Self-Study Program No. 62
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TITLE: 2.3 L V5 Engine (S.S.P.. No. 62)
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:: April 98
LEGAL REGISTER: B-18489 - 98
Typesetting and printing: GRáFICAS SYL
Silici, 9-11 - Pol. Industrial Famades _08940 Cornellá - BARCELONA
The arrival of the V5 signifies the intro-duction of a new family of engines for SEAT models, coming with an advanced high performance engine concept and a five cylinder V type engine layout.
Thanks to careful design, it was possible to achieve a compact small size engine with a transverse type mounting of this engine.
The 2.3 litre engine was designed to pro-vide excellent driving comfort, offering a very high torque value over a wide rpm range, while at the same time providing a good response under maximum power demands and most important, all these per-formance advantages are available with very low fuel consumption.
It was with this idea in mind that the new variable inlet manifold was designed, thus providing excellent engine performance over a wide rpm range.
All these factors were worked on without forgetting the need to be environment friendly and for this reason a secondary air injection system to the exhaust was also fitted.
The work on the engine was greatly sim-
plified as can be seen from the maintenance free timing system.
We can safely say that this is a high per-formance engine, with a low fuel consump-tion, environment friendly and with low maintenance requirements to provide maximum driving pleasure.2.3 V5 ENGINE........................................4-5
ENGINE
BLOCK ....................................................6-8 CYLINDER HEAD ..................................9-11
EXHAUST SECONDARY
AIR INJECTION...................................12-13
VARIABLE
INLET MANIFOLD ..............................14-17 TIMING ...............................................18-19
LUBRICATION
SYSTEM .............................................20-21
COOLING
SYSTEM .............................................22-23
AUXILIARY
COMPONENTS ..................................24-25
perfect combination of an in line and V configuration engine.
The engine was designed based on the original V concept, with two rows of cylin-
The five cylinder engine belonging to the EA 395 engine family is remarkable due to its completely new design.
The V5engine layout demonstrates the
This is a long stroke engine, notable for its elasticity and the fact that it delivers very high torque over a wide rpm spread.
The maximum engine power of110 kW is produced at 6000 rpm and a torque of 180 Nm is developed between 2000 and 6000rpm., rising to a maximum of205 Nm.at 3200 rpm. The engine specifications only serve to emphasise the excellent elasticity of the unit, a factor which is easily observed in the resulting driving comfort.
The centre of the crankshaft is in line with the centre of the cylinder bank angle and 97 cm above the apex point of the V. An angular crankshaft variation of 22o exists between the TDC of the cylinders in bank I and those in bank II.
Since this is a five cylinder engine, the combustion takes place every144oof crankshaft rotation, to ensure a proper engine cycle and balanced operation.
In order to produce a combustion stroke every 144o of crankshaft rotation, with a firing order of (1-2-4-5-3), the crankshaft throws are as follows:
? Cylinder 1 & 2 = 166o
? Cylinder 2 & 4 = 144o
? Cylinder 4 & 5 = 122o
? Cylinder 5 & 3 = 144o? Cylinder 3 & 1 = 144o
D62-0 2
4
5
3
1
Intermediate shaft
CRANKSHAFT
The crankshaft is fitted on the block using five main bearing caps, with the numbers marked on each of these to facilitate assembly.
The end play of the crankshaft can be corrected using the two part thrust washers located on the fourth main bearing cap.
It should be noted that the crankshaft counterweight located on the flywheel side, is fitted with a crown wheel to register the engine rpm. This wheel is attached with three bolts.
When fitting the crown wheel, take note that there are two possible positions, so take care to line up the marking for this engine, the marking which should be taken into account is the indication VR5.
A mistake in the alignment of the mark will cause incorrect engine operation.
The following measures were taken in order to eliminate any vibrations which may be transmitted by the crankshaft: On the one hand a pulley with a vibra-tion damper was fitted to drive the poly V belt.
A dual mass flywheel is fitted at the crankshaft output, the operation of this com-ponent is described in the Self Study Program No.55 1.9TDI 81 kW Engine. Note: The machining of the crankshaft should be done according to the indications given in the Service Manual.
Thrust washers
Crankshaft
Crown wheel
Crankshaft
4
V
R
6
V
R
5
The cylinder head is a special design, since only one single component is used for this engine and it provides identical inlet and exhaust facilities for both cylinder banks.
The cross flow system is used on this cylinder head, fitting two valves per cylinder.
Each cylinder bank has a single camshaft, which transmits movement by means of hydraulic tappets to the valves, which are mounted in a vertical position, in relation to the plane of the cylinder head.
The spark plug has to be mounted on one side of the combustion chamber due to the construction of the cylinder head.
The injectors, which use the air flux principle, are located in a section prior to the inlet manifold.
The rocker cover seal is vulcanised into the cover to prevent leakage problems, making it necessary to replace the complete unit in case of seal damage.
The cylinder head is fitted on the block with the aid of 18 bolts using torx type heads.
Due to the elongation to which these bolts are subjected when tightening them to their torque value, they should never be reused when removed.
The inlet and exhaust conduits have been designed to ensure perfect filling and evacu-ation of the cylinders on both banks, leading to good fuel consumption and even balanced running of the engine.
D62-06Cylinder No. 1Inlet pipe
Injector
support
Injector
Inlet valve
manifold, just after the air filter, brings an air supply directly to the injectors.
The air arriving at the injectors leaves from orifices surrounding the fuel injection
The air and fuel emulsion prevents the formation of small droplets.
Injector support Air
CAMSHAFT
The layout of the cylinders makes it nec-essary to fit two camshafts on the cylinder head, the cylinder bank I is fitted with the “long” camshaft and the cylinder bank II is fitted with the “short” camshaft.
A coded collar to hold the hall sender, is fitted on the short cam, in order to ensure rapid synchronisation between the camshaft and the crankshaft.
This collar is centred on the gear by a lug and slot which ensures that no error can be made when fitting this collar to the camshaft gear and camshaft.
Both camshaft gears are similar, however we should never fit the collar on the long cam gear as the engine would not start.
The special tool T20047is required to fit the two camshafts and ensure that they are correctly synchronised to receive the tim-ing chain. The tool locks the camshafts in position.
fitted on the upper side to provide thermal Array and acoustic insulation.
On the other hand a secondary air injection system is fitted on the exhaust manifold which consists in a conduit located in the centre of the head, through which it is possible to inject air at the outlet of all the exhaust valves.
This system enables air to be injected during the warming up phase of the engine, when mixture enrichment takes place and the emission of unburned hydrocarbons (HC) is at its highest.
The injection of air just at the exit of the
exhaust valves ensures that the addition of
D62-13
This is made from plastic, to provide weight reduction and at the same time improve vehicle safety in case of frontal collisions.
This inlet manifold is a variable type in order to ensure proper filling of both cylin-der banks under all engine rpm operating conditions.
This makes it possible to provide a high torque value even at low rpm and ensure that full power is delivered at top speed.
The inlet manifold is composed of five separate conduits, one for each cylinder, a main air chamber and a secondary air chamber.
A flap shaft is used to control the passage of air to the secondary chamber.
The operation of the inlet manifold is based on the location of the air chamber, which is used to refract the pressure wave produced by the air being drawn into the cylinders.
The optimum performance is achieved when the pressure is incident on the inlet valve just before this starts to close. For this reason, the length of the inlet manifold should be varied according to the rpm and load on the engine since the pressure will always be refracted at the speed of sound.
As a precautionary measure, a safety valve was fitted. In case of an excess pressure build-up inside the manifold, which could cause breakage, this valve will open.
PNEUMATIC CIRCUIT
This is used to modify the position of the flap shaft in the inlet manifold and it is com-posed of:
A pneumatic capsule, which is used to transmit the movement to the flap shaft.
An electrovalve (N156)to open and close the passage of vacuum to the pneu-matic capsule. This valve is governed direct-ly by the engine control unit.
A One way valve and a vacuum reser-voir, to guarantee proper operation of the system under all engine operating condi-tions.
When the system is at rest, and the elec-trovalve is energised, the vacuum passage is closed, so that the air passage to the sec-ondary chamber is open. The moment the electrovalve is energised by the control unit, the vacuum passage to the pneumatic cap-sule is opened and the secondary chamber is closed.
OPERATION
When the engine is idling or running at low rpm under light load conditions, the intake period is long and it is not neces-sary to pay attention to the filling of the cylinders.
Under these circumstances, the flap shaft opens the passage to the secondary cham-ber and a low air intake velocity is achieved, producing very little refractory wave intensi-ty.
When the engine is operating between 800and4300 rpm under higher than medium load conditions, the flap shaft will close the passage of air to the secondary chamber leading to the production of a refractory air wave in the main cham-ber. The length of the inlet manifold in this situation is 700 mm.
When the engine speed exceeds 4300 rpm, the admission time is reduced, in this situation the production of refraction waves in the main chamber would mean that the pressure wave would reach the inlet valve when this was closed, provoking poor cylin-der filling.
To avoid this unfavourable situation, above this rpm, the flap shaft opens the pas-sage of air to the secondary chamber, ensuring that the refractory wave front is located at 370 mm from the valve.
intermediate shaft and supplies the neces-sary pressure for all the circuit.
The pump itself has a safety valve incor-porated, which is calibrated at 5.5 bars.
The oil coming out of the pump is passed to the new design oil filter.
When the oil has passed through the fil-ter, it is cooled by the oil cooler and then passes throughout the engine.to the two timing chain tensioners and also to the oil injectors, which have been incor-porated for each cylinder.
The non return valve is fitted on the pipe leading up to the head, in order to prevent oil drain back, leading to noise from the tap-pets during engine start up.
In the head, the oil is distributed to the camshaft bearings and to all the hydraulic tappets.