2.3L V5 Engine
1
2.3L V5 Engine
The arrival of the V5 signifies the introduction 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 provide 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 performance 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 simplified as can be seen from the maintenance
free timing system.
We can safely say that this is a high performance engine, with a low fuel consumption, environment friendly and with low
maintenance requirements to provide
maximum driving pleasure.
CONTENTS
2.3 L V5 ENGINE
D62-01
TECHNICAL SPECIFICATIONS:
140
140
250250
126
126
225225
112
112
200200
9898
175175
8484
150150
7070
125125
5656
100100
4242
7575
2828
5050
1414
00
2525
1000
1000
2000
2000
3000
3000
4000
4000
5000
5000
6000
6000
Capacity............................2.327 cm3
Bore x Stroke ...................81,0 x 90,3 mm
Compression ratio...........10:1
V opening angle ..............15
POTENCIA
(kW)
POWER (kW)
PAR
(Nm) (Nm)
TORQUE
7000
7000
REGIMEN
(1 min.)
RPM (1 min.)
D62-02
ENGINE BLOCK
the cylinders 1, 3 and 5 are in bank I and the
cylinders 2 and 4 are in bank II.
The engine numbering starts on the opposite side from the flywheel and the number
one cylinder is the farthest from the flywheel.
Bank II
Bank I
Intermediate shaft
1
Housing for
coolant pump
D62-03
15
Bank II
Bank I
22
TDC cylinders
bank II
TDC cylinders
bank I
D62-04
D62-0
Thrust washers
Crankshaft
Crown wheel
Flywheel
VR
Crankshaft
pulley
VR
Mounting position
D62-05
CRANKSHAFT
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 vibration damper was fitted to drive the poly V
belt.
A dual mass flywheel is fitted at the
crankshaft output, the operation of this component is described in the Self Study
Program No.55 1.9TDI 81 kW Engine.
ENGINE BLOCK
PISTON - CON ROD
All five pistons fitted to this engine are
identical and have a completely new design.
The piston crown contains the largest
part of the combustion chamber since the
head is completely flat.
The mounting position of the piston can
be easily identified, since the piston flat portion which mates with the head is fitted facing the inside of the V in the block.
The pistons in this engine are notable due
to the design of the ring grooves for the oil
scraper and oil control rings.
The ring groove for the oil scraper ring is
especially designed to collect a large
amount of oil from the cylinder wall and
bring it down to the oil control ring.
The shape of the oil control ring groove is
especially designed to permit evacuation of
all the oil collected by the oil scraper ring.
The inner part of the piston is cooled
by oil fed from injectors located in the main
bearing housing.
Two marks on the con rod and big end
cap should coincide when mounting.
As on the majority of engines, the con rod
bolts should be replaced whenever they are
removed because of the risk of elongation.
Piston
Compression
ring
Oil
scraper
ring
Oil control
ring
Con rod
Big end
bearing shells
Mounting
bolts
D62-06
CYLINDER HEAD
Inlet valve
Exhaust valve
Injector
Cylinder No. 2
Exhaust
pipe
Injector
support
Cylinder No. 1
Inlet pipe
Plug
D62-06
D62-07
CYLINDER HEAD
HEAD GASKET
This gasket is made from three metal
layers and care should be taken when fitting
a new gasket not to remove it from its wrapping until it is ready to be fitted as otherwise
it may corrode.
The gasket is also availed of to seal the
union between the upper and lower part of
the timing cover, for this reason whenever
any action is done on the top part of the timing cover, great care should be taken not to
damage the head gasket.
D62-08
1
The novelty on these injectors is the fitting an air passage through the injectors
themselves, in order to improve the fuel pulverisation. A tube at the exit from the inlet
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
Injector support
Air entry
Air
exit
Fuel exit
D 62-09
10
Camshafts bank II
Coded
collar
Gear
Camshaft
bank I
1
Gear
D62-10
CAMSHAFT
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 T20047 is required to fit
the two camshafts and ensure that they are
correctly synchronised to receive the timing chain. The tool locks the camshafts in
position.
The layout of the cylinders makes it necessary 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
11
Thermal and
acoustic insulation
Exhaust manifold
D62-11
Air entry
D62-12
12
SYSTEM LAYOUT
gases through the pump, when the system
is inactive.
Finally, an electrovalve N112, which is
governed by the engine control unit to control the passage of vacuum to the combination valve.
The secondary air injection only lasts for
80 seconds after cold engine start up.
The control unit management for the system
regulation is described in the Self Study
Program No. 68 Motronic.
Secondary air
injection valve N112
Combination valve
Secondary air
injection pump V101
Pump
air
entry
Cataliser
Vacuum tube
D62-13
13
Main chamber
Secondary chamber
Safety valve
Injector
support
Flap shaft
D62-14
14
Pneumatic
capsule
Electrovalve (N156)
Vacuum reservoir
D62-15
PNEUMATIC CIRCUIT
This is used to modify the position of the
flap shaft in the inlet manifold and it is composed 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 pneumatic capsule. This valve is governed directly by the engine control unit.
A One way valve and a vacuum reservoir, to guarantee proper operation of the
15
Secondary chamber
Main chamber
1
Flap shaft
D62-16
OPERATION
When the engine is idling or running at
low rpm under light load conditions, the
intake period is long and it is not necessary to pay attention to the filling of the
cylinders.
Under these circumstances, the flap shaft
opens the passage to the secondary chamber and a low air intake velocity is achieved,
producing very little refractory wave intensity.
When the engine is operating between
800 and 4300 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 chamber. The length of the inlet manifold in this
situation is 700 mm.
D62-17
16
D62-18
carga
Load
Flap
shaft
Eje de
conmutacin
open
abierto
100%
50%
800
4300
r.p.m.
rpm
D62-19
17
TIMING
Tool T20047
Camshafts
Upper chain
tensioner
Intermediate gear
adjustment mark
Intermediate
gear
Lower chain
tensioner
Crankshaft
adjustment
mark
Crankshaft
18
Tensioner
cylinder
The timing system is located on the flywheel side and it is driven by two simple
chains.
The lower chain transmits the movement
of the crankshaft to the intermediate shaft
and this in turn operates the two camshafts
through the upper chain.
Two automatic tensioners ensure
perfect tension of both chains under all
operating conditions and remove the need
for periodic maintenance.
Plastic slides on the opposite side from
the tensioners take care of any oscillations
which might occur in the chain at this point.
The fitting of the camshafts and adjustment of the timing marks is done by lining
up the mark on the crankshaft gear with a
mark on the main bearing cap and lining up
the slot on the large intermediate gear with
one of the two marks on the thrust washer of
this same gear.
Prior to this operation, both camshafts
should have been synchronised and
immobilised on the opposite side from the
timing gears by using the tool T20047, as
already mentioned in the chapter dealing
with the cylinder head.
Oil entry
TENSIONERS
Tensioner cylinder
Ratchet lock
system
D62-20
19
LUBRICATION SYSTEM
Upper
chain
tensioner
Oil
temperature
sensor
Low pressure
switch
High pressure
switch
Lower
chain
tensioner
Oil
radiator
Intermediate shaft
Oil filter
Cartridge
Oil pump
Short circuit
valve
D62-21
20
OIL FILTER
A new oil filter is used on this engine, this
is made from a casing and a cartridge fitted
inside it.
This set up is designed to be more
environment friendly by reducing waste
when changing the filter, due to ease of recycling, since it no longer contains metal parts
and can be completely transformed into
ashes.
The cartridge can be changed with the aid
of a drain plug located on the bottom of the
casing.
The indication of the oil pressure and
temperature is provided by two sensors
located in the casing at the outlet from the
filter.
Oil radiator
Support
Cartridge
O ring
Oil filter
cap
Drain plug
D62-22
OIL INJECTORS
This engine was fitted with five oil injectors in order to ensure lubrication and
cooling of the underside of the pistons
and the cylinders, these are located on the
crankshaft main bearing housings .
When the oil pressure reaches 2 bars, oil
is injected towards the underside of the piston crown. The oil passes along a lubrication
groove in the upper main bearing half shell
and through a drilling to an injector located
in the main bearing housing.
Oil entry
Oil
injector
Main
bearing
shell
D62-23
21
COOLING SYSTEM
Heater radiator
Electric pump
Expansion vessel
Throttle
control unit
Main
pump
Thermostat
Oil radiator
Radiator
D62-24
Expansion vessel
Oil radiator
Throttle control unit
This permits all these components to heat
up quickly, preventing possible sticking of
the throttle at very low temperatures
When the engine reaches working temperature, the thermostat opens the passage
to the radiator to prevent any overheating of
the engine coolant fluid.
Two dual speed electric fans are responsible for forcing air through the radiator, the
initial speed is engaged when the temperature of the coolant exceeds 95C and the second speed when 105C is exceeded.
22
To engine
block
Heater radiator
return
D62-25
+30
+15
J293
S5
S1
7,5A
10A
T10/9
T10/4
T10/6
T10/1
1
V51 M
2
D62-26
23
AUXILIARY COMPONENTS
Tensioner
Alternator
Coolant
pump
Air
conditioning
compressor
Power steering
pump
Crankshaft
POLY V BELT
The design of the poly V belt was done
with the idea of using a single belt for all
the auxiliary components on this engine,
thus reducing the overall length of the
engine.
The ribbing of the belt, which can be
found on both the inside and the outside,
enables the pulleys to be driven by both
sides of the belt, thus making optimum use
of the available space to drive all the components satisfactorily.
24
Mobile
cone
Internal
friction
cone
Fixed
cone
Mobile
support
Tensioner
roller
D62-27
TENSIONER
The automatic tensioner provides perfect tension for the belt under all operating
conditions The variation in the separation
between pulley flanges due to engine thermal effects and the different distances
between the pulleys are perfectly compensated for by the tensioner.
The tensioner spring provides the
required pressure to permit the proper
operation of the poly V belt and a friction
dampener prevents belt oscillation.
25
NOTES
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ECOLOGICAL
PAPER
SERVICE DIVISION
Service Organization
Technical state 03.98. 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 23807981062
ING62SSP
APRIL 98 10-62