Service

Alhambra 20VT:
Motronic 3.8.5

Self-Study Program No. 67

No part of this document may be reproduced or transmitted wholly or partially
in any form or by any means, electronic or mechanical, including
photocopying, recording or by any information storage or retrieval system
without the prior written permission of the copyright holders.

TITLE: Alhambra 20VT: Motronic 3.8.5 (S.P. No. 67)

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

DATE OF PUBLICATION: Nov. 98

LEGAL REGISTER: B. 47.456-1998
PRINTING: TECFOTO, S.L. - Ciutat de Granada, 55 - 08005 Barcelona
 Alhambra 20VT:
Motronic 3.8.5
The 1.8 L 20V turbocharged engine fitted to
the Alhambra, uses the Motronic 3.8.5. engine
management.
The Motronic 3.8.5 engine management
incorporates numerous improvements to provide
a smoother, more comfortable and higher
performance engine.
For the first time SEAT has installed a
turbocharger in a petrol engine. The Motronic
engine management controls the turbocharger,
giving the ideal boost pressure for all operating
conditions.
It is also worth highlighting the secondary air-
injection system, which minimises the emission
of noxious gases into the atmosphere, and the
static ignition composed of four transformers.
The latter permits the elimination of the
sparkplug wires.
The control unit includes multiple emergency
functions which minimize any problem which
may occur, and the autodiagnosis system finds
and verifies the breakdowns quickly and easily.

CONTENTS

SYSTEM LAYOUT .............................. 4-5

SYNOPTIC CHART ............................ 6-7

SENSORS .......................................... 8-9

ACTUATORS ...................................... 10 - 11

TURBOCHARGER BOOST
PRESSURE LIMITATION ................... 12 - 13

ELÉCTRICAL FUNCTION
DIAGRAM ........................................... 14 - 15

AUTODIAGNOSIS .............................. 16 - 18

3
SYSTEM LAYOUT

4
 The mechanical perfection of the 1.8 L 20V
turbocharged engine, has been further improved
by adding different systems to obtain an engine
with outstanding performance, comfort and
smoothness. Among these are the deceleration
cut-off valve, the intercooler and the Motronic
3.8.5. engine management.
The Montronic 3.8.5 engine management is
characterised by its sequential injection system,
static ignition with four ignition transformers
located directly over the sparkplugs,
turbocharger control and the assumption of all
adjustment functions relating to engine
operation.
This management incorporates elements
completely new in SEAT engines, or which
function differently to those that are already
known, such as:
- Hall sender G40.
- Air mass meter G70.
- Altitude sender F96.
- Solenoid valve for turbocharging boost
pressure limitation N75.
- Final power stage with four ignition
transformers.
Among the adjustment functions there are few
new features. The only ones worth mentioning
are the turbocharger adjustment, which is
totally new in a petrol engine, and the
incorporation of secondary air-injection in a
20 valve engine.
Finally, the autodiagnosis system allows us to
verify the status of engine management, modify
parameters such as idling speed and, at a future
date, even vary the operating rpm.

D67-01

5
SYNOPTIC CHART

Air mass meter G70

Engine rpm sender G28

Hall sender G40

Lambda sensor G39

Control unit J220

Knock sensor G61

Knock sensor G66

Coolant temperature sender

G62

Air inlet temperature sender G42

Throttle potentiometer G69

Idle switch F60
Throttle actuator
potentiometer G127

Altitude sender F96

Speed signal Immobiliser

module J362

Additional signals

Autodiagnosis
connector T16

6
 ASSUMED FUNCTIONS

FUEL INJECTION
- Control of Injected flow according to a
Relay J17 and fuel characteristic map.
pump G6 - Maximum speed limitation.
- Autoadaptive lambda control.

IGNITION
Cylinder injection valves - Control of Ignition advance according to a
N30 - N31 - N32 - N33
characteristic map.
- Selective knock control per cylinder.
Ignition transformers
N - N128 - N158 - N163
ACTIVE CARBON SYSTEM
- Correction by means of lambda control
(autoadaptive subsystem).

Final power stage IDLING SPEED STABILIZATION

N122 - Idling speed control using characteristic curve
(autoadaptive subsystem).

SECONDARY AIR-INJECTION
- Secondary air-injection control.
Throttle actuator V60
NEW TURBOCHARGING BOOST
PRESSURE LIMITATION
Turbo boost pressure limitation - Control of maximum boost pressure according
valve N75
to characteristic map.

AUTODIAGNOSIS
Carbon canister ventilation
- Sensor and actuator surveillance.
valve N80
- Fault memory.
- Basic setting.
- Diagnosis of actuators.
Secundary air injection
valve N112
- Emergency functions.
- Emission of measurement values using
VAG 1551/1552 fault reader.
Relay J299 and
secondary air Speed is controlled by an electropneumatic
injection pump V101
system explained in Self Study Program no. 44
“Speed Regulator”.
This manual deals with only those points which
Additional outlets differentiate the Motronic 3.8.5 control of the
Alhambra from that described in Instruction
Manual no. 68 “Motronic 3.8” for the 1.8 L 20V
motor control and for the secondary air-injection
system on the 2.3 L V5 motor.
D67-02

7
SENSORS

HALL SENDER G40

The Hall sender is located on the cylinder head
on the timing side and is activated by the
camshaft.
There are two important differences with
respect to the Hall sender on the Motronic of the Chopper plate
1.8 L 20V naturally aspirated engine. The first is Hall sender
the 12V electric power supply to the Hall chip
from the pump relay.
The second difference is in the construction of
the chopper plate, which has only one gap.

SIGNAL APPLICATION
The control unit uses the Hall sender signal to
recognise the power stroke of cylinder 1, and
based on this reference, it determines the
operating strokes of the rest of the cylinders,
necessary for the following functions:
- Sequential injection.
- Ignition advance control.
- Turbocharging boost pressure limitation.

REPLACEMENT FUNCTION
In case of sender breakdown, the following
functions will be affected:
- There will be no knock control
- The ignition will operate according to the lost Connector
spark method
- The sequential injection will operate based
on the rpm sender signal with the risk of a 360º D67-03
timing offset.
- The turbocharging boost pressure will be
reduced to approximately 0.4 bars.

720º Crankshaft

Cyl. 2 Cyl. 1 Cyl. 3 Cyl. 4 Cyl. 2

TDC TDC TDC TDC TDC

78º a. TDC

D67-04

8
 ALTITUDE SENDER F96
The transmitter is located in the center of the
engine compartment under the bulkhousing box.
The transmitter is composed of a barometric
capsule linked to the potentiometer pointer.
Changes in atmospheric pressure affect the
capsule and thus modify the position of the
potentiometer pointer. Atmospheric
The signal emitted by this sensor varies pressure intake
between 0 and 5 volts depending on the
atmospheric pressure.

SIGNAL APPLICATION
The transmitter signal is used by the control
unit to calculate the maximum value of the
turbocharging pressure.

REPLACEMENT FUNCTION
In case of transmitter breakdown, the control
unit limits the maximum value of turbocharging D67-05
boost pressure to approximately 0.4 bars.

AIR MASS METER G70

The air mass meter uses heated-film
measurement technology.
Measurement is taken by means of a heated
film and a PTC resistor connected to an
electronic circuit integrated into the meter.
The circuit analyses the variation in the value
of the PTC resistor, thus recognizing the air
mass which passes through the interior of the
meter, and it then sends a voltage signal to the
control unit based on this variation.
The meter also incorporates an NTC resistor
which corrects possible errors due to changes in
incoming air temperature.

SIGNAL APPLICATION
The signal is used by the control unit for the
injection, ignition, carbon canister system and
turbocharging boost pressure control.

REPLACEMENT FUNCTION
In case of meter breakdown, the unit uses the
throttle potentiometer signal to make the
different calculations, and the maximum
turbocharging boost pressure is limited to a
PTC resistor and heated
film
value of approximately 0.4 bars.

D67-06

9
ACTUATORS
Final power stage
Ignition transformer
Sparkplug
FINAL POWER STAGE N122 AND
IGNITION TRANSFORMERS
N - N128 - N158 - N163
The ignition system consists of a final power
stage and four ignition transformers located
directly over the sparkplugs, permitting the
elimination of sparkplug wires.
The final power stage is located on a support
on the left side of the coolant reservoir and it
sends a negative feed to each of the ignition
transformers, according to the signal received
from the control unit.
The final power stage consists of a negative
power supply which comes directly from the
battery.
Final power
stage
Control unit
D67-07
The ignition transformers have three wires:
energizing “1”, which comes from the final power
stage; feed “15”; and a negative wire to close the
secondary coil circuit.
ENERGISING
The control unit uses a low voltage positive
signal (approximately 4 volts) to energize the
final power stage, which at the same time sends
a negative feed of a high voltage value to the
corresponding ignition transformer.
10
 TURBOCHARGING BOOST
PRESSURE LIMITATION
VALVE N75
The solenoid valve is located in the center of
the engine compartment under the bulkhousing
To mechanical
box.
valve
La solenoid valve has three connections to:
- the intake manifold, at the outlet from the air
To turbo outlet To inlet manifold mass meter.
pipe - to the outlet of the turbocharger.
- to the mechanical turbocharger valve.
In the at-rest position, the solenoid valve
permits the passage of the turbo boost pressure
Rest to the turbocharger mechanical valve.

ENERGISING
The solenoid valve is fed with a positive supply
by the pump relay, while the negative energizing
is sent by the control unit.
Energize
The energizing is done using a fixed frequency
signal with a variable period proportion.

D67-08

ADDITIONAL SIGNALS
AND OUTPUTS
RPM SIGNAL (Pin 6)
The rpm signal is sent by the control unit to the
instrument panel. Control unit

FUEL CONSUMPTION SIGNAL (Pin 18)

The fuel consumption signal is sent by the
control unit to the instrument panel to operate
the operate the multifunctional display.

AC SIGNAL (Pin 8 and 10)

The control unit receives a preactivation signal
and another AC connection signal which is used
by the control unit to disconnect the compressor.

AUTOMATIC GEARBOX SIGNAL VIA

29 + 41 8 10 6 + 18
CAN-Bus (Pin 29-41)
The CAN-Bus line serves as a means of Pins
transmission for the following signals:
- the automatic gearbox sending the signals of
the gear selected and of the moment of gear
change.
- the engine control unit sending the load and
rpm signals.
D67-08b

11
TURBOCHARGING BOOST PRESSURE LIMITATION

This feature limits the maximum turbocharging temperature, the altitude transmitter and the
boost pressure. knocking sensors.
The mechanical valve of the turbocharger short The control unit reduces the maximum
circuits the turbo when the boost pressure theoretical value of blower pressure when it
exceeds 0.3 bars. detects low values of atmospheric pressure or of
The control unit reduces the pressure which intake air temperature, or continual motor
arrives at the mechanical valve of the knocking.
turbocharger by means of the action of the
solenoid valve for turbocharging boost pressure
limitation.
When the solenoid valve is energized by the
control unit, it bleeds the pressure at the
mechanical valve to the inlet side of the turbo.
This in turn will cause the average pressure at
Air mass meter G70
the mechanical valve to drop and the valve will
then prevent the exhaust gases from short
circuiting the turbocharger.
The unit increases the maximum limit of
turbocharging pressure by increasing the Engine rpm G28
proportion of solenoid valve excitation period.
If you want to reduce the maximum blower
pressure limit, reduce the period proportion. Coolant temperature sender G62
The unit for the control of maximum
turbocharging pressure determines first the
ideal theoretical blower value of the Throttle potentiometer G69
turbocharger in function of the motor running
conditions and then compares it with the real
value.
In case of divergences between these, the unit Air inlet temperature sender
modifies the energizing of the solenoid valve for G42
boost pressure limitation until they match.
The theoretical maximum turbocharging
boost pressure is calculated according to the Knock sensor G61
signals from the following sensors:
Knock sensor G66
- Rpm sender.
- Air mass meter
- Throttle potentiometer.
- Coolant temperature transmitter. Altitude sender F96
- Altitude transmitter.
- Intake air temperature transmitter.
- Knock sensors.
The coolant temperature transmitter signal is
used to calculate the theoretical maximum value
of turbocharger boost pressure when the engine
is cold, thus avoiding making the engine work too
hard before warming up.
The maximum theoretical blower pressure at
running temperature is calculated by the signal
from the throttle valve potentiometer and
corrected in function of the intake air

12
 In the opposite case, when it detects a high
value of atmospheric pressure or of intake air
temperature, the unit increases the maximum
theoretical blower pressure of the
turbocharger.
Real pressure is calculated by the unit
according to the signal from the operational
transmitter and the air mass meter, reading the
turbocharging pressure according to the filling
of the cylinders.

Control unit J220

Throttle control
Turbo boost pressure unit J338
limitation valve N75
Intercooler

Deceleration cut off

valve

Turbo mechanical
valve

D67-09

13
ELECTRICAL FUNCTION DIAGRAM

14
 COLOUR CODING
Green Input signal

Blue Output signal

Red Positive

Brown Earth

Lilac Two directional signal

Orange CAN-Bus

LEGEND
F60 Idle switch
F96 Altitude sender
G6 Fuel pump
G28 Engine rpm sender
G39 Lambda sensor
G40 Hall sender
G42 Air inlet temperature sender
G61 Knock sensor 1
G62 Coolant temperature sender
G66 Knock sensor 2
G69 Throttle potentiometer
G70 Air mass meter
G127 Throttle actuator potentiometer
J17 Fuel pump relay
J220 Engine control unit
J285 Instrument panel control unit
J299 Relay for secondary air injection pump
J362 Immobilizer module
J338 Throttle control unit
N Ignition transformer cylinder 1
N30 Injection valve cylinder 1
N31 Injection valve cylinder 2
N32 Injection valve cylinder 3
N33 Injection valve cylinder 4
N75 Turbocharging boost pressure limitation valve
N80 Carbon canister ventilation valve
N112 Secondary air injection valve
N122 Final power stage
N128 Ignition transformer cylinder 2
N158 Ignition transformer cylinder 3
N163 Ignition transformer cylinder 4
T16 Autodiagnosis connector
V60 Throttle actuator
V101 Secondary air injection pump

ADDITIONAL SIGNALS
Pins 10 and 8 AC connection signals
Pins 29 and 41 CAN-Bus

ADDITIONAL OUTLETS
Pin 6 Rpm signal
Pin 18 Fuel consumption signal
D67-10

15
AUTODIAGNOSIS

D67-11

The autodiagnosis system of the Motronic FUNCTIONS:

electronic control is practically identical to the
one on the 1.8 L 20V atmospheric motor dealt 01 Control unit version
with in instruction Manual no. 68 “Motronic 3.8”. 02 Consult fault memory
The modifications only affect three functions,
which are: 03 Diagnosis of actuators
“02” - Fault memory consultation
“03” - Actuator diagnosis 04 Start basic setting
“08” - Reading measurement values. 05 Erase fault memory
In the section relating to autodiagnosis, only
the differences are dealt with. 06 Terminate emission
The sections that can be selected are shaded
07 Code the control unit
in the following table:
08 Read table of measurement values
09 Read individual measurement value
10 Adaptation
11 Access procedure

16
 FUNCTION “02”: CONSULT THE FAULT MEMORY
The control unit diagnoses the operation of the engine management components; those whose
faults can be detected and memorized are coloured in yellow.

D67-12

17
AUTODIAGNOSIS

FUNCTION “03”: DIAGNOSIS OF ACTUATORS

Function “03” comes with the novelty of being able to diagnose faults relating to the control of
turbocharging boost pressure and secondary air injection. The actuators diagnosed are the following:
- Cylinder 1 injection valve
- Cylinder 2 injection valve
- Cylinder 3 injection valve
- Cylinder 4 injection valve
- Carbon canister ventilation valve N80
- Secondary air injection valve N112
- Secondary air injection pump relay J299
- Turbocharger pressure limitation solenoid valve N75

FUNCTION “08”: READ TABLE OF MEASUREMENT VALUES

Read measurement values 25

6.35 ms 4.95 ms 5.95 ms 26%

Function “08” presents a change with respect to Motronic 3.8.5 of the 1.8 L 20V naturally aspirated
engine in group number “025”, since the values for the display zones are now given in the following
table:

GROUP DISPLAY ZONE

No.
1 2 3 4

025 ENGINE LOAD ACCORDING THEORETICAL ENGINE EFFECTIVE ENGINE LOAD EXCITATION PERIOD
TO THE THROTTLE LOAD AFTER CORRECTION ACCORDING TO PROPORTION OF THE
POTENTIOMETER SIGNAL BY THE CONTROL UNIT TURBOCHARGER BOOST TURBOCHARGING BOOST
FROM G69 ms. PRESSURE PRESSURE LIMITATION
ms. ms. VALVE N75
%

18
ECOLOGICAL
PAPER

SERVICE DIVISION
Service organization


      
   
        

  

 



  
  
 
    ! "#$

%"$ &' &() *+,) -. +/ 0 &( -)