899 SPI engine Self-Study Program No. 47 POSTVENTAsatget zr torment ty damper restends sears See Renn ma anime takers ‘. oe mess gt st Piglet wstear nar Bocalane Vaca 23080 Fels Page SOB bats sc Laerosoede ee ee899 SPI engine SEAT is constantly concerned with the improvement in the quality and performance of its products, ‘An example of this is the appearance of the new 899 SPI engine, based on the already well tested 903 unit, introducing improvements in the mechanical components ard fitting a new SPI injection system. The most remarkable mechanical modifications consist in the incorporation of new pistons and timing chain tensioner. This enables the engine noise level to be reduced. The SPI engine management has enabled the power level to be retained while at the same time reducing the emission of noxious gases and reducing the fuel consumption thus complying with the present legislation in force. The SPI injection is a single point injection system, governed by a control unit. This unit controls the operation of other engine functions at the same time, thus optimising the engine performance. All these cheracteristics together with a complete autociagnosis system, guarantee rapid and efficient fault finding, making it possible to return customers vehicles under repair quickly. CONTENTS 899 SPI ENGINE .... MANAGEMENT COMPONENTS ... FUEL SYSTEM ‘SYNOPTIC CHART 10-1 SENSORS _ 12-16 ACTUATORS .. 17-21 aa FUEL INJECTION .. » 22-23 IGNITION .. 24-25 IDLE STABILISING 25 SRE CARBON CANISTER SYSTEM 7 a WIRING DIAGRAM 232 AUTODIAGNOSIS . 30-34899 SPI ENGINE TECHNICAL SPECIFICATIONS The modifications made to the 899 cc engine affect the engine management system and several mechanical components, thus enabling the fuel consumption to be reduced and to bring the emission of noxious gases down to exceptionally low levels. The following are the most significant engine details: Engine type osNcB Capacity. . 899 cc Bore. onawssenene OB MIT Stroke . 68 mm Compression ratio 88:1 These characteristics make the engine useful for road driving and offer excellent performance in urban conditions. 6 « 0 2 2 a ze a 2 z 4. a = 5s = w 2 o +2 I. ee a ‘ 6 0 ‘emo 2300 30004080 500 tN 70ND RPM (1 min) par-02 POWER AND TORQUE CURVES The 899 SPI engine provides maximum power close to 5800 rpm, developing 30 kW (40 CV). The maximum torque is produced around 3000 rpm and this figure is held over an rpm range extending from 2000 to 3600 rpm, making for comfortable driving. In short, this is a very elastic engine, since it has a very wide useful rpm range, giving the vehicle very good recovery characteristics.PISTON The incorporation of a new piston design increases their durability and at the same time helps to reduce oil consumption. The weight of these pistons has been reduced while at the same time obtaining a more rational force distribution. The piston to cylinder fit is more accurately controlled thus reducing the play between both. The piston slap is reduced making for a less noisy engine. The piston is also fitted with new rings, improving engine sealing. TIMING CHAIN TENSIONER The timing chain is made up of two different parts, one is the plastic block which is made up of a spring and a wedge and the other is a metal bracket. The block is in constant contact with the timing chain, since the wedge is pressed by the spring against the block thus tensioning the chain. This reduces play in the chain. It should also be observed that a ratchet mechanism is fitted between the wedge and its sliding surface preventing it from slipping back. The timing chain therefore needs no readjustment since the tensioning is automatic. In short, the timing chain tensioner eliminates the noise which sets in with the passage of kilometres thus improving comfort due to a quieter running engine. pareMANAGEMENT COMPONENTS Carbon canister ventilation valve ‘transmitter( Engine temperature ‘ering tht ee a eee oe Ignition transformers Sa ae ae The commitment by SEAT to environment protection by reducing the emission of noxious gases to a minimum has led to the development of the 899 SPI engine management. The contamination levels have been reduced due to several factors. One reason is the incorporation of electronics for engine management which enables fuel consumption to be reduced while retaining performance levels, and another is the fitting of a carbon canister ventilation system. To enable the 899 SPI engine management to carry out all the functions correctly, the control unit needs to know the condition of the engine, for which itis fitted with a series of sensors and actuators able to adapt the engine according to the calculations made by the control unit. The basic information required for the majority of the functions is the rpm and the load condition of the engine. This information is obtained from an rpm sensor and an air intake pressure sensor. However for proper operation, the control unit needs more information about the engine condition, such as, the coolant temperature, the air intake temperature, the position of the throttle and the amount of ‘oxygen in the exhaust gases. The SPI engine management analyses the put data, thus controlling the different functions by using the actuators: injection valve, transformers, idle stabilising valve and the carbon canister ventilation valve, In the fuel circuit, the pressure required is generated by an electric pump and this pressure is limited by a pressure regulator.FUEL SYSTEM FUEL CIRCUIT The SPI engine is fitted with a new design of fuel pump mounted next to the gauge inside the tank. The pump sends fuel to the central injection unit through the fuel filter, thus ensuring that all the fuel arrives in perfect condition to the injection valve, avoiding the risk of obstruction in the system due to the inclusion of dirt. ‘A membrane type pressure regulator holds a constant pressure in the system. The pressure regulator is fitted in the central injection unit between the injector and the return line. The excess fuel is returned to the tank. This regulator offers several advantages: — Ensures that the pressure in the system is held constant so that the amount of fuel injected will only depend on the injection time. = Maintains a residual pressure for a certain period after stopping the engine to avoid the formation of bubbles which could cause difficult starting later when hot. Pressure regulator Injection valve Fuel returnSYNOPTIC CHART z =e 628 Engine rpm sender % ae =>, oa elihe Sewers . 26 Lernbde senior Ss& 100 neton ae N71 Idle stabiliser 17 Fuel pumps relay Ww K18 Engine overheating warning light Additional outlets baror The SPI management system is notable due the reduced number of components it requires. The control unit incorporates a complete autodiagnosis system which controls the operation of all the sensors and actuators as well as the various defects in the different functions. In case a fault is detected, this will not stop the engine, since the control unit will assign emergency replacement values. ASSUMED FUNCTIONS FUEL INJECTION ~ Control of fuel volume injected. —Deceleration cut off. — Maximum rpm limitation. = Correction during aceleration and full load. — Lambda adjustment. IGNITION ~ Control of ignition advance angle. ~ Control of dwell angle. — Correction during warm up phase. IDLE STABILISING = Control of idling using additional air. = Ignition adjustment. ~ Shut off dampening. CARBON CANISTER SYSTEM AUTODIAGNOSIS ~ Fault memory. — Diagnosis of actuator elements. — Emergency functions. ~ Emission of measurement values on SAT 3100.SENSORS (J202 J ) r ® aa \« Yun § § U nfs 47-09 PRESSURE SENDER G71 The pressure transmitter is located in the front panel near the radiator. The task of this component is to determine the pressure in the inlet manifold. A capillary tube transmits the pressure in the manifold (on the lower body of the injection unit) to the pressure sender The sender is made up of two cavities, separated by a ceramic membrane with a variable resistance. Vacuum is produced in one of the cavities, while the other is in contact with the inlet manifold and has the same pressure as in the engine intake side. In order to make the measurements, the control unit supplies the sender with a stabilised 5 volt supply and the negative supply is received from the control unit. The output signal from the sender to the control unit depends on the pressure in the inlet manifold , since this produces the deformation of the ceramic membrane. 12 The output values are between 0 and 5 volts and vary in proportion to the pressure. SIGNAL APPLICATION This signal is necessary to calculate the following functions: —Fuel injection. —Igi mn. ~Carbon canister operation. REPLACEMENT FUNCTION When the control unit detects a fault, it sets a value which varies according to the angle of the throttle. At the same time, it Note: When the capillary tube of the sender is manipulated, care should be taken not to leave any kinks in it.RPM SENDER G28 This sender is fitted to the engine block above the driving pulley of the auxiliary units on which the phonic gear is mounted. This is an inductive type sender with — om @ parasite signal protection around the cable, helping to reduce the interferences in the signal. ‘The phonic gear has 58 teeth, and tonne these have a gap equal to the width of 2 teeth. When this gap passes under the sender, the piston number 1 is located 114° before TDC. When the teeth pass under the sender, they generates a sinusoidal voltage, which is used by the control unit to determine instantaneous engine rpm, since each voltage peak represents a tooth on the phonic gear. When the gap passes under the sender, the voltage peak created is greater, indicating the location of each piston. This process enables information to be obtained in order to determine 47-10 the position and angular velocity of the crankshaft at all times. SIGNAL APPLICATION The rpm and position signal is necessary to calculate the following fun —Fuel injection. = Ignition. = Idle stabilising. ~Carbon canister operation. REPLACEMENT FUNCTION In case of failure of the rpm sender, the engine stops or does not start and no replacement function is available.SENSORS THROTTLE POTENTIOMETER G69 The throttle potentiometer is fitted to the lower part of the central injection unit. Ithas a pre-set position and cannot be adjusted This is a linear single track signal potentiometer. This signal is used to determine the position of the throttle and the speed of the throttle position changes at all times. The control unit supplies the throttle potentiometer with 5 volts and earth. SIGNAL APPLICATION The signal of the throttle position is necessary to correctly perform the following functions: ~Fuel injection. = Ignition. = Idle stabilising. ~Carbon canister operation. REPLACEMENT FUNCTION In case of failure the control unit uses replacement values, depending on the engine rpm. If the engine is running less than 1500 rpm, the control unit assigns a value of 14.4° for the throttle opening. For the rest of the rpm range the control unit sets a replacement value of 51.2° for the throttle opening. The fault is memorised by the control unit. Potentiometer 47-12 a7.13COOLANT TEMPERATURE SENDER G62 ‘The sender is bolted to the upper part of the engine block. It is designed as an NTC resistance. SIGINAL APPLICATION The signal is used for the following function: Fuel inj — Ignition. Idle stabilising. ~Carbon canister operation. ion. REPLACEMENT FUNCTION In case of failure the control unit memorises the fault and assigns replacement values. If the air temperature is less than 28 °C, the control unit uses the air intake temperature. When the air temperature exceeds 28 °C, the control unit, gradually increases the value until it reaches 90 °C. pars INTC resistance par14 AIR INLET TEMPERATURE SENDER G42 The air inlet temperature sender is located in the upper body of the central injection unit. It is designed as an NTC resistance. SIGNAL APPLICATION This signal is used as a correction value for the following functions: —Fuel injection. = Ignition. REPLACEMENT FUNCTION In case of failure the control unit memorises the fault and uses replacement values. It uses the coolant temperature when this is less than 38 °C. When 38 °C is reached in the coolant, the control unit holds a fixed value.SENSORS Dar46 era LAMBDA SENSOR G39 This is located on the left of the exhaust manifold. The lambda sensor includes a PTC type heater element, which is supplied directly from the fuel pump relay, in other words, it is permanently fed during engine operation. SIGNAL APPLICATION This signal is needed for the following functions: ~ Fuel injection. ~ Carbon canister operation. The lambda signal is used for mixture correction and to maintain the correct stoiochimetric relation. 16 REPLACEMENT FUNCTION In case of failure in the lambda sensor, the control unit memorises the fault and deactivates the lambda adjustment. In other words, the engine will be managed without the calculation of the lambda signal. The engine management will not be able to calculate the amount of oxygen in the exhaust gases, it will not be able to make adjustments in order to maintain the correct stoiochimetric mixture for each situation, meaning that the amount of noxious gases emitted will increase.ACTUATORS Prossure regulator Fuel intake 30° 90° pa7-18 INJECTION VALVE N30 The injection valve is located in the upper body of the central injection unit. Itis made of a valve body with an electromagnetic winding and an induction operated needle. It is governed by the control unit using a negative energising signal, positive is supplied from the fuel pump relay. The fuel is finely pulverised thanks to the shape of the injection needle tip. A conical spray pattern is created between 30 and 90°. ENERGISING The control unit modifies the energising period, so that the fuel injected is regulated, since the pressure in the system remains constant. For each engine cycle, two injections are made on condition that the injection time calculated by the control unit does not exceed 1.3 msec. When this period exceeds 1.3 msec., four injections per cycle are made. The contro! unit retains a reading of the battery voltage at all times, since this, value could affect the injected flow. V7ACTUATORS pe719 IGNITION TRANSFORMERS N-NT The ignition system is made up of two spark ignition transformers. This eliminates the need for a distributor since each transformer feeds two different pairs of cylinders 1 - 4 and 2 -3 with ignition current at the same time. The transformers are located in a bracket integrated in the rocker cover. The final power stages, are located in the control unit, these are designed to cut or build up the primary current of the transformers. ENERGISING ice the final power stages are located in the control unit, the voltage which reaches the transformers is adequate to produce a spark. This will vary according to the calculation made by the control unit in a continuous fashion. w7par-21 IDLE STABILISING VALVE N71 The idle stabilising valve is fitted on the lower body of the central injection unit. Its function is to regulate the passage of air through an orifice which bridges the throttle. The idle stabilising valve is made from a stepped motor composed of the following parts: — A stator with two windings. -Arotor @ permanent magnet and a threaded shaft. — An adjustment cone. The adjustment cone is threaded to the centre and coincides with the thread of the rotor. The cone is guided by the housing and cannot rotate, it can only move in an axial direction. The air passage to the manifold will open or close depending on the direction of rotation of the motor. ENERGISING The control unit governs the positive and negative current supply to the two motor windings. The rotation of the stepped motor is carried out by energising the magnetic fields of the stator in a stepped manner. The polarity of one of the windings is changed with each step and this produces the intermittent movement of the rotor. The polarity change of the windings is done in a pre-set fashion. When the motor feed is cut, the rotor stops instantaneously in its present position.ACTUATORS CARBON CANISTER VENTILATION VALVE N80 The ventilation valve is located near the front wheel arch. Its function is to regulate the passage of vapours from the carbon canister to the engine inlet manifold. This vapour transfer depends on the energising time calculated by the control unit. The valve remains closed in the at rest position, and only opens when it is energised by the control unit. ENERGISING The energising is governed by the control unit and this is done through negative feed with a fixed frequency and a variable phase which changes according to the actual condition of the engine. SUPPLY RELAY J176 FUEL PUMP RELAY J17 These are located in an auxiliary relay plate, over the right wheel arch next to the control unit. The supply relay feeds the control unit. The fuel pump relay supplies current to the following actuators: = Injection valve, = Carbon canister ventilation valve. = Ignition transformer, cyl. 1-4, — Ignition transformer, cyl. 2-3. — Fuel pump. = Lambda sensor. ENERGISING Both relays are governed by the control unit using negative current. The supply relay remains energised for ten seconds after switching off the key. Closure spring par.26ADDITIONAL OUTLETS Engine overheating warning light Da7.28 IMMOBILISER SIGNAL (TERMINAL 7) The control unit and immobiliser module are connected by a bidirectional signal transmitted through the same cable. This bidirectional signal enables the Immobiliser to inform the control unit if the key being used is authorised to start the engine. COOLANT TEMPERATURE SIGNAL (TERMINAL 23) The control unit has an output signal to the instrument panel. This signal controls the overheating temperature warning light. When the coolant temperature exceeds 115 °C, the control unit feeds positive to this overheating warning light Control unit a Immobiliser module 47.26FUEL INJECTION G71 Pressure ‘sender (G28 Engine rpm sender (G69 Throttle potentiometer G2 Coolant temperature sender G42 Air inlet temperature sender (639 Lambda sensor e & a Controt unit Fuel dosage in adequate quantities improve engine performance, and permits more efficient fuel usage. To achieve a correct mixture for each engine operating condition, the following functions have been provided: — Control of injected flow. - Deceleration cut off. Maximum rpm limitation. = Correction during acceleration and at full load. ~ Lambda adjustment. To execute these functions correctly the control unit needs to know the following data: ~ Inlet manifold air pressure. ~ Throttle position. ~ Coolant temperature. ~ Air intake temperature. ~ Lambda signal. ~ Battery voltage. CONTROL OF INJECTED FLOW To calculate the injection time, the control unit uses a characteristic map, which is determined by the engine rpm and the air pressure in the inlet manifold. The remaining parameters being correction signals for this map. The result of these calculations providas the control unit with an exact time for injector opening.N30 Injection valve paar MAXIMUM RPM LIMITATION The control unit limits maximum engine rotation speed to 6250 rpm. In this way the mechanical components of the engine are protected. This control is achieved by cutting the injection and controlling ignition advance. DECELERATION CUT OFF The deceleration cut off consists in intercepting the injection for a short period. This function will always be carried out when the control unit detects throttle closure with an engine rpm higher than the value programmed for the momentaneous engine temperature. If the coolant temperature is less than 20°C, the deceleration cut off will not take place until the temperature reaches 0 °C, however if the temperatura is higher than 20 °C the function will be activated when the engine is started. The fact of operating this function at different temperatures enables the engine to reach working temperature quickly, reducing fuel consumption and noxious gas emissions. CORRECTION DURING ACCELERATION AND AT FULL LOAD The control unit detects the po the throttle and the speed of throttle movement. During acceleration, the control unit increases the injection time, in order to enrichen the mixture. When the control unit detects full load, it determines the injection time based only on the engine rpm, and does not take the intake air pressure into account. The execution of these engine phases depends on the pressure end the position of the throttle. n of LAMBDA ADJUSTMENT The control unit uses the lambda signal to correct the injection time according to the amount of residual oxygen in the exhaust gases. If the engine temperature is less than 20 °C the adjustment does not start until it reaches 60 °C. If the air temperature is greater than 17°C and the engine temperature is greater than 20 °C the adjustment will be carried out. If the air temperature is less than 17°C and the engine temperature is greater than 60 °C the adjustment will be carried out. Lambda adjustment is deactivated during acceleration, full load and deceleration cut off.IGNITION Y I sen | (te N,N lanition G42 Air inlet coeevec eas transformer The ignition is an inductive discharge ‘Two twin spark transformers generate completely static type, these means thatno _two sparks at the same time at the point of distributor is used and the final power stage _ ignition. One transformer is assigned to is placed inside the control unit. each pair of cylinders which reach TDCper-28 simultaneously, one for cylinders 1 and 4 and the other for 2 and 3. The optimum ignition advance is calculated by the control unit using the following signals: — Engine rpm. = Inlet air manifold pressure, ~ Coolant temperature. = Inlet air temperature. The functions assumed in the ignition are: — Control of the ignition advance according to a characteristic map. —Control of the dwell angle. — Digital idle stabilising. — Correction during acceleration and full load. CONTROL OF IGNITION ADVANCE This is controlled by a characteristic map, which varies according to two basic signals: engine rpm and inlet manifold pressure. When the engine is idling, the calculation made is based only on engine rpm. The control unit sets different corrections, according to the adjustment signals end the operating phase of the engine. CONTROL OF DWELL ANGLE The contro! unit determines the dwell angle according to the signals received in order to obtain a correct spark, thus ensuring a current supply time for the mers, in line with each operating condition of the engine. CORRECTION DURING WARM UP During engine warm up, the control unit advances the ignition, due to the need for more combustion time during this phase. The control unit uses the coolant temperature as the basic signal for this function.IDLE STABILISING naan Control unit, nee cones ee [I ‘temperature sender N71 lating stabilising valve To obtain perfect idle stabilisation, the The idle stabilising is adaptive, since it control unit has to work on various continuously learns new values from the components, the idle stabilising valve, the valve and also memorises these when the ignition advance and the injection time. engine is stooped. The data necessary for the control of these are: IDLE STABILISING Engine rpm. To solve the constant variation in engine - Throttle potentiometer. rpm at idling, the advance is modified to - Coolant temperature sender. permit quicker rpm recovery. IDLE STABILISATION USING (CUT OFF DAMPENING ADDITIONAL AIR The object is to supply the engine with Stabilisation maintains a fixed theoretical additional air during deceleration cut off. idle rpm according to coolant temperature, This function is executed by setting thus compensating for the various loads a position for the idle stat 1g valve placed on the engine, due to mechanical or —_close to maximum opening and then electrical consumers. gradually closing it. This ensures a gradual The control unit uses the idle stabilising nto idling rpm. valve to regulate the passage of additional air, thus stabilising idling rpm. 26CARBON CANISTER SYSTEM 628 Engine pm sender G71 Pressurt sender G39 Lambda Se G82 Coolant ‘temperature sender Control unit 1Na0 Electrevalve {or carbon canister ventilation 47.30 CARBON CANISTER SYSTEM The vapours from the fuel tank are stored in the carbon canister. The active carbon is regenerated by the fresh air momentaneously passed over it with the help of the ventilation valve. This ensures that the combustion vapours adhering to the active carbon particles are passed to the engine for ‘combustion during running. The carbon canister ventilation valve opens or closes the passage of these vapours. When the engine is stopped the carbon canister ventilation valve is closed, preventing the combustion vapours from reaching the central injection unit. In order for the control unit to energise the carbon canister ventilation valve, the engine must not be in the starting phase, the coolant temperature must be above 75 °C, the engine must be running above 1500 rpm and the absolute pressure in the inlet manifold must be between 300 - 760 mm Hg. As the rpm increases, the opening time of the valve also increases, permitting more fuel vapour passage.WIRING DIAGRAM jv NI ‘N30 nso |? G28COLOR CODES sms Green Input signal. mmm Blue Output signal. wees Red Positive supply. eee Brown Earth. we Lilac Two way signal. LEGEND G6 Fuel pump. G39__ Lambda sensor. G28 Engine rpm sender. G42__ Air inlet temperature sender. G62 Coolant temperature sender. G69 _ Throttle potentiometer. G71 Pressure sender. J17— Fuel pump relay. J176 Supply relay. J202 Control uni N Ignition transformer cyl. 1-4. N1 Ignition transformer cyl. 2 - 3. N30 __ Injection valve. N71 Idling stal 1g valve. N80 _Electrovalve for carbon canister ventilation. Q Plugs. S Fuse. T2a__ Connector for autodiagnosis. T2b Connector for autodiagnosis. ADDITIONAL SIGNALS Terminal 7 Immobiliser. Terminal 23 Coolant temperature signal for the instrument panel.AUTODIAGNOSIS The 899 SPI engine management control unit comes with a complete autodiagnosis system, facilitating fault finding in the electronic engine management. The autodiagnosis system also constantly monitors the condition of the engine management components and their wiring. With the SAT 3100 diagnosis equipment it is possible to carry out the following tasks: ~ Consult the fault memory. ~ Read the table of values. ~ Erase the fault memory. ~ Energise actuator components. The fault memory is capable of memarising all the faults which occurs. psrs2 Permanent and sporadic faults can ‘occur and these are shown on the screen of the diagnosis equipment. Sporadic faults are automatically erased after 30 driving cycles if these do not reoccur. To enter the autodiagnosis system, it is necessary to use the SAT 3100 diagnosis equipment, with the correct verification cartridge for the engine management system and the language desired. To enter the autodiagnosis system, press the button ES, this automatically accesses the fault memory and ‘measurement value functions.CONSULT THE FAULT MEMORY AND READ TABLE OF VALUES Both functions are included in the same process. When the engine control unit autodiagnosis procedure has been accessed, the memorised faults will be shown automatically on the display of the SAT 3100 diagnosis equipment. To pass from one fault to the next press the buttons 7 or J. If the OK button is pressed, the diagnosis equipment will enter the guided fault finding for the defect shown on the screen. The faults are shown on the screen as indicated below: Components covered in the fault memory per-33AUTODIAGNOSIS If the button OXK is pressed with any table of values will be shown automatically. memorised fault, the unit will go in to the Pressing the button T or | we pass from. table of values. one value to the next, with the indication on if no fault has been memorised, the the display as follows: The values measured related to the 699 The order of appearance on the screen SPI engine management which can be is as shown here, once the final value observed with SAT 3100 diagnosis has been reached, press the button | to equipment are highlighted here below. start again. value CHOIF®HMFWN When reading any of the values on pressing button M (auxiliary functions) the table, the autodiagnosis facility and button F/C (diagnosis environment). enables two other menus to be reached by 32,AUXILIARY FUNCTIONS (M) The autodiagnosis provides four working modes, pressing the buttons T or 4 to pass from one to the other and confirming in each case with OK: ~ Actuator elements. - Momentaneous engine condition. = Unlock immobiliser. ACTUATORS ELEMENTS When actuator elements are selected the fault memory can be erased and the following actuators can be activated: — Fuel pump G6. = Injection valve N30. — Erase immobiliser. The first two functions are explained since they are related to engine management. The functions relating to the immobiliser are explained in the Training manual No. 48 “Marbella Immobiliser”. — Transformer N. — Transformer N1. ~ Fault erasing. — Carbon canister ventilation valve NBO. ~ Idle stabilising valve N71 ~ Temperature warning lamp.AUTODIAGNOSIS MOMENTANEOUS ENGINE CONDITION When this auxiliary function is selected, the SAT 3100 diagnosis equipment will show six values on the screen, which will no. longer be corrected once they have been selected. The meaning of the nominal values shown on the screen are: DIAGNOSIS ENVIRONMENT (F/C) Three possibilities are shown on the screen and these should be selected by pressing the buttons T or J, and confirming with the button ES as follows: — Part number. 34 a = injection time (milliseconds). b= pressure (in mmHg). c =engine rpm. d =coolant temperature (°C). ¢ =inlet air temperature (°C). f =advance angle (in degrees). Guided diagnosis. —Fault checks. When any of these function is selected, the screen will indicate the steps to be followed.CUSTOMER SERVICE Service Organization ‘Technical status 10.96. Due to constant product development and improvements, the data which appear inthis document are subject ta pessble variations “The booklet is for exclusive use ofthe SEAT sales organization. 258 23807962447 INGA7CD. DEC. "96 2447