SEAT Ibiza SC Trophy

Technical manual
 Technical manual ,

This user manual is intended to be a guide for the understanding of the Ibiza SC Trophy
manufactured by SEAT Sport S.A.
For any questions queries or suggestions, please contact the vehicle manufacturer:

SEAT SPORT, S.A.

Av. Can Amat, 7
E-08630 Abrera
BARCELONA - Spain
http://seat-sport.seat.es

Technician concerned
Antonio Almirall
Tel. +34 93 774 45 54
Fax. +34 93 773 3410
antonio.almirall@seat.es

Salesperson concerned
Xavier Carrasquilla
Tel. +34 93 774 1875
Fax. +34 93 773 3410
javier.carrasquilla@seat.es

Person responsible for spare parts

Laura Brullas
Tel. +34 93 773 3399Fax. +34 93 773 3410
laura.brullas@seat.es

Any questions or queries should be referred to the salesperson concerned, who will pass on the
notice to those in charge of the different departments.

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1. Introduction

The SEAT Ibiza SC Trophy is a vehicle developed by SEAT Sport, based on the new SEAT
Ibiza Cupra model, continuing in the vein of the successful competition vehicles developed by the
SEAT brand.

The main technological innovations developed by SEAT Sport for the new SEAT Ibiza SC
Trophy are:

Inclusion for the first time in competition of a direct injection Bi-turbo engine.

Adaptation for the first time in competition of the new DSG 7 speed gearbox, evolved by
SEAT Sport for competition.

Development of an aerodynamic package with the objective of increasing support when
cornering.

The diagnosis and alarm system on the instrument panel has been maintained, combined
with the possibility of a dashboard with data collection.

With the new SEAT Ibiza SC Trophy the engine and gearbox management systems have been
maintained and increased in production that has given such good results to the brand, maintaining
commitment to costs and customer loyalty that reinforces the school spirit and bringing their services
closer to passenger vehicle categories.

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0. CONTENTS
1. Introduction ............................................................................................................. 3
0. CONTENTS ............................................................................................................. 4
2. General characteristics............................................................................................ 5
3. Engine ...................................................................................................................... 6
3.1. Presentation ......................................................................................................................... 6
3.2. Engine Technical Data ......................................................................................................... 6
3.3. Main elements of the engine ................................................................................................ 6
3.3.1. Overpressure circuit ..................................................................................................... 6
3.3.2. Turbocharger ................................................................................................................ 7
3.3.3. Compressor .................................................................................................................. 7
3.3.4. Charge air cooler .......................................................................................................... 8
3.3.5. Oil circuit. ...................................................................................................................... 8
3.3.6. Bicircuit refrigerant system. .......................................................................................... 9
3.3.7. Regulated fuel system ................................................................................................ 10
3.4. Engine control..................................................................................................................... 12
4. Gearbox .................................................................................................................. 16
4.1. Presentation ....................................................................................................................... 16
4.2. Technical characteristics .................................................................................................... 16
4.3. Main elements .................................................................................................................... 16
4.3.1. Clutch.......................................................................................................................... 16
4.3.2. Drive shaft .................................................................................................................. 17
4.3.3. Mechatronic moduleM ................................................................................................ 17
4.4. Operation............................................................................................................................ 17
5. Servo-hydraulic steering system............................................................................ 18
5.1. Steering system management............................................................................................ 18
6. Suspension, steering, brakes. “SSB” .................................................................... 19
6.1. Presentation ....................................................................................................................... 19
6.2. Front axle............................................................................................................................ 19
6.3. Rear axle ............................................................................................................................ 20
7. Suspension adjustment .......................................................................................... 21
8. Body........................................................................................................................ 22
8.1. Certification......................................................................................................................... 22
9. On board network .................................................................................................. 23
9.1. Self-diagnosis ..................................................................................................................... 24
9.2. On board network ............................................................................................................... 24
9.2.1. Coding ........................................................................................................................ 24
9.2.2. Measurement values block......................................................................................... 24
10. Maintenance .......................................................................................................... 25
11. Preseals .................................................................................................................. 26

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2. General characteristics

Engine
Type 4-cylinder In-line turbo. (Turbo + volumetric compressor).
Power supply system Via direct injection in the chamber.
Displacement (cc) 1390 cc
Bore and stroke (mm) 75.6 x 76.5
Maximum power (hp/rpm) 180 hp (132Kw) / 6200
Maximum torque (Nm/ rpm) 250/2000-4500
Exhaust / dB. Racing with catalytic converter / 94dB
Fuel Standard 98 oct.
Fuel consumption 0.3 l/km
Fuel tank Standard - 45 lts max capacity
Power transmission
Traction 2 drive wheels
Gearbox 7 speed automatic-sequential DQ
Differential Self-locking mechanical disc
Clutch Twin dry disc
Gearbox control With controls on the steering wheel and central control
Suspension and brakes
Front suspension McPherson, adjustable in camber, convergence and height.
Front stabiliser Bore: 22 mm
Rear suspension Torsional axle, adjustable in camber, convergence and height.
Brake ABS Bosh 8.2 (without ESP)
Front brakes Pinza Leon Cupra, 345 mm self-ventilated discs.
Rear brakes Pinzas Leon Cupra, 288 mm discs
Steering system Electro-hydraulics, with motorsport software
Rims SEAT - 7.5x17” ET42
Tires Rim permit from 210 to 225 wide
Diagnosis
ECU Engine BOSCH MED 17.5.5
Diagnosis system VAS self-diagnosis – OBD II available
Chassis and aerodynamics
Weight 1,063 kg
Aerodynamics Adjustable wing
Enlarged front fins and rear mudguards
Front width (max) 1,616mm (std car +170mm)
Rear width (max) 1,457 mm (std car +29mm)
Height 1,410 mm (std car -40mm)
Wheelbase 2,480 (std car +13mm)
Optional
Data collection AIM /MXL- with CAN 23 channels + 8 mathematical channels
Airjack Complete car kit
Transponder Fixed 12v
Auxiliary 12v socket Motorsport connector

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3. Engine

3.1. Presentation
The Ibiza SC Trophy has a 1.4L direct injection petrol
engine with twin supercharger.
The power is achieved due to the Motronic MED
17.5.5 engine control.
The main new element of this engine is the
incorporation of a compressor in the turbocharger
additional air overpressure circuit.
The combination of the compressor and the
turbocharger optimises the engine performance at all
engine speeds, supplying a high torque value from low
revolutions.

The 1.4L TSI® engine with twin supercharger presents the following characteristics:
- Timing chain system free from maintenance.
- Variable intake valve timing.
- Lubrication circuit with duo-centric pump activated by an independent chain.
- Twin supercharger using a compressor activated by belt and the turbocharger activated by exhaust
gases.
- The cooling circuit with double thermostat, one for the block and another for the cylinder head.
- The air-air charge air cooler is situated at the vehicle front end.
- Turbocharger with greater dimensions.
- And new engine control.

3.2. Engine Technical Data

Engine identification letters.............. ................... CAVE
Displacement ............................................... 1,390 cm 3
Bore and stroke .......................... 76.5 x 75.6 mm
Compression pressure relation ...............................10:1
Valves per cylinder...................................................... 4
Maximum torque. 250 Nm between 2000 and 4500 rpm
Maximum power…………...............132 kW at 6200 rpm
Engine control...............................Motronic MED 17.5.5
Ignition order..................................................... 1-3-4-2
Fuel................ 98 RON petrol*

3.3. Main elements of the engine

3.3.1. Overpressure circuit

The main elements that make up the engine overpressure circuit are:
- A compressor
- A regulating flap.
- A turbocharger.
- And a charge air cooler.
The compressor is activated by a Poly-V belt and is switched off and on with a magnetic coupling,
N241, controlled by the engine control unit.
The regulating flap is situated in a circuit parallel to the compressor and is controlled by the engine
control unit in order to regulate the pressure generated by the compressor via the control motor
V380.
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The turbocharger is of fixed geometry and is activated by the exhaust gases. The engine control
unit regulates the pressure generated by the turbocharger using the solenoid valve for charge
pressure control, N75. The air recirculation solenoid valve is located in the turbocharger N249.
The charge air cooler is situated in the front end part of the engine compartment next to the liquid
coolant radiator.

3.3.2. Turbocharger
The turbocharger is oversized with
respect to its use in the 1.4L TSI®
engine without twin supercharger.
The largest size of turbocharger allows
performance optimisation at high engine
speeds.
It forms a compact assembly with the
exhaust manifold and is manufactured in
heat-resistant casting.
It is a fixed geometry turbocharger, and
is connected to the engine cooling and
lubrication circuit for the cooling and
lubrication of the blower shaft.
The maximum blower temperature is
limited by a pneumatic control element,
controlled by the solenoid valve for
charge pressure control, N75.
The air recirculation valve, N249, is
integrated in the turbocharger housing in
order to prevent the blower from braking
during engine deceleration.

3.3.3. Compressor
The compressor is bolted to the block below the throttle selector unit.
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It receives movement from a Poly-V belt specific to the compressor.
The engine control unit activates and deactivates the compressor using a magnetic coupling.
To prevent noise, the compressor has different soundproofing elements and an air silencer at the
input and another at the output of the compressed air.
In the event of a fault the compressor must be completely replaced.

OPERATION:
The movement from the crankcase to the compressor is transmitted with the compressor Poly V belt
via the pulley of the liquid coolant pump.
The liquid coolant pump pulley receives movement from the Poly-V belt of the auxiliary elements.
The magnetic clutch for supercharger is incorporated in the compressor liquid coolant pump pulley.
It is activated and deactivated with an electromagnetic coupling, which is deactivated at 3,500 rpm.
The ratio between the compressor pulley and the crankcase allows the maximum speed of the
compressor to be 17.500 rpm.
The compressor Poly-V belt does not require maintenance and has a mechanical tensioner to
guarantee correct tension in all the phases of engine operation.

3.3.4. Charge air cooler

The charge air cooler is situated in the lower part
of the vehicle front end, in front of the liquid
coolant radiator.
The air first circulates through the compressor and
then through the turbocharger. At the output of the
turbocharger the air temperature can reach 200
ºC.
To reduce this high value of air exiting the turbocharger the air circulates through the charge air
cooler where it is cooled.

3.3.5. Oil circuit.

Oil circuit
The oil circuit includes the cooling of the exhaust
turbocharger and the cooling of the pistons.

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Colour legend
Oil vacuum

Oil supply

Oil return

Regulated duo-centric oil pump

The regulated duo-centric oil pump has been
adopted from the current FSI® engines. The 3.5
bar oil pressure of almost all speed ranges is
regulated via the impelled flow.
Through this the following advantages are
produced:
- The power consumed by the oil pump is
reduced up to 30%.
- A lower quantity of oil is decanted which
reduces waste.
- Foaming of oil in the pump is minimal, as the
oil pressure remains constant at almost all
engine speeds.

3.3.6. Bicircuit refrigerant system.

This is a bicircuit system with divided liquid coolant conduction that has different temperatures
caused by the block and the cylinder head.
The liquid coolant is conducted through the cylinder head from the exhaust side to the intake side.
This produces even temperatures in the cylinder head. This schema is denominated a cooling circuit
by transverse flow.

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The refrigerant system is divided into two circuits in the engine. Approximately a third of the engine
liquid coolant flows towards the cylinders and two thirds flow towards the combustion chamber areas
in the cylinder head.

The block is heated more quickly as the liquid coolant

remains here until it reaches 95 ºC.
Cooling in the cylinder head is more efficient according
to a lower temperature level of 80 ºC in the cylinder
head.

3.3.7. Regulated fuel system

The fuel system is regulated as necessary. The advantage is that both the electrical fuel pump and
the high-pressure pump only raise the fuel quantity to the amount needed in the engine at a given
moment. This reduces the power consumed by the fuel pumps and saves fuel.

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3.4. Engine control.

Engine control is carried out using the information sent by the sensors situated in the engine and the
different components that surround it.

Unit / Sensor Application of the Effect of absence of Position

signal signal
The engine Engine control + Does not start. Engine compartment
control unit charge pressure
J823 control
Intake pressure With the help of these The throttle valve
sensor G71 + signals and the engine position and the
intake air speed signal the intake air sensor
temperature engine control unit temperature are
G42 calculates the air employed as a
intake mass. supplementary signal
G299.
The turbocharger will
only be operational in
a controlled manner.
Pressure Charge pressure If there is a fault in
sensor on the control for the the combined sensor,
intake manifold compressor using the regulation of the
(compressor) regulating throttle compressor charge
G583 with air selector unit. The pressure is no longer
intake temperature sensor possible.
temperature signal of the intake air The system will no
sensor G520 is also used to protect longer allow the
components against compressor to
the effects of function and the
excessive turbocharger will only It is bolted behind the
temperatures. As of be operational in a compressor or the regulating
130 °C the compressor controlled manner. throttle selector unit in the
power is reduced. The engine power intake connecting hose.
delivery is
significantly reduced
at lower ranges of
speed.
Charge Regulates the pressure If there is a fault in
pressure sensor supplied by the the sensor, the
G31 With exhaust turbocharger, turbocharger will only
intake air by controlling the work in a controlled
temperature limiting charge manner. If there are
sensor 2 G299 pressure solenoid faults in other
valve. sensors this may also
A correction value is result in deactivation
calculated using the of the compressor.
intake air temperature Close to
sensor signal. the throttle selector unit in the
charge air pipe.
Environment This is used as a If there is a fault in
pressure sensor correction value to the environment
regulate charge pressure sensor, the
pressure, due to the turbocharger will only
decrease in density of work in a controlled
the air according to manner.
increase in altitude. This may produce
greater emissions

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and a loss of power. In the ECU
Engine speed The moment If there is a fault in
sensor G28 calculated for injection, the sensor, the
the injection duration engine will cease to
and the moment of operate and starting
ignition are determined up will not be
by this signal. possible.
Likewise, it is used for
camshaft adjustment.

Hall sensor G40 The starter TDC in the If there is a fault in

first cylinder and the the sensor the engine
inlet camshaft position continues to operate.
are detected by these However, further
signals and the engine starting of the vehicle
speed sensor. is no longer possible.
The signals are used The camshaft
to determine the adjustment is
moment of injection, deactivated and the
the moment of ignition inlet camshaft
and the camshaft remains in the "delay
adjustment. position". A loss of
torque is produced.
Throttle valve Controls the throttle If there is a fault in
selector unit valve. both sensors the
J338 with angle For safety reasons, throttle control is
sender for the two sensors have been deactivated and
throttle control fitted whose signals engine speed is
G187 and G188 are compared. limited to 1,500 rpm.

Regulating With support from the If the signal is absent

throttle selector regulating throttle the regulating throttle
unit J808 potentiometer, the maintains
Potentiometer engine control unit continuously open
for regulating detects the momentary and the compressor
throttle G584 position of the throttle no longer switches on
and can place the alternately.
regulating throttle in
any required position.
Accelerator The engine control unit Fault in a sensor
pedal position employs the signals to If there is a fault in a
sensors G79 calculate the torque sensor, the system
and G185 delivery required by firstly enforces idling
the driver. speed. If, after a
For safety reasons two specified time for
sensors have been verification of the
fitted. idling position, the
second sensor signal
is detected the
vehicle will once
again be able to run.
If the driver orders full
charge delivery the
system will only
slowly increase
speed.
Fault in both sensors
If there is a fault in
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both sensors the
engine will only
operate at
accelerated idling
speed (max. 1,500
rpm) and will no
longer react to
accelerator pedal
movements.
Brake pedal Controls brake lights. If one of the two
position sensor The engine control unit sensors is absent the
G100 prevents the vehicle injection quantity is
from accelerating if at reduced and the
the same time the engine supplies
brake pedal and the less power
accelerator are
activated.

Fuel pressure The engine control unit The fuel pressure

sender G247 analyses the signals regulating valve is
and, using the fuel deactivated, the
pressure regulating electric fuel pump is
valve it is responsible activated to
for regulating the maximum and the
pressure in the fuel engine operates with
rail. the fuel at the
pressure available.
This drastically
reduces engine
torque delivery.
Knock sensor If a detonating fuel is If the knock sensor
G61 detected the ignition signal is absent the
angle is adjusted in the ignition angle is
affected cylinder until "delayed" in all
the knocking ceases to cylinders to a fixed
occur. value. This produces
an increase in fuel
consumption
associated with a
decrease in power
and torque.
Liquid coolant The liquid coolant If the signal is absent,
temperature temperature is used, the engine control
sensor -G62- amongst other unit
functions, for calculates a
calculating the quantity temperature
for injection at the depending on the
moment of ignition and family of
for controlling driving characteristics
performance functions.
Liquid coolant In order to compare If the liquid coolant
temperature the signals from the temperature sensor
sender, to liquid coolant G83 is absent the
radiator outlet temperature sensor default value is taken
G83 G62 and from the from the liquid
liquid coolant coolant temperature
temperature sensor sensor G62.
G83 management is
carried out the radiator
fans.
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Lambda probe The Lambda probe in
G39 with front of the catalytic
heating of converter is a version
lambda probe of alarm signals.
Z19 The engine control unit
recognises if the
engine is operating
with
a mix of fuel and poor
or rich air.
Post catalytic The post catalytic
converter converter Lambda
Lambda probe probe is used to verify
G130 with the operation of the
heating of catalytic converter.
lambda probe
Z29
,
If the signal is absent
the Lambda
regulation is no
longer
carried out, a pilotage
of the injected
quantity is
carried out,
If the signal is absent
the verification of the
catalytic converter
operation is no longer
effectuated.

Throttle Informs of the throttle The system adopts a

potentiometer position, as their
on the intake control influences the
manifold G336 air current in the
combustion chamber
and also the supplied
air mass.
middle position as a
default value.
This causes a loss in
power and torque.

Sensor for When aware of the The development of

current consumed current, the the intensity of the
measurement engine control unit current is no longer
G582 regulates the PWM detectable and the
signal electromagnetic
with which it activates coupling switches on
the volumetric in a mode adverse to
compressor convenience.
electromagnetic
coupling, which
subsequently closes
smoothly.

Operation values:
Next, the engine operation values are shown:

CHANNEL NOMINAL MINIUM VALUE MAXIMUM

VALUE
Engine speed idling 1170 rpm 7000 rpm
Turbo pressure 2 bar 1 bar 2.5 bar
Compressor pressure 2 bar 1 bar 2.5 bar
Low fuel pressure Modulated PWM 0.5 bar 6.5 bar
High fuel pressure Modulated PWM 50 bar 150 bar
Oil pressure 2.5 bar 1.5 bar 4.5 bar
T cylinder head liquid coolant T1- 80º C 105 ºC
T block liquid coolant T2- 95º C 105 ºC
T intake air 65º C

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4. Gearbox

4.1. Presentation

The Ibiza SC Circuit applies dual clutch technology. The new DSG 7 gears offers various
simultaneous innovations.

Structural characteristics:

gearbox modular design:

oil system separated by the
mechatronic and manual gearbox.

7 gears distributed between 4
camshafts

oil pump that functions according
to demand.

no oil/water heat exchanger

4.2. Technical characteristics

Gearbox code ........................................ MPP

Weight including clutch.......................... 70 kg
Gears ………...…………………………7 gears
Maximum torque ................................250 Nm
Operating mode................automatic / triptonic
Gearbox oil volume.................................. 1.7 l
Mechatronic oil volume ........................... 1.0 l

4.3. Main elements

4.3.1. Clutch

The torque is transmitted up to the dual

clutch from the flywheel, which is fitted to the
crankcase. In order for this to take place, the
flywheel has a notched interior which
engages with the notched interior of the dual
clutch supporting ring. From here the torque
is driven towards the inside of the dual
clutch.
The dual clutch gearbox is formed basically
by two partial transmissions independent of
each other. Each of the partial transmissions
has the same functional structure as a
manual gearbox, and each one has a clutch
assigned to it.
The clutches are two dry clutches. The
mechatronic is responsible for regulating,
opening and closing them

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4.3.2. Drive shaft
The Ibiza SC Circuit has, opposed to the series Ibiza, an intermediate semi-axle on the right side. As
a result, the drive shafts are equal in length on each side. This advantage allows the chassis
temperature to be lowered improving the centre of gravity.

4.3.3. Mechatronic moduleM

The mechatronic electronic control unit is the

central selector unit of the gearbox. Within this, all
the sensor signals and other control unit signals
converge where it initiates and controls all the
activities.
Within the electronic control unit there are 11
sensors, only the Gearbox input speed sender
G182 is located outside the control unit. The
electronic control unit manages and controls,
using hydraulics, the eight solenoid valves to
connect the 7 gears and to activate the clutch.

4.4. Operation

In the SEAT Ibiza SC Circuit, selector lever is operated

in the same way as a vehicle with an automatic
gearbox. The dual clutch gearbox also offers the
possibility to change gear using the Tiptonic system.

The operation can be carried out from the selector

lever in addition to the switches located on the steering wheel.

The lever "Operation" positions are:

POSITION SYSTEM
P - Park In order to move the selector lever from this
position the ignition must be switched on and
the brake pedal pressed down.
R - Reverse gear In order to engage this gear the release tab
must be pressed.
N - Neutral The gear is situated in dead centre.

D - Permanent forward gear position When the selector lever is in the position (Drive),
(normal program) the forward gears are automatically connected.

S - Sport The automatic selection of the gear is carried

out according to a characteristic "sport" curve
that is programmed in the control unit.
+ and – (on the steering wheel) The Tiptonic functions can be run from the lever
right track and with the steering wheel controls.

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5. Servo-hydraulic steering system

This consists of power steering where the complementary steering wheel turn force is provided by
an electric motor that simultaneously activates a hydraulic pump.

This steering system has two specific features: on one hand, the assistance is only generated when
necessary, achieving a significant saving of power, and on the other hand, it is a variable assistance
according to the steering wheel turn speed and the vehicle gear speed.

System overview:

5.1. Steering system management

Unit / Sensor Application of the Effect of absence of Position

signal signal
STEERING WHEEL The electro-hydraulic
ROTATIONAL power steering control
SPEED SIGNAL unit uses the steering
system angle sender
G85 to recognise the
steering wheel
rotational speed.
This is used in the oil
pressure regulating
function.

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SPEED SIGNAL The control unit
considers this message
as an essential signal
in calculating the
regulating function.
Therefore, the increase
in vehicle speed implies
a gradual reduction in
power assisted steering.

SPEED SIGNAL The electro-hydraulic Without this signal

power steering the power steering
control unit uses this does not activate.
message as an
essential signal in the
steering system
regulation function.

6. Suspension, steering, brakes. “SSB”

6.1. Presentation

In the Ibiza SC Circuit the series dimensions have been modified and some elements, flexible for
adaptation to sport driving, have been eliminated.

Greater advancement in the front axle

More train, providing better stability and cornering

Adjustable camber in both axles.

Adjustable height

6.2. Front axle

Basically consisting of:

Sub-chassis and wishbones specifically fitted on steering ball joints and brushes.

Rear camber regulation from 3.5º to 5º.

McPherson with height adjustable Koni shock absorbers.

Aluminium steering knuckle with modified steering ball joints centre of rotation.

Specific hubs with studs

20 mm anti-roll bar.

Mono-block brake calipers.

Rear ventilated disc brakes 345x30 mm.

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6.3. Rear axle

Rigid torsional strut with integrated support arm.

Shock absorber with height adjustment and integrated springs.

Camber and convergence spacers.

Mono-block brake caliper and discs 288x12 mm.

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7. Suspension adjustment

CONFIGURATION
FRONT shaft REAR shaft
Main spring 160-60-70N/mm 180-60-90N/mm
Available range 160-60-70N/mm 180-60-80N/mm
Available range 160-60-80N/mm 180-60-90N/mm
Tender 60-60-2 60-60-2
MAX fitted length With 160-60-70=185 With 160-60-80=240
With 160-60-80=188 With 160-60-90=242
Shock absorber limit Koni std = NO
Compression spacer 5mm 5mm
Stabiliser 20 N/mm 15N/mm
Wheel 17x7.5/ET42 17x7.5/ET42
Tyre pressure hot Manufacturer Manufacturer
Brake pads Championship Championship
Wing No Low downforce

ALIGNMENT

Left FRONT Right

Camber 4.5º 4.5º
Convergence 1.5 mm OUT 1.5 mm OUT

REAR
Camber 2.5º 2.5º
Convergence 4.0 mm Open 4.0 mm Open

Camb Weight (approx) with driver 85kg

er
From 3.5º to 5º Front 378,8 Front 378,8
Each position is 0.5º approx Rear 195,2 Rear 195,2
Total 1148,0
Camb
er Front 66,0% Diag 50,0%
Fixed (See powerparts) Rear 34,0% Left 50,00%

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8. Body
The bodywork has been modified to adapt to the needs of motor sport use. The most relevant
characteristics are:

Elimination of unnecessary supports and reinforcements.

Reinforcement of welding in structural joints.

Roll bar constructed by SEAT Sport specifically for the Ibiza.

Roll bar attached welded to the bodywork.

Airjack anchorage available.

Final electrolitic treatment (including roll bar) in order to prevent corrosion (kataphoresis).

8.1. Certification

The bodywork with roll bar, designed and manufactured by SEAT Sport has a certification number
from the Spanish Automobile Federation (R.F.E.A.):

Certification No. R.F.E.A.: HES4260211

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Dimensions:

9. On board network

The SEAT Ibiza SC Trophy is a competition vehicle, constructed 100% by hand at SEAT Sport, the
VAS diagnostic system has been maintained as the electronic unit management. This point has
special importance due to the fact that the DIAGNOTIC functions are guided using the VW group
VAS system.

The main new elements:

The incorporation of network Gateway. The
Gateway or BCM performs the functions of
converter, processor and controller of the
CAN-Bus and LIN-Bus.

The immobiliser system remains, however,
its transponder has a hidden key, and
maintains start-up using a switch and button.

The diagnostic system and alarm on the
instrument panel remain.

A data collection system connected to the
CAN has been added (optional), that
provides the opportunity of improving the car
set up based on technical data.

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9.1. Self-diagnosis

In order to carry out a complete self-diagnosis of the

on board supply control unit, the use of the equipment
VAS 5051B o VAS 5052 is required.
Despite the fact that the Gateway is integrated in the
new on board supply control unit J519, both
components possess two different address codes.
These are:

- 09. On board supply control unit.

- 19. Gateway.

The address code 09 houses all the functions referring

to the convenience on board network control unit.

9.2. On board network

In the address code 09 a drop down menu opens where it is possible to select the option "J519 on
board supply control unit, functions". Here we find, among others, the following functions:
- Coding.
- Adaptation
- Read measured value blocks.
On the following pages of this didactic book these functions are detailed one-by-one.

9.2.1. Coding
The on board supply control unit incorporates the long codification due to the large quantity
of functions that can be configured through codification. In this manner, the code itself is a
programme matrix composed of 27 bytes, and in addition, each of the bits that compose it (1 or 0) is
assigned to equipment or a function.
The coding is carried out whenever the unit is replaced. Before removing the unit, note down the
code to re-enter again in the new unit.
With every SEAT Sport vehicle delivery a module coding sheet is provided. It is also possible to note
down the coding by consulting the vehicle diagnostic system using the tool VAS 5052

9.2.2. Measurement values block

Via this option it is possible to access the visualisation

of a large number of parameters relating to the
function of the control unit itself, as well as to the
sensors and control elements that it controls. Together
with the name of each value, there is a short
explanation of its meaning.

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10. Maintenance
MAINTENANCE
NAME Every Every Every Every COMMENTS
race 2,500 km 5,000 km 10,000 km
DIAGNOSIS
VAS Engine Rev.
VAS Gearbox Rev.
VAS CAN Bus Rev.
Data Logger Rev.
ENGINE
Complete engine Rev.
Spark plugs Repl.
Air cleaner Rev. Repl.
Poly V-belt Rev. Repl.
Engine oil Rev. Repl.
Engine oil filter Repl.
Fuel filter Repl.
Gearbox
Complete gearbox Rev.
Drive shaft Rev. Replace grease
SDF
Shock absorber Repl.
Wheel bearings Repl.
Steering ball joint Repl.
Trapezium link ball joints Repl.
Front shock abs. sup. ball Repl.
joint
Rear shock abs. sup. Repl.
Wheel nuts Repl.
Safety
Extinguisher Expires after 2
years
Bucket seat Expires after 5
years
Harness Expires after 5
years

CAPACITIES
Name Capacity Description Recommendations
Engine oil 5.5 litres (with filter) Castrol Edge
10/60
Gearbox oil 1.7 l G 052 171
Mechatronic oil 1.0 l G 004 000 M2 (power assisted steering
oil)
Power steering oil 1.5 litres G 004 000 M2
Engine and gearbox 6.5 litres VW Group "blue"
coolant
Brake fluid 1 litre Motul 600
Constant velocity drive 100 grams GKN Constant With lithium base
shaft grease velocity
Drive shaft tripod 100 grams GKN Tripod
grease

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11. Seals
On the SEAT Ibiza SC Trophy made by SEAT Sport, a series of parts have been presealed with the
aim of ensuring the traceability and authenticity of the parts.

Engine: 2 seals.
Distribution/cylinder head Turbo

Gearbox. 1 seal
Differential/pinions

Engine control unit. 1 seal

Control unit

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