearing shells are made from a steel Lower half
marks
base with anti-friction linings. In the upper shell
half shell, this lining is made from tin and
aluminium (Al Sn20) giving the bearing
excellent anti friction properties. On the
lower half shell, this lining is made as on
standard shells from Lead and Tin (Pb Sn).
Both shells have a similar shape, but can
be distinguished by the fact that the upper-
shell is darker in colour, making it extremely D61-13
important to pay attention when mounting.

11
TIMING

The valves are driven by two camshafts, BELT TENSIONER

one for inlet and one for exhaust.
1

The belt tensioner has the combined

The exhaust camshaft is operated by the
crankshaft through the timing belt.
The inlet cam is driven by the camshaft
chain from the exhaust cam.
The timing mark for the camshaft toothed
gear is on the rocker cover and those for the
crankshaft are on the pulley and the timing
cover.
The camshafts have marks on the respec-
tive sprockets and these should coincide
with the marks on their nearest supports.
function of keeping the proper tension on
the belt to ensure that it works correctly and
at the same time eliminate the oscillations
produced by the cyclic operation of the
engine.
The tensioner has an internal spring with
a set preload and a hydraulic dampener
which eliminates the oscillations.
The hydraulic function is carried out with
the help of a valve and two chambers, forc-
ing the oil to pass from one chamber to the
other thus dampening vibration and noise
coming from the timing belt.

Camshaft
chain

Timing marks

Tensioner
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roller
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respect to the correctness of information in this document. Copyright by SEAT S.A.

Spring

Idler roller
Hydraulic
dampener

D61-14

12
 1

Piston

Chamber A

Spring
Mesh filter

Ball valve

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permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
respect to the correctness of information in this document. Copyright by SEAT S.A.

D61-15

CHAIN TENSIONER
The camshaft chain drives the inlet cam.
This chain always has a constant tension
applied by a hydraulic tensioner which
works with engine oil pressure.
On the tensioner assembly of naturally
aspirated engines, a mechanism exists
which enables the inlet valve timing to be
varied. The tensioner always keeps a resid-
ual pressure on the chain with the aid of a
spring. When the engine is started, oil pres-
sure reaches this unit through a small mesh
filter which prevents the penetration of
impurities.
The oil enters the chamber and increases
the pressure applied by the spring on the
chain, keeping an adequate pressure on the
chain at all times.
There is a ball valve at the entry to the
chamber. When the engine decelerates
strongly, the chain exerts heavy pressure on
the tensioner, causing the oil to try to leave
the chamber. The ball valve blocks the exit
due to the higher pressure in the chamber and
prevents the return of the tensioner piston.
To replace the chain or dismount the
camshafts, the tool T20044 should be used.
The camshafts should be fitted by lining
up the marks on the sprockets with the
marks on their respective supports. To facili-
tate this operation, the chain is fitted with 16
rollers between the timing marks, including
those which line up with the marks.

13
VARIABLE TIMING

This system is only fitted to naturally valves to be varied according to engine

aspirated engines. A regulator mechanism speeds and loads, thus obtaining maximum
1

is fitted together with the chain tensioner.
This system can be distinguished from out-
side by the presence of the variable timing
adjustment electrovalve.
The variable timing is used to adapt the
timing diagram in order to optimise the flow
of gases through the combustion chamber.
The variable timing system enables the
opening and closing points of the inlet
benefit from the different timing possibilities
to get the optimum valve overlap.
In short, this will give us a silent stable
idling, a high torque at low and medium rpm
and high power in the upper rpm range. All
this is done with the added benefit of pro-
viding a reduction in harmful exhaust gas
emissions.

Exhaust Camshaft

Inlet Camshaft

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Electrovalve respect to the correctness of information in this document. Copyright by SEAT S.A.

Hydraulic
piston D61-16

The timing of the inlet camshaft is varied
with the camshaft chain, by changing the
angular position of the inlet camshaft in rela-
tion to the exhaust cam using the hydraulic
piston in the tension regulator.
The control of the tension regulator is
done by varying the hydraulic pressure sup-
plied to the piston.
The electrovalve is governed by the
engine management, enabling it to react to
the variations in engine operating condi-
tions and adapt the timing diagram accord-
ingly.
When the electrovalve is energised, the
opening and closing point of the inlet valves
is advanced.

14
 OPERATING PRINCIPLE Closing of inlet 1

At low rpm, the piston movement is rel- valve advanced

atively slow and the air and fuel can move
through the intake pipes, with the entry of
gases beginning the moment the inlet
valve opens.

The closing of the inlet valve is advanced

to prevent a part of the intake mixture being
pushed back to the inlet manifold.

D61-17

Closing of inlet
At high rpm, the opening of the valve is
valve delayed delayed.
This does not affect engine breathing,
since at this rpm the gases do not enter the
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cylinder
permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liabilityuntil
with the piston has already com-
respect to the correctness of information in this document. Copyright by SEAT S.A.
pleted a part of its downward stoke.

At high rpm, a resonance effect is created

on the gases in the inlet manifold, helping
the gases to continue their travel into the
cylinder despite the fact that the piston is
travelling upwards.

The closing of the inlet valve is

delayed right up to the point where the
gases start to be driven back to the inlet
D61-18
manifold.

15
VARIABLE TIMING

Oil supply

Control passage B

Chain tensioner

Chamber 2

Oil return

Chamber 1

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permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
respect to the correctness of information in this document. Copyright by SEAT S.A.

Inlet camshaft

Control
Electrovalve passage A
piston

Exhaust camshaft
Variable timing regulator
D61-19

TIMING REGULATOR
The timing regulator gets oil pressure
through the same drilling as the chain ten-
sioner.
The electrovalve has two positions,
which either allow oil to flow through con-
trol passage A or control passage B, causing
the regulating piston to move and conse-
quently the chain tensioner.
BASIC OR ADVANCED
POSITION
In this position the electrovalve is not
energised, this is the at rest position.
This is the situation when the rpm is below
4400 rpm under low load conditions and
above 4400 rpm under all load conditions.
The electrovalve (at rest) permits oil to
pass through control passage A to the cham-
ber 1 and connect the exit of the oil from
chamber 2 to return.
The oil compresses the regulating piston
and moves it upwards together with the
chain tensioner. The lower part of the chain
is now shorter and the upper part is longer,
giving us an advance in the timing of the
inlet valves.

16
 RETARDED POSITION 1

This is the situation when the rpm is
below 4400 rpm under medium and heavy
load conditions.
The electrovalve is energised and the
piston allows oil to go from passage B to
chamber 2 and the chamber 1 is connected
directly to the return.
The oil pressure in the chamber 2 causes
the regulating piston to move downwards
together with the chain tensioner. The lower
part of the chain is now longer and the
upper part is shorter, giving us a delay in the
timing of the inlet valves.
From 4400 rpm the timing regulator will
return to the basic position again.

Oil supply

Control passage B

Chain tensioner

Chamber 2

Oil return

Chamber 1

Control
Electrovalve
passage A
piston
Exhaust camshaft
Inlet camshaft

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permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
respect to the correctness of information in this document. Copyright by SEAT S.A.

22
D61-20

17
LUBRICATION SYSTEM

The lubricating circuit is also new on

this engine,
1

The following diagram shows the entire

circuit and also that specific for turbo-
charged engines is shown with broken
lines.
The oil pump is driven directly by the
crankshaft and has its own tensioner to
prevent oscillations which cause noise and
premature wear of the chain.
This is an internal gear type pump
which has the advantage of requiring less
moving parts and has a high oil output for
each rotation.
The pump itself contains a safety dis-
charge valve calibrated to a very high A
pressure.
This is a safety discharge valve and not
an oil pressure regulating valve.
In the event of circuit blockage by any
obstruction, this valve prevents the break-
age of components leading to possible
massive oil loss and other serious conse-
quences.
The oil passes to the oil radiator on
leaving the pump, thus causing its temper-
ature to drop and from here it passes to the
filter.
Safety
At the exit from the filter the oil meets discharge
the pressure regulating valve, whose task valve
is to set the maximum system working
pressure.
This new location of the regulating valve
ensures that the entire oil flow from the
pump goes through the filter, from where it
either goes on to the rest of the circuit or
returns to the sump through the regulating
valve discharge passage. The oil also passes through the internal
Having passed by the regulating valve, drillings in the main bearings to the con
the oil then divides into two branches, one rod big end bearings.
goes to the cylinder block and the other The con rod has internal drillings
goes to the head. through which lubricating oil passes from
One of the passages through the block the big end to the small end bushes.
supplies oil to the injectors
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permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
also to the five crankshaft respect tomain bearings.
the correctness of information in this document. Copyright by SEAT S.A.

18
 Camshaft chain
1

tensioner
Variable timing
regulator

B Non return valve

Cylinder
head bolt

Hydraulic
tappets

B
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permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
respect to the correctness of information in this document. Copyright by SEAT S.A.

A
Oil pressure
regulator

Oil injector

D61-20

The oil passage to the head is fitted with
a non return valve, located in the oil filter
support, which prevents the cylinder head
oil circuit and especially the hydraulic tap-
pets from draining when the engine is
stopped.
The oil passes to an orifice in one of the
cylinder head bolts and then branches out
into two drillings which supply the
hydraulic tappets, the camshaft bearings
and the camshaft chain tensioner assem-
bly. On naturally aspirated engines, oil is
also supplied from here to the variable
timing regulator mechanism.

19
COOLING SYSTEM

The distinctive feature of the cooling sys- There is also another secondary circuit
tem is the incorporation of the coolant parallel to this which consists of the follow-
1

pump and the thermostat in the engine ing components:

block. Heater radiator.
The impeller of the pump is made from Expansion vessel.
plastic, and it picks up coolant from the Turbo.
housing cavity of the thermostat and circu- ATF radiator for automatic gearbox ver-
lates this to the engine block. sions only.
The thermostat only controls the passage Throttle control unit for naturally aspirated
of coolant from the radiator to the engine engines only.
block. Oil radiator.
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permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
respect to the correctness of information in this document. Copyright by SEAT S.A.

Expansion Throttle
vessel control unit Heater
radiator

Thermostat

Coolant pump

ATF Radiator
Oil radiator

Radiator

D61-22

20
 When the engine is cold, the thermostat thus preventing these from overheating in
closes the passage of coolant and forces the certain cases and also assisting with the
1

entire flow through the secondary circuit.
This makes for rapid heating of all these
components.
As the engine heats up, the thermostat
gradually opens the circuit until it reaches its
maximum open position at a temperature of
approximately 87C.
The total coolant flow is now shared with
the components in the secondary circuit,
cooling of the engine itself in other condi-
tions.
The coolant flows through the engine
block, from the timing side towards the fly-
wheel side.
The cylinder head has a longitudinal
drilling which distributes the coolant, thus
ensuring an even temperature over the
entire head.

Expansion
Heater
vessel Throttle control radiator
unit

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permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
respect to the correctness of information in this document. Copyright by SEAT S.A.

Thermostat

Coolant pump

Oil radiator ATF Radiator

Radiator

D61-23

21
VARIABLE INLET MANIFOLD (Naturally aspirated engine)

Safety valve

Main air
chamber Capsule

Electrovalve
Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
respect to the correctness of information in this document. Copyright by SEAT S.A.

Vacuum
reservoir

Secondary
air chamber

Flap valves

D61-24

The naturally aspirated engine is fitted
with a simple variable inlet manifold having
a compact construction.
The manifold is made from plastic, thus
offering a series of advantages such as
weight reduction, ease of manufacture and
better temperature performance.
The manifold is bolted directly to the
head and support on the opposite side by
two rubber mountings, providing good anti
oscillation characteristics in a part of this
size.
These characteristics are beneficial for
the throttle control unit and reduce oscilla-
tions on all the other components fitted to
the manifold.
The safety valve is made from rubber
and is the mushroom type design. The task
of this valve is to prevent damage to the
manifold in case of excessive pressure build
up. Such a condition will not occur in normal
operation, however it may take place as a
result of a fault in the ignition or its incorrect
manipulation.
The inlet manifold has a main air cham-
ber, from which four conduits branch off,
one going to each cylinder. At about halfway
along the conduits, four flap valves can be
found which unite all the conduits and thus
create a secondary air chamber.
The inlet manifold flap valves are governed
by the engine management control unit.

22
 The objective pursued by this manifold is At high rpm values, the flap valves
to avail of the refractory waves to optimise open again since in this situation, the time
1

engine breathing. These waves should hit
the inlet valves just before closing to obtain
maximum benefit.
At low rpm, the flap valves are open,
since in this position the maximum air flow
is passed to the cylinders and the resonance
effect is not useful at this stage since the air
velocity is too low.
At rpm levels between 2800 and
4600 and under high load, the flap valves
are closed and the resonance effect is creat-
ed with the main chamber, thus ensuring
that the air waves hit the inlet valve just
before closing. This forces air into the
cylinder even when the piton has passed its
BDC point.
This feature is combined with the variable
timing mechanism which delays the closing
of the inlet valve.
required for the air waves to resonate from
the main chamber is too long.
Refraction then takes place in the secondary
chamber, which together with the variable
timing delay of the inlet valve operation, the
air waves have time to reach the inlet valves
just before they close.
PNEUMATIC CIRCUIT
A vacuum reservoir is fitted to the mani-
fold to control the flap valves.
A one way valve is fitted at the entrance
to the reservoir, which allows vacuum to be
accumulated and also incorporates the tap-
ping point for the electrovalve control.
The electrovalve permits vacuum or
atmospheric pressure to pass to the capsule
for the control of the flap valves, either
opening or closing these.

Vacuum
reservoir
One way valve

Electrovalve

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permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
Flap valves
respect to the correctness of information in this document. Copyright by SEAT S.A. Engine
control unit

Capsule

D61-25

23
TURBO

The engines AJH and AJQ are fitted with The coolant flows inside the turbo through
turbos to improve their performance. a chamber located close to the exhaust tur-
1

The turbo is pneumatically operated and
controlled by the engine management with
the aid of an electrovalve.
This component receives oil pressure
directly form the filter support, using the
same supply to self centre, lubricate and
cool the turbo.
This cooling facility is complemented by
the forced passage of engine coolant fluid
through the unit.
The body of the turbo has a drilling for
the entrance of coolant from the engine
block and an outlet to the coolant pump.
bine fins, thus preventing the high tempera-
tures of the exhaust gases from reaching the
turbo body and the lubricating oil flowing
through it.
The turbo is a new design and it reaches
boost pressure values in the region of 2 bars
form 2000 to 5000 rpm.
The AJQ engine type has a higher boost
pressure due to the new engine manage-
ment version fitted on this unit.

Oil inlet
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permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
Coolant
respect to the correctness of information in this document. inlet
Copyright by SEAT S.A.

Turbine

Oil outlet
Coolant outlet

D61-26

24
 Deceleration 1

cut off valve

Valve 2
Turbo
regulating
valve

Electrovalve

Filter

Carbon Valve B
canister

Valve 1

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permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
respect to the correctness of information in this document. Copyright by SEAT S.A.

Intercooler Valve A Brake servo

D61-27

INTAKE This valve will cut off when the boost

The inlet manifold on turbo engines is
made from aluminium and it is joined direct-
ly to the engine.
The adjoining diagram shows the intake
layout on turbocharged engines, distin-
guishing the carbon canister vapour recov-
ery system, the oil vapour recovery and the
deceleration cut off valve.
The vapours recovered by the carbon can-
ister pass to the engine through two conduits.
The valve 1 permits passage of these
vapours when a vacuum exists in the inlet
manifold and cuts them off when the turbo
starts to increase boost pressure.
The valve 2 passes the vapours when the
turbo pressure is high, since the pressure in the
turbo inlet side will be lower than in the canister.
pressure drops, since a vacuum will be
created in the canister due to the passage of
vapours through the valve 1.
The oil vapours pass to the inlet manifold
through two drillings to permit their elimi-
nation during the combustion phase.
The one way valve A permits the passage
of these oil vapours to the inlet manifold
when a vacuum exists in this area and cuts
off this passage when the turbo boost pres-
sure increases.
The valve B permits the passage of oil
vapours to the inlet manifold when the
turbo boost pressure is high, and cuts off
this passage when the pressure in the
engine block drops below that at the air filter
inlet.

25
TURBO

DECELERATION CUT OFF

VALVE
1

is suddenly released. This permits the turbo

The deceleration cut off valve has the task
of eliminating the typical turbo jerk, in other
words, at the beginning of acceleration a
sluggish reaction is noted from the engine
and this is followed by a sudden jerk as the
turbo boost pressure increases.
This jerk is due to the fact that when
decelerating, the intake is closed and the
turbo looses speed. When the accelerator is
pushed again, the turbo needs a short peri-
od to build up pressure and this is when the
jerk is noticed.
This problem has been solved on these
engines with the fitting of the deceleration
cut off valve, which short circuits the inlet
and exit from the turbo when the accelerator
to freewheel without loosing its speed.
The valve has three pneumatic connec-
tions, one for control and two other big con-
nections, one from the turbo inlet and the
other from the turbo exit.
In the at rest position, the valve is closed
due to the pressure of a spring which push-
es on the membrane and prevents the circu-
lation of air between the two large connec-
tions from the turbo.
When deceleration takes place, the valve
gets vacuum from the inlet manifold and the
spring pressure is overcome and air is
allowed to pass from the turbo inlet connec-
tion to the turbo outlet connection.

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permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
respect to the correctness of information in this document. Copyright by SEAT S.A.

Air filter

Deceleration
cut off valve

Intercooler

D61-28

26
ECOLOGICAL
PAPER
1

Protected by copyright. Copying for private or commercial purposes, in part or in whole, is not
permitted unless authorised by SEAT S.A. SEAT S.A does not guarantee or accept any liability with
respect to the correctness of information in this document. Copyright by SEAT S.A.

SERVICE DIVISION
Service Organization
Technical state 02.98. Owing to the constant development and improvement
of the product, the information which appear herein is subject to possible alterations.
The handbook is for exclusive use of the commercial organization SEAT.
ZSA 23807981061 ING61SSP MAY 98 10-61