Technical Note 3472A X06C - X06D

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Technical Note 3472A

X06C - X06D - X06H

Reference document: Workshop Repair Manual 305 and manual Mot. D4

Special features of the Twingo fitted withengine types D4D and D4F

77 11 301 362

"The repair methods given by the manufacturer in this document are based on thetechnical specifications current when it was prepared.

The methods may be modified as a result of changes introduced by the manufacturer in the production of the various component units and accessories from which hisvehicles are constructed."

JUNE 2001

All copyrights reserved by Renault.

EDITION ANGLAISE

Copying or translating, in part or in full, of this document or use of the service partreference numbering system is forbidden without the prior written authority of Renault.

© RENAULT 2001



Contents

Page

07

10

11

12

VALUES AND SETTINGS

Capacity - Grades 07-1

Accessories belt tension 07-2

Tightening the cylinder head 07-3

ENGINE AND PERIPHERALS

Consumables 10-1

Identification 10-1

Oil pressure 10-2

Oil filter 10-3

Engine - gearbox 10-4

Crankshaft seal, timing end 10-12

Sump 10-14

Oil pump 10-16

TOP AND FRONT OF ENGINE

Timing belt 11-1

Cylinder head gasket 11-5

Camshaft 11-11

FUEL MIXTURE - TURBOCHARGING

Fuel mixture

Technical specifications 12-1

Air filter 12-3

Inlet manifold 12-4

Motorized throttle body 12-6

Cylinder head cover 12-8

Exhaust manifold 12-10

Page

13

14

16

FUEL SUPPLY

Special features 13-1

Injector rail/injector 13-2

Checking the fuel pressure 13-3

Checking the fuel pump flow 13-4

ANTI-POLLUTION

Oil vapour rebreathing 14-1

Fuel vapour rebreathing 14-2

STARTING - CHARGING

Alternator 16-1

Starter 16-3



Contents

Page

17

19

IGNITION - INJECTION

Ignition

Ignition 17-1

Plugs 17-3

Injection

Computer 17-4

Location of components 17-6

Accelerator pedal potentiometer 17-9Special features 17-10

Immobiliser function 17-12

Injection fault warning lights 17-13

Motorized throttle body 17-14

Injection/air conditioning program 17-15

Idle speed correction 17-17

Richness regulation 17-18

Adaptive richness correction 17-20

Features of the On Board Diagnostic

system 17-21

Conditions under which the

On Board Diagnostic light comes on 17-22

On board diagnostic detection of

misfires 17-24

On board diagnostic catalytic converter

fault finding 17-25

"On board diagnostic oxygen sensor

fault finding 17-26

Fuel supply system fault finding 17-27

Centralised coolant temperature

management (GCTE) 17-28

Computer 17-29

COOLING - EXHAUST

Cooling

Technical specifications 19-1

Filling - bleeding 19-2

Diagram 19-3

Coolant pump 19-4

Suspended engine mounting 19-6

ExhaustCatalytic converter 19-7



VALUES AND SETTINGS

Capacity - Grades 07107VALUES AND SETTINGS

Capacity - Grades

* Check with dipstick

NOTE: never exceed the maximum mark on the dipstick.

Brake fluids must be approved by the Technical Department.

Components

Average capacity* in litres

Capacity without oil filter After replacing the oil filter

Petrol engine (oil)

D4F - D4D 4.65 4.8

Manual gearbox

JH1 3.4

JB1 3.4

Components Capacity in litres Grade

Brake circuit Standard: 0.7

ABS: 1

SAE J 1703 and DOT 4

Components Capacity in litres Grade

Fuel tank Approximately 40 Unleaded petrol

Power assisted steering Separate reservoir: 1.1 ELF RENAULT MATIC

D2 or MOBIL ATF 220

Coolant circuit 5 GLACEOL RX

(type D)

Add only coolant

07-1



VALUES AND SETTINGS

Accessories belt tensioning 07

07-2

Accessories belt tensioning

Alternator belt

The alternator belt is tensioned using either a long bolt

(approx. 100 mm) and an M6 nut (see diagram below),

or with a locally manufactured tool (threaded rod

100 mm in length and three M6 nuts).

Air conditioning belt

SPECIAL TOOLING REQUIRED

Mot. 1505 Belt tension setting tool Hz

measurement

A

B

D

T

→

Crankshaft

Alternator

Air conditioning compressor

Wheel

Point for checking belt tension

Tension

(Hertz)

Multi-tooth

alternator belt

Air conditioning

compressor belt

Fitting

tension260 ± 5 210 ± 5



VALUES AND SETTINGS

Tightening the cylinder head 07

07-3

Tightening the cylinder head

CYLINDER HEAD

Cylinder head tightening procedure

REMINDER: Use a syringe to remove any oil which

may have entered the cylinder head mounting bolt

holes to achieve correct tightening of the bolts.

All cylinder head bolts must always be changed

after removal. Do not oil the new bolts.

Tighten all the bolts to 2 daN.m.

Check that all the bolts are tightened to 2 daNm, then

angle tighten (bolt by bolt) to 230° ± 6°.

Do not retighten the cylinder head bolts after

performing this procedure.




Consumables 10110ENGINE AND PERIPHERALS

Consumables

Identification

For engine repairs, see manual Mot. D4.

Type Quantity Components

RHODORSEAL 5661 Coat Coolant pump sealing ring and oil pump

Loctite FRENBLOCLocking and sealing resin

Coat Brake caliper mounting bolts

Loctite FRENETANCH

Locking and sealing resinCoat Crankshaft pulley mounting bolts

Exhaust pipe paste Coat For sealing the exhaust

Vehicle type Engine

Manual or

sequential

gearbox

Cubic

capacity

(cm 3)

Bore

(mm)

Stroke

(mm)

Compression

ratio

X06C - X06D D4F JB1 - JH1 1149 69 76.8 9.8/1

X06H D4D JB1 999 69 66.8 9.8/1

10-1




Oil pressure 10

10-2

Oil pressure

CHECKING

The oil pressure should be checked when the engine

is warm (approximately 80°C).

Contents of kit Mot. 836-05.

USE

Engine D: F + C

Connect the pressure gauge in place of the single

contact located on the rear of the oil pump.

Check

– at idling speed: 0.8 bar

– at 4000 rpm: 3.5 bars


Mot. 836-05 Boxed kit for measuring oil

pressure




Oil filter 10

10-3

Oil filter

The two seal gaskets (2) must be replaced when the

oil filter (1) is replaced.

Hold the oil filter upside down and tap it on a piece of

wood to remove the filter element.

When refitting the oil filter, it is imperative that you oil

the two (2) seals then tighten the oil filter to a torque of

2 daNm using Mot. 1330.


Mot. 1330 Oil filter removing tool

TIGHTENING TORQUE (in daNm)

Oil filter 2




Engine - Gearbox 10

10-4

Engine - Gearbox

REMOVAL

Put the vehicle on a two-post lift.

Remove:

– the battery,

– the wheels and right and left wheel arch liners

– the engine undertray,

– the exhaust downpipe mountings,

– bumper.

Drain: – - the gearbox oil, – - the engine oil if necessary.

– the cooling circuit (bottom hose of the radiator),


Mot. 1202-01Pliers for large hose clips

Mot. 1202-02

T. Av. 476 Ball joint extractor

Mot. 1272 Engine - gearbox assembly

positioning tool

Mot. 1448 Remote operation clip pliers for

cooling system hose clips

TIGHTENING TORQUES (in daNm)

Brake calliper mounting bolt 3.5

Shock absorber base mounting bolts 11

Steering ball joint 3.5

Driveshaft gaiter mounting bolt 2.5

Rear gearbox support mounting bolt 6.2

Front right support mounting bolt on the

engine 6.2

Front right support mounting bolt on the

side member 6.2

Front left support mounting bolt on the

side member 4.4

Left-hand front support mounting bolt on

gearbox 4.4

Wheel bolts 9




Engine - Gearbox 10

10-5

Right-hand side

Remove:

– the track rod end using tool T. Av. 476,

– the ABS sensor if fitted,

– the upper shock absorber bolt and slacken the lower

bolt.

Tilt the stub-axle carrier and disconnect the driveshaft.

Left-hand side

Remove:

– the two brake caliper mounting bolts, then fix to the

shock absorber spring,

– the ABS sensor if fitted, – track rod end, using extractor tool T. Av. 476,

– driveshaft gaiter mountings,

– lower ball joint bolt

– the two bolts of the shock absorber base,

– the whole of the hub assembly together with the

driveshaft.

Take care to protect the tripod.

Remove:

– the rear gearbox support mounting bolt,

– the air intake tube and the air filter unit,

Disconnect:

– the upper hoses on the radiator,

– the connectors of the fan unit,

– the pipes and the connector on the canister, – the petrol vapour rebreather pipe on the intake

distributor, then remove it.

Remove the air conditioning hoses on the compressor

and the condenser.

NOTE: plugs must be fitted onto the pipes, the

compressor and the condenser to prevent moisture

from entering the circuit.




Engine - Gearbox 10

10-6

Remove:

– the lower mounting of the radiator, then remove the

cooling system from below,

– the earth strap mounting bolt (1),

– the computer support (2).

Disconnect:

– the connectors (3),

– lens unit connectors and right wing-mounted

indicator connector,

– the horn connector,

disconnect the electrical wiring harness bracket (on

the front cross member),then disconnect the bonnet

opening system cable.

Remove:

– the right wing fixings (4),




Engine - Gearbox 10

10-7

– the two bumper fixing supports (5),

– the fixings (6) of the front panel, and remove it, gently

moving the right wing to one side.

Disconnect:

– the bottom hose of the expansion bottle,

– the vacuum pipe from the brake servo,

– the heater hoses,

– the gearbox connector at (7),

– the fuel supply pipe at (8),

– the connector (1) of the upstream oxygen sensor,




Engine - Gearbox 10

10-8

– the connector (2) of the downstream oxygen sensor,

Remove:

– the heat shield fixings (B), then disconnect the

oxygen sensor electrical wiring loom and remove it in

the direction of the engine,

– the fixings (3) of the stabilizer bar,

– the fixing at (4) of the engine interconnection unit,

then unclip the fuse holders and relay holders (5) and

disconnect the connector (6),

– the earth cables on the gearbox and the left-hand

side member,

– the ignition coil fixings, then remove it, – the bonnet.

Attach the workshop hoist.

Support the engine-gearbox assembly using a load

positioner.




Engine - Gearbox 10

10-9

Remove:

– the suspended engine mounting,

– the gearbox mounting.

Remove the engine and gearbox assembly.

REFITTING

Please note the importance of the positioning of

the engine and gearbox assembly in the engine

compartment.

Position the rear support screws.

Fix the front right-hand engine mountings and

pretighten the bolts in the following order: bolts (1), (2)

and (3), then bolt (4).

Fix the gearbox mounting without putting it under

stress.




Engine - Gearbox 10

10-10

Using tool Mot. 1272 position the engine - gearbox

assembly against the pilot hole in the left-hand rear

sub-frame and the pilot hole in the clutch housing.

Tighten the rear gearbox support mounting bolts.

CHECKING

To check the correct positioning of the engine -

gearbox assembly, it is essential to measure the

dimension indicated below.

If this dimension is not correct (28 mm ± 1), mark the

current position on the side member.

If the measurement is less than 27 mm, loosen the

pressure on the front support concerned and press on

part (A) to move it out.

Retighten.

Check the new position and repeat the procedure if

necessary.

If the measurement is greater than 29 mm, carry out

the same procedure, but move part (A) inwards.

Then tighten the mounting bolts of the gearbox

mounting to a torque of 4.4 daNm, ensuring that part(A) is not dragged by the tightening torque and that it

remains parallel to the vertical face of the side

member.

Tighten the engine mountings in the following order:

bolts (3), (1) and (2), then bolt (4) to a torque of

6.2 daNm.




Engine - Gearbox 10

10-11

Refit using the same procedure as for removal in

reverse.

Apply Loctite FRENBLOC to the brake caliper

mounting bolts before fitting and tighten them to the

correct torque.

Press the brake pedal several times to bring the

pistons into contact with the brake pads.

Perform the following operations:

– top up the gearbox oil,

– top up the engine oil, if necessary,

– fill and bleed the cooling system (see Section 19

Filling - bleeding).




Crankshaft seal, timing end 10

10-12

Crankshaft seal, timing end

REMOVAL

Put the car on a two-post lift.

Disconnect the battery.

Remove the timing belt (see the method described in

section 11: Timing belt).

The oil pump seal is removed using oil pump seal

removal tool Mot. 1374 in the seal.


Mot. 1054 TDC setting pin


positioning tool

Mot. 1355 Tool for fitting crankshaft seal

Mot. 1374 Tool for removing crankshaft seal

Mot. 1399 Tool for holding engine on

subframe


measurement

EQUIPMENT REQUIRED

Angular torque wrench

TIGHTENING TORQUES (in daNm and/or °)

Tension wheel nut 2.4

Crankshaft pulley bolt 4+70°±5°

Front right support mounting bolt on

the engine 6.2


the side member 6.2

Water pump bolts 0.9

Wheel bolts 9




Crankshaft seal, timing end 10

10-13

Remove the seal gasket by turning the bolt (1) on tool

Mot. 1374.

REFITTING

Refit the new seal onto the crankshaft output without

damaging it when passing the timing sprocket drive

groove.

Position the seal using tool Mot. 1355.

Refit the timing belt (see method described in





Sump 10

10-14

Sump

REMOVAL

Put the vehicle on a two-post lift.


Change the engine oil.

Remove:

– the engine undertray,

– the engine flywheel protection plate,

– the sump mounting bolts.

Turn the sump towards the rear of the vehicle, in the

direction of the arrow below, to disengage the oil pumpstrainer from the sump compartment.

REFITTING

Clean the surfaces of the seals.

NOTE: the sump must only be sealed with a

special After Sales seal.

Cylinder side surface


Sump mounting bolt 1




Sump 10

10-15

Tighten the bolts to a torque of 1 daNm in the

recommended order.

Top up the engine oil.




Oil pump 10

10-16

Oil pump

REMOVAL



Remove:

– the timing belt (see the method described in

section 11: Timing belt). – the dipstick,

– the engine flywheel guard,

– the sump mounting bolts,

– the sump.

To do so, turn the sump towards the rear of the

vehicle, in the direction of the arrow below, to

disengage the oil pump strainer from the sump

compartment.




positioning tool

Mot. 1355 Tool for fitting crankshaft seal

Mot. 1374 Tool for removing crankshaft seal


subframe


measurement

EQUIPMENT REQUIRED






the engine 6.2


the side member 6.2

Oil pump bolts 0.9

Sump mounting bolt 1

Wheel bolts 9




Oil pump 10

10-17

Remove the crankshaft seal using tool Mot. 1374 (see

Section 10: crankshaft seal, timing side ).

Remove:

– the oil pump strainer,

– the oil pump.

Clean the sealing surfaces without scratching the

aluminium.

REFITTING

Systematically replace the oil pressure seal (3).

The oil pump is sealed with RHODORSEAL 5661. The

bead (4) must be 1.3 mm wide and be applied as

shown in the diagram below.

IMPORTANT: the oil pump is driven by two studs

located on the crankshaft.

Reposition the oil pump on the engine, tighten it to a

torque of 0.9 daNm in the recommended order.




Oil pump 10

10-18

Refit the new seal onto the crankshaft output without

damaging it when passing the timing sprocket drive

groove.

Position it using tool Mot. 1355.

Refit the strainer with a new O-ring.

Refit the sump.

NOTE: the sump must only be sealed with a

special After Sales seal.

Cylinder block side surface

Tighten the bolts to a torque of 1 daNm in the

recommended order.



Top up the engine oil.




Timing belt 11

11-1

111TOP AND FRONT OF ENGINE

Timing belt

REMOVAL



Remove the wheel and the mud flap.

Fit the engine support tool, Mot. 1399.




positioning tool


subframe


measurement

EQUIPMENT REQUIRED






the engine 6.2


the side member 6.2

Wheel bolts 9




Timing belt 11

11-2

Remove:

– the crankshaft pulley, locking the flywheel using a

screwdriver,

– the timing covers (1), (2) then (3) and the timing belt.

Insert the setting rod in the engine at top dead centre

using Mot. 1054, and aligning mark (4) on the

crankshaft sprocket with the fixed mark (5) on the oil

pump body.

Undo the tensioner nut then remove the timing belt.




Timing belt 11

11-3

REFITTING

Check that pin Mot. 1054 is in place.

Ensure that the lug (1) of the tensioning roller is

correctly positioned in the groove (2).

Tighten the crankshaft accessories pulley bolt fitted

with its washer, tightening it to a torque of 1.5 daNm,

to hold the timing sprocket in place.

Check that mark (3) on the camshaft pulley is aligned

with the fixed marking (4).

Fit the timing belt, aligning the marks on the belt with

the marks on the camshaft and crankshaft sprockets

(the mark on the belt is on the inside).

Remove pin Mot. 1054.

Using a 6 mm Allen key, bring the movable index (A) of the tension wheel to the position shown below.




Timing belt 11

11-4

Tighten the tension wheel nut to a torque of 2.4 daNm.

Rotate the crankshaft through six revolutions in a

clockwise direction (timing side).

Insert the setting rod in the engine at top dead centre,

then remove.

Loosen the tension wheel nut by a maximum of one

revolution while holding it using a 6 mm Allen key, then

gradually bring the movable index (A) to the centre of

the timing window (B) and tighten the nut to a torque of

2.4 daNm.

Remove the crankshaft accessories pulley bolt.

Refit the timing gear cases.

Fit the crankshaft pulley and tighten to a torque of

4 daNm plus an angle of 70º ± 5 º.

Refit the accessories belt(s) (see section 07

"Accessories belt tension").

Fix the engine mountings and pretighten the bolts in

the following order: bolts (1), (2) and (3), then bolt (4).

Using tool Mot. 1272 position the engine - gearbox

assembly against the pilot hole in the left-hand rear

sub-frame and the pilot hole in the clutch housing.

Tighten the bolts to a torque of 5.5 daNm in thefollowing order: (1), (2) and (3), then (4).




Cylinder head gasket 11

11-5

Cylinder head gasket

REMOVAL





Drain the cooling circuit through the lower radiator

hose.

Remove:

– the exhaust downpipe mountings, – the dipstick,

– the air filter unit,

– the engine cover,

– the mounting (1) of the anti-interference capacitor.

Disconnect:

– the connectors (2), (3) and (4).

– pipes (5) and (6), then remove the latter,

disconnecting it from the canister,

– the high voltage leads from the spark plugs,

– the fuel hose on the injector rail,

– the coolant temperature sensor connector on the

cylinder head.



Mot. 1202-01Pliers for large hose clips

Mot. 1202-02Mot. 1272 Engine - gearbox assembly

positioning tool


subframe

Mot. 1448 Remote caliper for hose clip


measurement

EQUIPMENT REQUIRED

12-sided torx socket


Cylinder head testing tool





the engine 6.2


the side member 6.2

Inlet distributor mounting bolts 1

Cylinder head cover mounting bolt 1

Ignition coil mounting bolt 0.7

Wheel bolts 9





11-6

Disconnect the electrical wiring loom of the pinking

sensor on the inlet manifold.

Remove the inlet manifold mounting bolts.

Disconnect the motorized throttle body, air

temperature sensor and injector connectors, by

shifting the inlet manifold to the right, then removing it.

Remove:

– the ignition coil,

– the valve cover bolts,

– the cylinder head cover by shifting it towards the

battery,

– the heater hoses on the cylinder head coolant pipe

housing outlet,

– the exhaust downpipe mountings, – the cylinder head mounting bolts,

– the cylinder head.

CLEANING

It is very important not to scratch the mating

surfaces of any aluminium components.

Wear gloves whilst carrying out this operation.

Use the Décapjoint product to dissolve any part of the

gasket which remains attached.

Apply the product to the part to be cleaned, wait

approximately 10 minutes, then remove it using a

wooden spatula.

Do not allow this product to drip on to the paintwork.

Great care should be taken when performing thisoperation, to prevent foreign objects entering the

pipes taking oil under pressure to the camshafts

(pipes in both the cylinder head and its cover) and

the oil return pipes.

CHECKING THE GASKET FACE

Check for mating surface bow using a ruler and a set

of shims.

Maximum bow: 0.05 mm

NO REGRINDING OF THE CYLINDER HEAD IS

PERMITTED.

Test the cylinder head to detect possible cracks

using the cylinder head test tools (comprising a tray

and a kit suited to the cylinder head, plug, sealing

plate, blanking plate). The approval number of the

cylinder head test container is 664000





11-7

Setting the valve clearances

Valve clearance setting values (in mm):

– inlet 0.05 to 0.12

– exhaust 0.15 to 0.22

Open exhaust valve method

Bring the exhaust valve of cylinder no. 1 to the fully open position, then adjust the inlet valve clearance for cylinder

no. 3 and the exhaust valve clearance for cylinder no. 4.

Follow the same method for the other cylinders, in the order shown by the table below.

Exhaust valve to be fully opened. Inlet valve to be adjusted. Exhaust valve to be adjusted.





11-8

REFITTING

Position the pistons at mid-stroke.

Fit the cylinder head gasket using the centring sockets

of the cylinder block.

Tighten the cylinder head using an angular tightening

wrench (see section 07: Tightening the cylinder

head).

Replace the cylinder head cover seal.

Apply RHODORSEAL 5661 to bearings 1 and 5 on the

camshaft and on the four rear mounting holes (A) of

the cylinder head cover.





11-9

Refit the fourteen bolts on the cylinder head cover and

finger tighten them.

Refit the cylinder head cover, tightening the bolts to a

torque of 1 daNm in the recommended order.

Refit the new spark plug well seals using a socket witha diameter of 41 mm (32 mm socket for example).

Check that the wiring harness is correctly positioned at

(1) and (2) before refitting the inlet manifold.

Replace the inlet manifold seals and the oil vapour

rebreathing seal.

Replace the inlet manifold, reconnecting the injector,air temperature sensor and motorized throttle body

connectors.





11-10

Place a drop of Loctite FRENETANCH on the inlet

manifold bolts.

Tighten the eight bolts by hand, then pretighten bolts

(4) and (5) to a torque of 0.6 daNm.

Loosen bolts (4) and (5) until they are completely free.

Tighten the eight bolts to a torque of 1 daNm in the

recommended order.

Tighten the four upper bolts in a cross on the inletmanifold to a torque of 1 daNm.



Refitting is the reverse of removal.

Fill and bleed the cooling system, (see Section 19:

Filling and Bleeding).




Camshaft 11

11-11

Camshaft

Refer to manual Mot. D4T for the features of camshaft removal and refitting as well as for the procedure for

replacing camshaft seals.



FUEL MIXTURE

Specifications 12112FUEL MIXTURE

Specifications

(1) at 2500 rpm, the CO content should be 0.3 maximum.

* For a coolant temperature greater than 80 ºC and after the engine speed has stabilized at 2500 rpm for

approximately 30 seconds.** Refer to your country specification for the values required by legislation.

*** IO91 unleaded compatible.

Vehicles Gearbox

Engine

Type Index Bore

(mm)

Stroke

(mm)

Cubic

capacity

(cm 3)

Compression

ratio

Catalytic

converter

Depollution

standard

X06C

X06D

JB1

JH1

D4F 702 69 76.8 1149 9.8/1 C 127 EU 00

X06H JB1 D4D 712 69 66.8 999 9.8/1 C 165 US 87

Engine

Checks made at idle speed (warm engine)*

Fuel***(minimum octane rating)Engine

speed

(rpm)

Pollutant emission **

Type Index CO (%) (1) CO2 (%) HC (ppm) Lambda (λ)

D4F 702 750 ± 50 0.5 max 14.5 min 100 max 0.97<λ<1.03Super unleaded

(95 RON)

D4D 712 850±50 0.5 max - - - Unleaded (OR 91)

Temperature in °C - 10 25 50 80 110

Air sensor

NTC type resistance in Ohms

10,450 to 8,625 2,065 to 2,040 815 to 805 - -

Coolant sensor

NTC type resistance in Ohms

- 2,360 to 2,140 850 to 770 290 to 275 117 to 112

12-1



FUEL MIXTURE

Specifications 12

12-2

DESCRIPTION MARQUE/TYPE SPECIAL NOTES

Injection and ignition computer MAGNETI MARELLI

5 NR

96 tracks

Sequential multipoint injectionStatic ignition

Motorized throttle body ∅ 40 mm

(double track integrated

potentiometer)

MAGNETI MARELLI

Accelerator sensor

(mounted on sub-frame)

CTS Double track potentiometer

Track 1 resistance = 1700 ± 900 Ω

Track 2 resistance = 3000 ± 2200 Ω

Ignition coils ELECTRICFIL Two coils with two grouped outputs

Primary resistance = 0.4±

0.02Ω

Secondary resistance (including high-tension

leads) = 9.8 ± 0.5 KΩ

Manifold pressure sensor DELCO Piezoelectric type

Pinking sensor SAGEM Piezoelectric type

Magnetic sensor

(TDC and engine speed)

AUTOMATIC

TRANSMISSION

Variable reluctance type

Resistance = 200 to 270 Ω to 25°C

Oxygen sensors (upstream and

downstream)

NTK Heater resistance = 3.3 ± 0.5 Ω at 25 ºC

Rich mixture > 850 mV

Lean mixture < 100 mVInjectors MAGNETI MARELLI

"PICO"

Resistance: 14.5 ± 0.7 Ω at 20ºC

Canister solenoid valve SAGEM Integrated into the canister

NF type in rest position

Resistance: 26 ± 4 Ω at 23°C

Coolant pressure sensor. TEXAS INSTRUMENTS -

Fuel pump - Pressure: 3.5 bar ± 0.06

Minimum flow: 80 at 100 l/h

Spark plugs Champion REA 8 MCL Gap: 0.9 mm

Idle speed manifold pressure - 350 ± 50 mbars



FUEL MIXTURE

Air filter 12

12-3

Air filter

REPLACING THE FILTER ELEMENT

Remove:

– the air intake channel, and disconnect the hose on

the air filter unit,

– the three screws on the air filter unit to gain access to

the filter element.



FUEL MIXTURE

Inlet distributor 12

12-4

Inlet distributor

REMOVAL


Remove:

– the air filter unit,

– the engine cover.

Disconnect:

– the injection computer connectors, – interconnection (A) on the engine wiring harness,

– the manifold pressure sensor (1).

Remove the anti-interference condenser located

behind the engine (arrow B).

Disconnect:

– the ignition coil connector and remove the anti-

interference condenser, – the high voltage spark plug leads by pulling them

through the extension cable,

– the pinking sensor and release the inlet manifold

wiring,

– the coolant temperature sensor (2).

Disconnect:

– the vacuum pipe from the brake servo (manifold

side),

– the fuel vapour rebreathing pipe,

– the fuel supply pipe,

– the starter cables.

Remove:

– the inlet manifold bolts,

– the inlet manifold by shifting it to the right while

disconnecting the motorized throttle body connector,

the air temperature sensor and the injectors.


Inlet manifold/cylinder head (bolts 4

and 5) 0.6

then all the bolts 1

Inlet manifold/cylinder head cover 1



FUEL MIXTURE

Inlet distributor 12

12-5

REFITTING

Replace the seals on the inlet manifold, the cylinder

head cover / inlet manifold seal and the oil vapour

rebreather pipe seal.

Refit:

– the inlet manifold, reconnecting the injectors, the air

temperature sensor and the motorized throttle body,

– the eight bolts on the inlet manifold using Loctite

FRENETANCH and pre-tighten to 0.6 daNm on bolts(4) and (5).

Loosen bolts (4) and (5).

Tighten bolts (1) to (8) definitively, applying a torque of

1 daNm.

Refit and tighten the four upper mounting bolts on

manifold in a cross-wise pattern, applying a torque of

1 daNm.

Continue the refitting procedure in the reverse order to

removal.

WARNING: the mounting bolts on the inlet

manifold on the cylinder head open into the

cylinder head. It is vital that you fit them usingLoctite FRENETANCH.



FUEL MIXTURE

Motorized throttle body 12

12-6

Motorized throttle body

REMOVAL

To remove the motorized throttle body you must

remove the inlet manifold (see section 12: Fuel

mixture - Inlet manifold)

Remove: – the four mounting bolts on the throttle body.

– the motorized throttle body.

REFITTING

Replace the O-ring on the throttle body.

Clean the threads on the four mounting bolts on the

throttle body.

Refit the throttle body.

Tighten the bolts, distributing the torque evenly.


Motorized throttle body bolt 0.7

IMPORTANT: after removal, the motorized

throttle body cannot be repaired.

N.B.: once the motorized throttle body has been

replaced, the minimum throttle stop must be

reprogrammed.

Using the diagnostic tool, erase the fault codes and

reinitialize the programming.

The programming of the minimum throttle stop is

carried out when the ignition is first switched on; to

do this:

– switch the ignition on for approx. 3 seconds then

start up the engine,

– stop the engine then switch off the ignition.

– wait for the end of the self-feed of the computer

(power latch), approx. 5 seconds, then restart the

engine.

Allow the engine to run at idle speed until the coolant

temperature reaches 60°C (estimated time starting

from a coolant temperature of 20°C: approximately

3 minutes), then run a road test to enable the new

throttle body parameters to be learned.



FUEL MIXTURE


12-7

ALLOCATION OF CONNECTOR TRACKS

MOTORIZED THROTTLE BODY CONNECTOR

Track Description

1

2

3

4

5

6

Potentiometer earth.

Track 1 potentiometer signal

Engine supply

Engine earth

5 volt supply

Track 2 potentiometer signal



FUEL MIXTURE

Cylinder head cover 12

12-8

Cylinder head cover

REMOVAL

To remove the cylinder head cover you must remove

the inlet manifold (see section 12: Fuel mixture -

inlet manifold.

Remove:

– the ignition coils

– the fourteen bolts on the cylinder head cover,

– the cylinder head cover by shifting it towards thebattery,

– the plug well seals.

REFITTING

Replace the gasket with a new gasket.

Apply RHODORSEAL 5661 to bearings (1) and (5) on

the camshaft and on the four rear mounting holes of


Refit the fourteen bolts on the cylinder head cover andfinger tighten them.


Ignition coils 0.7




FUEL MIXTURE


12-9

Tighten to 1 daN.m observing the tightening order.

Refit the new spark plug well seals using a socket with

a diameter of 42 mm (32 mm socket for example).



FUEL MIXTURE

Exhaust manifold 12

12-10

Exhaust manifold

REMOVAL


Disconnect the battery then remove the front right

wheel.

Remove the engine undertray.

Remove the front right driveshaft; to do so:

– disconnect the ABS sensor connector, – remove the ABS cable retaining lug,

– remove the brake caliper the attach it to the wheel

arch,

– disconnect the steering ball joint, – remove the lower ball joint bolt

– remove the shock absorber base bolts,

– remove the driveshaft.

Disconnect the upstream then the downstream oxygen

sensors.

Remove:

– the upstream oxygen sensor,

– the exhaust down pipe mounting nuts, then

disconnect and remove the catalytic converter,

– the three mounting bolts (1) of the heat shield, then

disconnect the heat shield,

– the five mounting nuts (2) of the exhaust manifold,

using a flex head wrench across the sub-frame and

the housing,

– the manifold.


Manifold mounting nut 2.5

Manifold mounting stud (Loctite

FRENETANCH) 1.2

Mounting bolts on the heat shield 1.5

Exhaust down pipe mounting stud 1.2

Exhaust down pipe mounting nut 2.5

Oxygen sensor 4.4 ± 0.7



FUEL MIXTURE

Exhaust manifold 12

12-11

REFITTING

Replace the manifold gasket and exhaust downpipe

seal.

Refit the manifold, then tighten the nuts, observing the

correct torque and order of tightening.

Refit in the reverse order to removal for the other

refitting operations.



FUEL SUPPLY

Special notes 13113FUEL SUPPLY

Special notes

The petrol fuel supply system for the engine is a no-return circuit.

The petrol fuel pressure no longer varies as a function of the engine load.

The circuit comprises:

– a rail (1) without a union to return piping and without a supply pressure regulator,

– a single pipe (2) coming from the tank,

– a pump/feed gauge assembly (3) fitted with a pressure regulator (4) (located in the tank),

– a fuel filter (5) located under the car,

– a tank for reabsorbing fuel vapour (6).

OPERATING DIAGRAM OF THE PETROL CIRCUIT

13-1



FUEL SUPPLY

Injector rail - Injector 13

13-2

Injector rail - Injector

To remove the motorized throttle body you must

remove the inlet manifold (see section 12: Fuel

mixture - inlet manifold.

REMOVAL

Remove:

– the two injection rail mounting bolts (1) on the inlet

manifold,

– the injector mounting clips,

– the injectors.

REFITTING

The injector O-rings must be replaced with new seals.

The fastening clips also need replacing.

Use the correct tightening torque for the rail mounting

bolts.

Listen for the click that indicates the fuel supply union

is correctly fastened.

For information on other removal operations, see

section 12: Fuel mixture - Inlet manifold.


Injection rail mounting bolt 0.7



FUEL SUPPLY

Checking the fuel pump flow 13

13-4

Checking the fuel pump flow

Disconnect the quick-release union (1) on the fuel

supply rail.

Fit union (1) with "T" union, Mot. 1311-08 then

connect a hose of sufficient length to discharge the

pump into a calibrated measuring cylinder.

Start the pump running by bridging tracks 3 and 5 of

fuel pump relay (2). In one minute, the pump flow must

be a minimum of 1.3 litres with a voltage of 12 volts.

Flow read: 80 to 100 litres/hour.


Mot. 1311-01 Fuel pressure testing unit with

pressure gauge and sockets

Mot. 1311-08 "T" branch union

EQUIPMENT REQUIRED

2 000 ml measuring cylinder

IMPORTANT: when carrying out this operation, it is

essential to:

– refrain from smoking or bringing incandescent

objects close to the work area,

– protect against fuel ejected due to the residual

pressure in the pipes,

– protect areas likely to be affected by leaking fuel.



ANTI-POLLUTION

Oil vapour rebreathing 14

14-1

114ANTI-POLLUTION

Oil vapour rebreathing

The oil decanter is located beneath and is built into the

cylinder head cover.

CIRCUIT DIAGRAM

1 Engine2 Cylinder head cover

3 Air intake compartment

4 Throttle housing

5 Air distributor

A Circuit upstream of throttle body.

This circuit is used for medium and heavy loads.

The vapors are rebreathed by the vacuum set up

in the air duct.

B Circuit downstream of throttle body.This circuit is used for low loads. The vapors are

rebreathed via a calibrated orifice, by the vacuum

present between the throttle valve and the engine.

CHECKING

To ensure the correct operation of the anti-pollution

system, the oil vapour rebreathing circuit must be kept

clean and in good condition.



ANTI-POLLUTION

Fuel vapors rebreathing 14

14-2

Fuel vapors rebreathing

OPERATING DIAGRAM OF THE CIRCUIT

1 Inlet manifold

2 Recycling solenoid valve

3 Fuel vapour absorber with solenoid valve

4 Fuel tank

M Venting valve

A Rebreathing of the fuel vapors coming from the tank.

B Rebreathing of the fuel vapors going to the engine.

C Breather

IMPORTANT: the vent to the free air must not be

plugged in normal operation.



ANTI-POLLUTION


14-3

OPERATING PRINCIPLE

Venting to the air from the tank is through the fuel

vapour absorber (canister).

The fuel vapors are retained on their passage by the

active charcoal contained in the absorber (canister).

The fuel vapors trapped in the canister are eliminated

and combusted by the engine.

This is done by connecting, through piping and a

solenoid valve, the canister and the inlet manifold. This

solenoid valve is an integral part of the canister.

The principle behind the solenoid valve is to open a

passage of variable size (as a function of the RCOsignal sent by the injection computer).

The variation in the passage made available to the fuel

vapors in the solenoid valve is a consequence of the

balance between the magnetic field created by the

electrical supply to the coil and the spring force for the

closure of the solenoid valve.

CHECKING CANISTER BLEED OPERATION

A system malfunction may result in an unstable idle or

stalling of the engine.

Check the conformity of the circuit (see operational

diagrams)

Check the condition of the pipes to the fuel tank.

1 Inlet manifold

2 Recycling solenoid valve

3 Fuel vapour absorber with solenoid valve

4 Fuel tank

M Venting valve



ANTI-POLLUTION


14-4

CANISTER PURGE CONDITIONS

The canister bleed solenoid valve, "normally closed"

type, is controlled by track A M3 of the computer

when:

– the coolant temperature is greater than 70 ºC,

– the engine is not idling,

– the engine speed is stabilized in the acceleration

phase (outside injection cut-out and deceleration),

– the upstream and downstream loops are closed and

the mixture adjustments have been made.

The cyclical behaviour can be viewed using diagnostic

tools, taking account of parameter PR023: canister

bleed solenoid valve RCO signal .

The solenoid valve is closed at a value of 0 %.

REMOVING THE CANISTER

The canister (1) is located behind the front left-hand

headlight and fixed to the engine radiator.


Remove:

– the air inlet duct,

– the front left-hand headlight.

Disconnect:

– the canister bleed solenoid valve connector (2),

– the pipe (3) bringing the fuel vapour from the tank,

– the circulation pipes (4) taking the vapors to the inlet

manifold.

Remove:

– the canister mounting bolt (5),

– the canister, pulling it carefully upwards, then

disconnecting it by the base.

REFITTING




ANTI-POLLUTION


14-5

Check:

– at idle speed,

– by blocking the circuit coming from the tank at the canister,

– by connecting a pressure gauge (-3 / +3 bar, Mot. 1311-01) on the vent outlet from the canister,

– that there is no vacuum (in the same way, the control value read by the diagnostic tool in the PR023 "Canister

bleed solenoid valve RCO signal" parameter remains minimal X ≤ 1.5 %).

Is there a vacuum ?

YES: with the ignition off, use a vacuum pump to apply a vacuum of 500 mbars to the solenoid valve at its output.

The vacuum should not vary by more than 10 mbars in 30 seconds.

Does the pressure vary?

YES: the solenoid valve is faulty, replace the solenoid valve.

NO: there is an electrical problem; check the circuit.

NO: in the bleed conditions (see bleed conditions) an increase in the vacuum should be detected (at the same time,

the value of the parameter should increase on the diagnostic tool).

CHECKING THE CONNECTION BETWEEN CANISTER AND TANK

This connection can be checked by connecting the vacuum pump onto the tube going to the canister.



STARTING - CHARGING

Alternator 16116STARTING - CHARGING

Alternator

IDENTIFICATION

CHECKING

After 15 minutes warming up at a voltage of 13.5 volts.

Vehicle type Engine Alternator Current

X06C

X06DD4F

Valéo A11VI 110

Valéo S67S 012

Valéo S69B 035

75

75

90X06H D4D

rpm 75 amps 90 amps

1300 28 -

1500 - 52

2000 40 52

2700 60 -

3000 - 76

4000 72 82

16-1



STARTING - CHARGING

Alternator 16

16-2

REMOVAL


Remove:

– the alternator drive belt and the air conditioning drive

belt (if fitted),

– the electrical connections to the alternator,

– the fixings (1) of the stabilizer bar,

– the alternator.

REFITTING

Proceed in the reverse order to removal.

Refer to Section 07: Accessories belt tension for thetensioning procedure.



measurement



STARTING - CHARGING

Starter 16

16-3

Starter

IDENTIFICATION

REMOVAL


Remove:

– the air intake tube and the air filter unit, – starter electrical connections,

– starter motor.

REFITTING


Vehicle type Engine Starter

X06C

X06DD4F

Valéo D7E1

X06H D4D



IGNITION

Ignition 17

17-1

117IGNITION

Ignition

Electrical connector

Track no. 1 is towards the front of the vehicle.

The high voltage leads are fixed and cannot be

removed from the coil.

Checks to the coil terminals

Primary resistance:

– A and B: 0.40 ± 0.02Ω

– C and D: 0.40 ± 0.02Ω

Resistance between B and C: 0 ± 0.02 Ω

Checks on high voltage leads

N.B.: the high voltage leads are inseparable from the

coil; the inspection of the secondary coil includes the

high voltage leads.

Secondary resistance (including high voltage leads):

– leads 1 and 4: 9.8 ± 0.5 kΩ

– leads 2 and 3: 9.6 ± 0.5 kΩ

Resistance between 1 - 2, 1 - 3, 2 - 4, 3 - 4: infinite

Length of high voltage leads

Cylinder no. 1: 640 mm

Cylinder no. 2: 545 mm

Cylinder no. 3: 445 mmCylinder no. 4: 385 mm

N.B.: to disconnect the spark plug leads, pull firmly on

the extensions.


Ignition coils 0.7

Terminals Description

1 Cylinders 2 - 3 ignition coil

control

2 + after ignition

3 +anti-interference condenser

4 Ignition coil control cylinders 1 - 4



IGNITION

Ignition 17

17-2

The differences between a semi-static ignition with

dual coils and a distributed ignition are:

– the suppression of the high voltage distributor,

– the adoption of two monobloc dual output coils.

PRESENTATION

The system comprises:

– the injection computer (1) (the ignition power stage is

integrated into the computer),

– the two monobloc dual output coils (2) (these are

cast as a single unit),

– four high voltage leads which are inseparable from

the coil block.

– four spark plugs,

– an anti-interference condenser (3).

DESCRIPTION - OPERATING PRINCIPLE

THE COMPUTER

The injection computer (120), depending on the

information received from various sensors, but

principally depending on the engine speed and load,

determines:

– the number of degrees of advance to be used and

consequently the ignition point,

– which cylinders are at TDC and consequently the

ignition coil to be operated.

The spark is created at the two cylinders at TDC by

cutting the earth to the coil concerned.

THE COILS

There are two coils. They are monobloc dual output

type (they cannot be separated).

They are controlled separately by the computer.

They create two sparks simultaneously.

Both coils are connected to an anti-interference

condenser.



IGNITION

Spark plugs 17

17-3

Spark plugs

Remove the engine cover then disconnect the spark

plug leads by pulling on the extensions.

Remove the plugs using plug spanner Elé. 1382-01.

Engine Make Type

D4F and D4D CHAMPION REA 8 MCL

Flat skirt with seal

Gap: 0.9 mm

Tightening: 2 to 2.7 daNm



INJECTION

Computer 17

17-4

INJECTION

Computer

REMOVAL

To remove the computer you must remove the inlet

manifold (see section 12: Fuel mixture - inletmanifold.

Remove: – the ignition coils

– the fourteen bolts on the cylinder head cover,

– the cylinder head cover by shifting it towards thebattery,

– the computer mounting bolts,

– the computer,

– the cylinder head cover plug well seals.

REFITTING

Refit the computer, replacing the O-ring with a new O-

ring and clean the threads on the four mounting bolts

on the computer.

Tighten the bolts, distributing the torque evenly.

Replace the cylinder head cover gasket with a new

one.


Ignition coils 0.5


Computer: tightness after

replacement of the

manifold 0.7

tightness on reused

manifold 0.5



INJECTION

Computer 17

17-5

Apply RHODORSEAL 5661 to bearings (1) and (5) on

the camshaft and on the four rear mounting holes of


Refit the bolts on the cylinder head cover and finger

tighten them.

Tighten to a torque of 1.1 daNm observing the

tightening order.

Refit the new plug well seals (see section 12: Fuel

mixture - cylinder head cover ).

Continue the refitting procedure observing the method

given for refitting the inlet manifold (see section 12:

Fuel mixture - inlet manifold).

N.B.: once the computer has been replaced, the

minimum throttle stop must be reprogrammed.

Using the diagnostic tool, erase the fault codes and

reinitialize the programming.

The programming of the minimum throttle stop is

carried out when the ignition is first switched on. To

do this:

– switch the ignition on for approx. 3 seconds then

start up the engine,

– stop the engine then switch off the ignition, – wait for the end of the automatic computer feed

(power latch), approx. 5 seconds, then restart the

engine.

Allow the engine to run at idle speed until the engine

coolant temperature reaches 60°C (estimated time

starting from a coolant temperature of 20°C:

approximately 3 minutes), then run a road test to

enable the new throttle body parameters to be

learned.



INJECTION

Location of components 17

17-6

Location of components

1

2

3

4

5

6

7

8

9

1011

12

13

Impact sensor

Dual output coil

Manifold pressure sensor

Injection computer

Motorized throttle body with integrated air temperature sensor

Accelerator pedal potentiometer

Supply relay

Fuel vapour tank (canister) with integrated solenoid valve

TDC sensor

Coolant temperature sensor Pinking sensor

Injector rail

Sequential gearbox computer (if fitted)



INJECTION


17-7

1 Injection computer

2 Dual output coil

3 Manifold pressure sensor

4 Vehicle speed sensor

5 Fuel pump relay

6 Locking relay

7 Motorized throttle body

8 Air temperature sensor

9 Injector rail

10 Coolant temperature sensor



INJECTION


17-8

11 Pinking sensor

12 Upstream oxygen sensor

13 Downstream oxygen sensor (except D4D engine)

14 Canister

15 Canister bleed solenoid valve



INJECTION

Accelerator pedal potentiometer 17

17-9

Accelerator pedal potentiometer

The accelerator pedal position potentiometer is

located on the front sub-frame.

To remove, place the car on a two-post lift. There are

no special instructions for removal.

Potentiometer connector:

1 Track 2 potentiometer signal

2 Track 1 potentiometer signal

3 Track 2 feed

4 Track 1 earth

5 Track 2 earth

6 Track 1 feed



INJECTION

Special features 17Special features

SPECIAL FEATURES OF THE SEQUENTIAL MULTIPOINT INJECTION

q 96 track MAGNETI MARELLI computer, type "5 NR" flash EEPROM controlling the injection and the ignition.

q Multipoint injection operating in sequential mode without a camshaft position sensor . This means that phasing is

carried out by software using the TDC sensor.

q Injection warning light on the instrument panel. Installation of a special injection warning light (OBD "On Board

D iagnostic" warning light). It is present due to the fitting of the EOBD ("European On Board Diagnostic") diagnostic

system.

q Only engines of type D4F/702 corresponding to the EURO 2000 standards and engines of type D4F/702 with tax

incentives (IF05), for the German market, use the EOBD (European On Board Diagnostic) system.

Engines of type D4F/702 without the EOBDdiagnostic system are made exclusively for export.

Engines of type D4F/712 are intended for the "Mercosur" markets and are not therefore fitted with the EOBD

system. This means that they are not fitted with a second oxygen sensor.

q The use of two oxygen sensors positioned upstream and downstream of the catalytic converter (engine types

D4F/702 EURO 2000 and IF05).

q The "5NR" injection system is fitted with a motorized unit for control of the air flow and the idling speed.

q uFollowing replacement of the computer or the motorized throttle body, the minimum throttle stop must be

reprogrammed.

Using the diagnostic tool, erase the fault codes and reinitialize the programming.

The programming of the minimum throttle stop is carried out when the ignition is first switched on. To do this:

– switch the ignition on for approx. 3 seconds then start up the engine,

– stop the engine then switch off the ignition,

– wait for the end of the automatic computer feed (power latch), approx. 5 seconds, then restart the engine. Allow the engine to run at idle speed until the engine coolant temperature reaches 60°C (estimated time starting

from a coolant temperature of 20 °C: approximately 3 minutes), then run a road test to enable the new throttle body

adaptive programs to be learned.

q Fuel circuit without return to the tank (the pressure regulator is located on the pump/sender unit).

17-10



INJECTION

Special features 17

17-11

q The idling speed is corrected in relation to:

– the mechanical resistant torques and the electrical consumers,

– the air conditioning.

q The max. engine speed is 6300 rpm.

q Canister drain solenoid valve controlled by Opening Cyclic Ratio (RCO). Is the "normally closed type and is located

on the canister.

q The fan unit and the coolant temperature warning light on the instrument panel are controlled by the injection

computer (GCTE = Central Coolant Temperature Management).

q Injection computer also controls the air conditioning (the air conditioning computer is no longer fitted).



INJECTION

Immobiliser function 17

17-12

Immobiliser function

This vehicle is fitted with an engine immobiliser system which is controlled by a key recognition system.

REPLACING AN INJECTION COMPUTER

The injection computers are supplied without a code but they must all be programmed with one.

If a computer is replaced, it must be programmed with the code of the vehicle and the correct operation of the engine

immobiliser function must be checked.

To do this, switch on the ignition for a few seconds without starting the engine, then switch it off. With the ignition off,

the engine immobiliser function comes into operation after approximately 10 seconds (the red engine immobiliser

warning light flashes).

UNCODING PROCEDURE

If the injection computer has learnt a code and must be returned to the workshop it is imperative that you uncode it

before removing it. (See the Workshop Repair Manual or the engine immobiliser Technical Note).

WARNING:

These vehicles have a special injection computer which does not function unless it is coded.

Consequently, it is strongly recommended not to carry out tests using computers borrowed from the stores or from

another vehicle, to prevent coding and uncoding problems which could render the computers useless.



INJECTION

Injection fault warning lights 17

17-13

Injection fault warning lights

The MAGNETI MARELLI 5 NRinjection system controls the illumination of three warning lights according to the

seriousness of the faults detected, with the aim of informing the customer and orientating the diagnostic tool.

q When the ignition is switched on:

– the orange injection warning light and red coolant temperature warning light are illuminated for 3 seconds and

then go out,

– the "OBD: On Board Diagnostic" indicator light is illuminated, then once the engine is started, goes out after

approx. 3 seconds.

PRINCIPLES BEHIND THE ILLUMINATION OF THE FAULT WANING LIGHTS

q In the case of an injection fault (criticality 1), the orange warning light is permanently illuminated indicating a

fault with any of the following:

– motorized throttle body,

– accelerator pedal potentiometer

– brake-pedal contact, – inlet pressure sensor,

– intake air temperature sensor,

– computer,

– relay supply,

– computer power supply.

q In the case of an injection fault (criticality 2), the red coolant temperature warning light flashes indicating an

internal computer fault; the vehicle must be stopped immediately.

N.B.: if the engine is overheated, it is permanently illuminated and the vehicle must be stopped immediately.

q When a fault causing excessive pollution in the exhaust gases is detected, the orange OBD (On Board Diagnostic)warning light, with an engine symbol, is illuminated:

– flashing in the case of a fault which could lead to a risk of destruction (destructive misfiring),

– permanently in the case of non-compliance with the anti-pollution standards (pollutive misfiring, catalytic

converter fault, oxygen sensor faults, fuel system faults, faulty connection between the oxygen sensors and

canister fault).



INJECTION


17-14

Motorized throttle body

MOTORIZED THROTTLE BODY

q The motorized throttle body controls the functions of idle speed regulation, air intake control and thus the engine

torque requirement by means of the torque calculation sequence (air/advance).

q It comprises an electric motor operated at 12 volts by an RCO (opening cyclic ratio) signal and two throttle

potentiometers with crossed signal (one track increasing, the other decreasing).

q When the engine is idling, the throttle position is adjusted according to the idle speed setting. This setting takes

account of the engine resistant torque, the significant electrical consumers (air conditioning) and the operating

conditions of the engine (air and coolant temperature).

q When the driver presses the accelerator pedal, his request is translated as the angle of the throttle opening.

However, to improve driving pleasure, the throttle opening is not directly proportional to the driver's request.

q To eliminate misfires, facilitate gear changes and safety functions, the throttle body modulates the engine torque.

MOTORIZED THROTTLE BODY DEFECT MODES

The motorized throttle body has several types of defect mode.

q Reduced Performance Mode: this mode covers electrical faults for which there is a viable backup solution for the

injection system (loss of one of the two tracks on the pedal potentiometer or the throttle body).

This mode results in reduced acceleration and limits the maximum opening of the throttle.

q Loss of Driver Intervention Mode: this mode is also called the "Electrical Limp Home Mode". This mode is

applied when the accelerator pedal signal disappears completely, but the injection computer still controls the intake

of air to the engine (automatic throttle control is still operational).In this mode, the injection computer imposes an engine speed between 1100 and 1400 rpm whatever the operating

phase of the engine.

Actuating the brake pedal confirms the driver's desire to slow the vehicle (consistency between accelerator/brake

pedal signals).

q Mechanical Limp Home Mode: this mode covers breakdowns which result in loss of the automatic throttle control

(the throttle can no longer be controlled).

In this case the throttle is in the mechanical rest position and the injection computer limits the engine speed by

cutting off the injection.



INJECTION

Injection/air conditioning management 17

17-15

Injection/air conditioning management

THE COMPRESSOR IS OF VARIABLE DISPLACEMENT TYPE

There is no air conditioning computer on this type of engine. The injection computer directly controls the clutch

compressor, taking into account the power absorbed by the compressor and the pressure of the coolant fluid in the

circuit.

The computer tracks used for the air conditioning function are:

– one wire in track A A4. This wire conveys information authorizing or forbidding operation of the compressor,

– one wire in track A D2 conveying the air conditioning cycle signals,

– one wire in track A C1 and A K2 for the power supply to the refrigerant fluid pressure sensor,

– one wire in track A J1 for the pressure sensor signal.

When the air conditioning is activated, the injection computer authorizes the coupling of the compressor according

to the various parameters and adopts a fast idling speed. This speed may reach 850 rpm (engine type D4F) and

950 rpm (engine type D4D) according to the power absorbed by the compressor and the refrigerant fluid pressure.

WARNING: the value in the "PR power absorbed by the AC compressor" (PR044)parameter is equal to 0,regardless of the state of the compressor.

COMPRESSOR OPERATION PROGRAMMING

During certain stages of operation, the injection computer stops the compressor from functioning.

Engine starting program

The compressor is prevented from operating for 10 seconds after the engine has started.

Thermal protection program

The compressor is not engaged if the engine coolant temperature is greater than 115°C or in excess of 110°C in the

case of high speed (5792 rpm) and heavy load (1017 mbars).

Timing control strategy

The compressor is disengaged if the engine speed decreases to less than 544 rpm, and cannot be engaged again

until the speed increases to 744 rpm in no load position and 1044 rpm under load and only after 3 seconds.

Fan assembly control strategy

At idling speed and also when driving, with the air conditioning on, the fan assembly is activated at high speed or low

speed depending on the pressure of the refrigerant fluid and the vehicle speed.



INJECTION

Injection/air conditioning management 17

17-16

Recovery of performance

The compressor is disengaged for 7 seconds when the following conditions are combined:

Entry conditions

– throttle position potentiometer at full load

– and engine speed less than 2,000 rpm.

– and vehicle speed less than 37 mph (60 km/h).

– and power absorbed by the compressor in excess of

0 Watt.

Exit conditions

– Full load not recognized

– or delay of 7 seconds expired

– or engine speed greater than or equal to 2,512 rpm

– or vehicle speed by the compressor in excess of

62 km/h.

Recovery of power at full load when the vehicle starts moving

The air conditioning compressor is disengaged if the following conditions are met to help initial movement of thevehicle:

Entry conditions

– engine speed less than 2,208 rpm

– and vehicle speed less than 2.5 mph (4 km/h).

– and driver's pedal request in excess of 45%,

– and power absorbed by the compressor in excess of

608 Watt.

Exit conditions

– engine speed greater than 3,208 rpm

– or vehicle speed greater than 3 mph (5 km/h).

– or driver request no load,

– or power absorbed by the compressor less than

608 Watt.

Protection from excessive pressure and under pressure from the air conditioning circuit

Excessive pressure

The compressor clutch is blocked if the pressure

exceeds 28 bars.

The compressor clutch is reauthorized once the

pressure returns to 22 bars.

Insufficient pressure

The compressor clutch is blocked if the pressure falls

below 2 bars.

The compressor clutch is reauthorized once the

pressure returns to above 3 bars.



INJECTION

Idle speed adjustment 17

17-17

Idle speed adjustment

CORRECTION DEPENDING ON MECHANICAL AND ELECTRICAL RESISTANT TORQUE

In order to maintain the idling speed at the speed set, the system takes as its basis the torque calculation sequence

(air/advance) in order to compensate for any variations in mechanical or electrical resistant torque.

CORRECTION DEPENDING ON AIR CONDITIONING

If the air conditioning control is actuated, the computer increases the idling speed of 100 rpm in accordance with the

speed set.

Engine warm at idle speed, no electrical consumers.

Each time the ignition is switched off, during the automatic computer feed (power latch) phase, the computer carries

out a programming sequence of the minimum stop of the motorized throttle body.

N.B.: after the computer memory has been erased, the minimum throttle stop must be reprogrammed.

This programming is carried out when the ignition is first switched on. To do this: – switch the ignition on for approx. 3 seconds then start up the engine,

– stop the engine then switch off the ignition,

– wait for the end of the automatic computer feed (power latch), approx. 5 seconds, then restart the engine.

Allow the engine to run at idle speed until the engine coolant temperature reaches 60 °C (estimated time starting from

a coolant temperature of 20°C: approximately 3 minutes), then run a road test to enable the new throttle body

adaptive programs to be learned.

PARAMETERS ENGINE D4F/702 ENGINE D4D/712

Nominal idle speed 750 ± 50 rpm 850 ± 50 rpm

PR113 Motorized throttle body position

specifications0 < X< 20°

PR132 Motorized throttle body RCO signal 30 % < X < 50%



INJECTION

Richness regulation 17

17-18

Richness regulation

Engines operating with the "Magneti Marelli 5 NR" computer are fitted with two oxygen sensors positioned upstream

and downstream of the catalytic converter (except engine type D4D/712).

HEATING THE SENSORS

The heating of the oxygen sensors is controlled by the computer by means of an RCO signal control triggered by the

different operating phases of the engine (starting, coming up to temperature, conditions for the start of regulation

met and warm engine).

UPSTREAM SENSOR VOLTAGE

The value read on the diagnostic equipment for the Upstream oxygen sensor voltage (PR009) parameter

represents the voltage supplied to the computer by the oxygen sensor located upstream of the catalytic converter. It

is expressed in millivolts.

The voltage should fluctuate between two values during richness regulation:

– 20 mV ± 50 for a lean mixture,

– 840 mV ± 70 for a rich mixture.

The smaller the difference between the minimum and maximum values, the poorer the signal from the sensor (the

difference is usually at least 500 mV).

NOTE: if there is a difference, check the sensor heater.

DOWNSTREAM SENSOR VOLTAGE (except engine type D4D/712)

The value read on the diagnostic equipment for the Downstream oxygen sensor voltage (PR010) parameter

represents the voltage supplied to the computer by the oxygen sensor located downstream of the catalytic

converter. It is expressed in millivolts.

The function of this sensor is to locate faults on the catalytic converter and to perform a second more precise check

on the richness (slow regulation loop).

When the computer corrects the richness in accordance with the two sensors, the engine is said to be operating in a

closed loop. When the engine is operating in a closed loop, at stabilized speed, the voltage should vary within the

range 600 mV ± 100.

When the engine is decelerating, the voltage should be less than 200 mV.



INJECTION

Richness regulation 17

17-19

MIXTURE ADJUSTMENT

The value given under the "mean richness correction" (PR142) parameter on the diagnostic tool represents the

average value of richness corrections made by the computer depending on the richness of the burnt mixture as seen

by the upstream oxygen sensor and corrected if necessary by the adaptive programs of the downstream sensor

(except engine type D4D/712).

The correction value has a midpoint of 0 % and limits of -33 % and 50 %:

– value less than 0 %: request for richer mixture,

– value greater than 0 %: request for reduced mixture.

ENTRY INTO RICHNESS REGULATION MODE

Sensor loop phase

The regulation phase is entered on starting the engine, provided the coolant temperature is greater than 17°C andthe air temperature is greater than -15°C.

Sensor out of loop phase

In mixture regulation mode, the phases of operation during which the computer ignores the value of the voltage from

the sensor are:

– at full load,

– when accelerating fast (high speed and high load),

– during deceleration with a no load signal,

– when the oxygen sensor is faulty.

DEFECT MODE IN THE EVENT OF AN OXYGEN SENSOR FAULT

If the voltage from the oxygen sensor is incorrect (varies only slightly or not at all) during richness regulation, the

computer will only enter defect mode (value = 0%) if the fault has been present for a short period of time (a few

seconds). Only in that case will the fault will be stored.

If an oxygen sensor fault is present and recognized and if the fault has already been stored, the system enters the

open loop mode directly.' In this case, the "mean richness correction" parameter is equal to 0 %.



INJECTION

Adaptive richness adjustment 17

17-20

Adaptive richness adjustment

PRINCIPLE

In closed loop phase, the richness regulation system corrects the injection timing in order to obtain the closest

metering possible to richness 1. The correction value is close to 0 %, with limits of -33 % and 50 %.

The adaptive richness correction system allows the injection mapping to be shifted in order to recenter the richness

regulation to 0 %. It is operational for temperatures in excess of 70°C.

Adaptive adjustments take 0 %as an average value after initialization (erasing the memory) and have the following

limit values:

ROAD TEST

The adaptive programs are updated every time the vehicle is run, once two cycles of the fan unit have been

completed (minimum coolant temperature greater than 70° C).

After the test, record the values of the adaptive programs. Initially 0%, they should have changed. If not, repeat the

test ensuring that the test conditions are observed.

INTERPRETATION OF VALUES OBTAINED FROM A ROAD TEST'

In order to take account of insufficient or excessive fuel, of the distribution and age of the components, the richness

regulation is increased or decreased in order to obtain the mixture closest to 1. In the same was the adaptive

richness correction increases or decreases until the richness correction returns to a position of oscillating around

0%.

PARAMETERS ENGINE TYPES D4F/702 AND D4D/712

PR030 Adaptive operating mixture - 25.5 < X < 22 %

PR031 Adaptive idle speed mixture -50,5 < X < 43 %

PR140 Rapid richness correction - 33 < X < 50 %

PR142 Mean richness correction - 33 < X < 50 %



INJECTION

Features of the On board diagnostic system 17

17-21

ENGINE

D4F 702 Features of the On board diagnostic system

This vehicle is fitted with the OBD On board diagnostic system, a diagnostic system started in response to the

European regulations concerning the control of pollutant gases.

q When a fault causing excessive pollution is detected, a warning light illuminates on the instrument panel (the OBD

On board diagnostic light). This warning light informs the driver that he must have his vehicle repaired.

q This system requires the use of a second oxygen sensor located downstream of the catalytic converter.

q This new computer diagnostic strategy operates as follows:

– the antipollution components are tested once each time the vehicle is driven. Only the diagnostic system for

misfiring (if the target engine programming is complete) and the fuel supply system are performed on a

permanent basis,

– these test sequences are not always operational. The vehicle should run subject to certain conditions:

temperature conditions, speed conditions (threshold, stability,etc.), timed starting period, engine conditions (inlet

manifold vacuum, speed, throttle angle, etc.).

q The OBD On board diagnostic system is in addition to the normal system for finding electrical faults. To meet thisstandard the requirements are:

– to illuminate (or flash for some faults) the OBD On board diagnostic warning light,

– to store OBD On board diagnostic faults for reading by the diagnostic tool.

CONSEQUENCES FOR FAULT FINDING AND REPAIRS

q Specific attention is required when repairing the vehicle to prevent the OBD On board diagnostic warning light from

illuminating after the vehicle has been returned to the customer.

q Some faults only appear when the car is being driven, when the adaptive programs have been programmed: it is

therefore essential to validate the repair.

q In addition, the complexity of the system means that the customer has to be asked about the conditions which led

to the illumination of the warning light. This information will enable faults to be found more quickly.

NOTE: all electrical faults causing the pollution limit to be exceeded will lead to the OBD On board diagnostic

warning light illuminating.

q The functional fault finding operations used for OBD On board diagnostic are:

– diagnostics of combustion misfires which destroy the catalytic converter,

– diagnostics of polluting combustion misfires,

– diagnostics from the upstream oxygen sensor,

– diagnostics from the catalytic converter,

– diagnostics from the fuel supply system (monitoring of the mixture derivatives via the oxygen sensors).

NOTE: misfire diagnostics take precedence over all other diagnostics. They are performed practically continuously

as soon as the driving conditions are reached.

IMPORTANT: it is essential that the ignition is not switched off before the result is read on the diagnostic

tool at the end of each test. Switching off the ignition will lead to the results being misinterpreted.



INJECTION

Illumination conditions of the On board diagnostic light 17

17-22

ENGINE

D4F 702 Illumination conditions of the On board diagnostic light

CONDITIONS FOR ILLUMINATION OF THE OBD On board diagnostic LIGHT

q ELECTRICAL FAULT

Permanent illumination of the light after several consecutive detections of a fault (depending on the component).

q CATALYTIC CONVERTER OR DESTRUCTIVE MISFIRES

Immediate illumination and flashing of the warning light.

q CATALYTIC CONVERTER FAULT, OXYGEN SENSOR FAULT, POLLUTING MISFIRES

Illumination of the light after a fault is detected three times consecutively.

WARNING: fault finding of the catalytic converter and the upstream oxygen sensor is sequential and takes place: – once when driving (it lasts for several seconds per test),

– only under certain specific driving conditions.

During a road test, it may be the case that diagnostics for certain functions are not run (e.g. when in a traffic jam).

⇒ Illumination of the light

If the same OBD On board diagnostic fault is detected during three consecutive driving periods or electrical fault.

⇒ Flashing of the light

If misfires leading to destruction of the catalytic converter are detected.

⇒ Extinguishing of the light

If the OBD On board diagnostic fault does not reappear during three consecutive driving periods, the light is

extinguished (but the fault remains memorised in the injection computer).

The fault must not be detected during forty consecutive tests for the fault to be erased from the computer

memory without the use of a diagnostic tool.

NOTE: the fault may not be detected:

– if the fault is temporary,

– due to the way the customer drives, which does not include all of the fault detection conditions.



INJECTION

Illumination conditions of the On board diagnostic light 17

17-23

ENGINE

D4F 702

In order for the OBD (On Board Diagnostic) system to function correctly, there must be no electrical faults in the

injection system, even if the OBD warning light is not illuminated.

Fault finding of the upstream oxygen sensor and the catalytic converter can never be performed at the same time.

TEST PROCEDURE

– Repair all electrical faults.

– Erase all faults.

– Program the injection.

FULL INITIALISATION OF THE OBD SYSTEM BY COMMAND MODES

– Erasing of fault memory.

– Erasing of programming.

PROGRAMMING REQUIRED FOR OBD On board diagnostic

Richness adaptives programming

To carry out this programming, the car must be driven while complying with the conditions specified in the "Injection:

Adaptive mixture adjustment" section.

Engine target programming

There are two levels of programming:

– Full programming, used for fault finding which explores all levels of operation. This programming takes place while

the car is being driven in '2nd or 3rd gear to reach maximum engine speed at 120 km/h and return to idle speed bya long deceleration.

– Programming using OBD tests. This programming takes place by initiating the tests by accelerating off-load to

reach the maximum speed, then returning to idling speed in order to pass through the widest possible engine speed

range when decelerating.



INJECTION

On board diagnostic detection of misfires 17

17-24

ENGINED4F 702 On board diagnostic detection of misfires

The aim of detecting combustion misfires is to detect a problem which would cause the OBD On board diagnostic

limit to be exceeded by HC pollutant emissions and which would damage the catalytic converter.

The diagnostic can detect:

– clogging or flooding of a spark plug,

– clogging of the injectors or an anomaly in their output,

– a fault in the supply system (pressure regulator, fuel pump, etc),

– a bad connection in the petrol or injection circuits (coil secondary, etc.).

Fault finding is performed by measuring the instantaneous variations in engine rotation speed.

Observation of a drop in torque detects combustion misfires.

This fault finding is practically continuous while the car is being driven. If it is not performed or if a fault is recognized,

other OBD On board diagnostic functions will be prohibited (catalytic converter and upstream oxygen sensor).

This fault finding allows two types of faults to be detected: – destructive misfires resulting in destruction of the catalytic converter. They cause the warning light to flash

immediately,

– pollutant misfires causing the OBD On board diagnostic pollution limit to be exceeded. They cause the warning light

to illuminate if they are detected during three consecutive driving periods.

DETECTION CONDITIONS

Before starting, the programming must be checked. The conditions prior to switching on the ignition and the current

conditions must also be satisfied.

The detection of destructive misfires is performed once the coolant temperature exceeds 70°C.

The pollutant combustion misfire test can also be performed by maintaining the engine at idle speed with all the

consumers on for 2 minutes.


tool at the end of this test. Switching off the ignition will lead to the results being misinterpreted.

CONFIRMATION OF THE REPAIR

If after the test the diagnostic tool has found combustion misfires, refer to the fault finding methodassociated to this symptom.

– DF"Fault finding of combustion misfires in progress" – DF"Pollutant combustion misfires" – DF"Destructive combustion misfires"

ACTIVENo fault detectedNo fault detected



INJECTION

On board diagnostic catalytic converter fault finding 17

17-25

ENGINE

D4F 702 On board diagnostic catalytic converter fault finding

The aim of catalytic converter fault finding is to detect a problem which would cause the OBD On board diagnostic

limit to be exceeded by HC pollutant emissions.

The ability of the catalytic converter to store oxygen indicates its condition. As the catalytic converter ages, its ability

to store oxygen reduces along with its ability to treat pollutant gases.

CONDITIONS FOR STARTING FAULT FINDING

The catalytic converter fault finding can only be carried out with the engine running having fulfilled the following

conditions:

– no electrical faults,

– cylinder recognition done,

– no combustion misfires detected,

– no catalytic converter fault finding performed since the ignition was switched on,

– programming done,

– upstream and downstream loops closed, – coolant temperature greater than 70 ºC,

– the engine speed set at 3000 rpm no load (N.B.: it will be necessary to provide for two engine speed stages).

FAULT DETECTION

The fault finding is performed by comparing the downstream and upstream sensors. When the conditions for starting

fault finding are satisfied, richness excitation peaks are applied, which has the ef fect of sending bursts of oxygen into

the catalytic converter. If the catalytic converter is in good condition, it will absorb the oxygen and the downstream

oxygen sensor value will remain at its average value. If it is ageing, it will reject the oxygen and the downstream

sensor will start to vibrate. The older the catalytic converter, the more the downstream sensor will vibrate. The OBD

On board diagnostic warning light will start to flash.




If the diagnostic tool shows "OBD On board diagnostic catalytic converter fault finding: done ... INACTIVE" or "Validation of the repair to the catalytic converter ... 1.DEF", the control cycle has not been performed correctly. In

this case, repeat the cycle ensuring that the detection conditions are complied with.

If after the test, the diagnostic tool shows "Catalytic converter functional fault ... ACTIVE" or "Validation of

catalytic converter repair ... 2.DEF", refer to the fault finding method associated with this symptom.

– Have the instruction DF "OBD On board diagnostic catalytic converter fault finding in progress"

– AND "OBD On board diagnostic catalytic converter fault finding: done"

– DF "Catalytic converter functional fault"

– DF "Validation of the repair to the catalytic converter"

ACTIVE

ACTIVE

INACTIVE

OK



INJECTION

On board diagnostic oxygen sensor fault finding 17

17-26

ENGINE

D4F 702 On board diagnostic oxygen sensor fault finding

The aim of oxygen sensor fault finding is to detect a problem which would cause the OBD On board diagnostic limit

to be exceeded by HC pollutant emissions. It is performed by measuring and comparing oxygen sensor vibration

periods.

There are two types of possible faults on the oxygen sensors:

– mechanical damage to an electrical component (breakage, cut in wire) which leads to an electrical fault,

– chemical damage to the component which causes the response time of the sensor to slow down, thus increasing

its switching period.

When the test conditions are obtained, the average of the sensor periods read is taken, after removing interference

effects, which are compared with an average period of the OBD On board diagnostic limit.

TEST CONDITIONS

Fault finding of the oxygen sensor can only take place after a timed period, if the conditions required prior to

switching on the ignition are met and maintained.: – no electrical faults detected,

– programming and cylinder recognition done,

– no oxygen sensor fault finding performed since the ignition was switched on,

– no combustion misfires detected,

– coolant temperature greater than 70 ºC,

– set the engine to run at 3000 rpm under no load.

FAULT DETECTION

Fault finding takes place during use by the customer, according to the test conditions. This test is performed over a

minimum duration of 40 seconds. The computer shows "oxygen sensor fault finding: in progress".




If the diagnostic tool shows "OBD On board diagnostic oxygen sensor fault finding: done ... INACTIVE" or "Validation of the repair to the oxygen sensor ... 1.DEF", the control cycle has not been performed correctly. In this

case, repeat the cycle ensuring that the detection conditions are complied with.

If after the test, the diagnostic fault shows "Oxygen sensor functional fault ... ACTIVE" or "Validation of the

repair to the oxygen sensor ... 2.DEF", refer to the fault finding method associated to this symptom.

– Have the instruction SDF "OBD oxygen sensor fault finding: in progress"

– AND "OBD On board diagnostic oxygen sensor fault finding: done"

– DF "Oxygen sensor functional fault"

– DF "Validation of the repair to the oxygen sensor"

ACTIVE

ACTIVE

INACTIVE

OK



INJECTION

Coolant temperature management (GCTE) 17

17-28

Coolant temperature management (GCTE)

The fan unit is controlled by the injection computer.

ANTIPERCOLATION FUNCTION (stopped)

The antipercolation system is controlled by the injection computer.

The coolant temperature signal used is the one from the injection system.

After the ignition has been switched off, if the engine is turned, the system enters monitoring mode. If the coolant

temperature exceeds the limit of 102 ºC during the 2 minutes after the engine is switched off, the fan unit is

switched on at slow speed.

If the coolant temperature falls below 95 ºC, the fan unit relay is cut off (the fan unit cannot be controlled for more

than 10 minutes).

FAN ASSEMBLY OPERATION (engine running)

The cooling fan is activated at low speed if the coolant temperature exceeds 99 °C or if there is a fault with the

coolant temperature sensor, and stops when the temperature falls below 96 °C,

The cooling fan is activated at high speed if the coolant temperature exceeds 104 °C or if the low speed facility is

defective, and stops when the temperature falls below 101 °C.

The fan unit is controlled when the air conditioning function is selected on the instrument panel.

If the low speed facility is defective, the fan will run at high speed under the low speed conditions.

OPERATION OF THE TEMPERATURE WARNING LIGHT

The coolant temperature indicator light illuminates if the coolant temperature exceeds 115ºC. It goes out when the

temperature falls below 110°C.

NOTE: it may flash if there is an internal fault with the injection computer.



INJECTION

Computer 17

17-29

Computer

INJECTION COMPUTER TRACK ASSIGNMENTS

CONNECTOR A (BLACK)

A1

A3

A4

B1

B3

B4

C1

C2

C3

C4

D2

D3

D4E1

E3

E4

F1

F4

G1

H1

H2

H3

J1

J4

K1

K2

K4

L3

L4

M1

M2

M3

→

→

→

− − −

←

− − −

− − −

→

←

− − −

←

←

→− − −

→

→

− − −

←

→

←

←

− − −

←

− − −

←

− − −

− − −

− − −

− − −

→

→

→

INJECTION FAULT WARNING LIGHT CONTROL

ON BOARD DIAGNOSTIC WARNING LIGHT CONTROL

AIR CONDITIONING COMPRESSOR CONTROL

ACCELERATOR PEDAL POTENTIOMETER SUPPLY (TRACK 1)

BRAKE SWITCH (CLOSURE)

ACCELERATOR PEDAL POTENTIOMETER EARTH (TRACK 2)

COOLANT PRESSURE SENSOR SUPPLY

LOW SPEED FAN CONTROL

BRAKE SWITCH (OPENING)

ACCELERATOR PEDAL POTENTIOMETER EARTH (TRACK 1)

AIR CONDITIONING CYCLE INFORMATION

IMMOBILISER SYSTEM

FAN ASSEMBLY CONTROLDOWNSTREAM OXYGEN SENSOR EARTH

COOLANT TEMPERATURE WARNING LIGHT CONTROL

SPEED INFORMATION

ACCELERATOR PEDAL POTENTIOMETER SUPPLY (TRACK 2)

VEHICLE SPEED

FUEL PUMP CONTROL RELAY

ACCELERATOR PEDAL POTENTIOMETER 1 SIGNAL

DOWNSTREAM OXYGEN SENSOR SIGNAL

SEQUENTIAL GEARBOX MULTIPLEX CONNECTION CAN LOW

COOLANT PRESSURE SENSOR SIGNAL

SEQUENTIAL GEARBOX MULTIPLEX CONNECTION CAN HIGH

ACCELERATOR PEDAL POTENTIOMETER 2 SIGNAL

COOLANT PRESSURE SENSOR EARTH

FAULT FINDING (LINE K)

+ AFTER LOCKING RELAY

+BEFORE IGNITION

DOWNSTREAM OXYGEN SENSOR HEATER CONTROL

ACTUATOR CONTROL RELAY

CANISTER PURGE CONTROL



INJECTION

Computer 17

INJECTION COMPUTER TRACK ASSIGNMENTS (CONT)

CONNECTOR B (BROWN)

A1

A2

B2

C1

C2

C3

D1

D2

D3

D4

E3

E4F1

F2

F3

F4

G1

G3

J1

K1

K3

K4

L1

L2

L3

L4

M1

M2

M3

M4

←

←

−−−

−−−

←

←

−−−

−−−

−−−

←

←

←−−−

−−−

←

←

−−−

←

→

→

→

→

→

−−−

−−−

−−−

→

→

→

→

SPEED SENSOR

SPEED SENSOR

MANIFOLD PRESSURE SENSOR SUPPLY

MOTORIZED THROTTLE BODY POTENTIOMETERS SUPPLY

(5V)

PINKING SENSOR

PINKING SENSOR

UPSTREAM OXYGEN SENSOR EARTH

PINKING SENSOR SHIELDING

AIR TEMPERATURE SENSOR SUPPLY

COOLANT TEMPERATURE SENSOR SIGNAL

UPSTREAM OXYGEN SENSOR SIGNAL

AIR TEMPERATURE SENSOR SIGNALCOOLANT TEMPERATURE SENSOR SUPPLY

MANIFOLD PRESSURE SENSOR EARTH

MANIFOLD PRESSURE SENSOR SIGNAL

THROTTLE BODY POSITION POTENTIOMETER 2 SIGNAL

THROTTLE BODY POSITION POTENTIOMETER EARTH

THROTTLE BODY POSITION POTENTIOMETER 1 SIGNAL

INJECTOR 1 CONTROL

INJECTOR 2 CONTROL

INJECTOR 3 CONTROL

INJECTOR 4 CONTROL

MOTORIZED THROTTLE BODY CONTROL

POWER EARTH

POWER EARTH

POWER EARTH

MOTORIZED THROTTLE BODY CONTROL

IGNITION COIL '2-3 CONTROL

IGNITION COIL '1-4 CONTROL

UPSTREAM OXYGEN SENSOR HEATER CONTROL

17-30



COOLING SYSTEM

Specifications 19119COOLING SYSTEM

Specifications

TYPE AND QUANTITY OF COOLANT

THERMOSTAT

Engine Volume (in litres) Grade Special notes

D4F

D4D5

GLACEOL RX (type D)

only use coolant liquid

Protection down to - 20°C ± 2°C for hot,temperate and cold countries.

Protection down to - 37 ± 3°C for

extreme cold countries.

Engine type Starts to open at (°C) Fully open at (°C) Travel (mm)

D4F

D4D88 ≤ 100 9

19-1



COOLING SYSTEM

Filling and bleeding 19

19-2

Filling and bleeding

There is no heater matrix water control valve.

Coolant flow is continuous in the heater matrix, which

contributes to the cooling of the engine.

FILLING

Open the bleed screws.

Fill the circuit through the expansion bottle opening.

Close the bleed screws as soon as the liquid starts to

flow in a continuous stream.

Start the engine (2 500 rpm).

Adjust the level by overflow for a period of about

4 minutes.

Close the bottle.

BLEEDING

Allow the engine to run for about 10 minutes at

2500 rpm, until the fan(s) operate (time necessary for

automatic degassing).

Verify that the liquid level is at or near the Maximum

marker.

NEVER OPEN THE BLEED SCREW WHEN THE

ENGINE IS RUNNING.

RE-TIGHTEN THE EXPANSION BOTTLE CAP

WHILE THE ENGINE IS WARM.



COOLING SYSTEM

Diagram 19

19-3

Diagram

1 Engine

2 Radiator

3 "Hot" bottle with permanent degassing

4 Heater matrix

The fan assembly is controlled at high speed by the

injection computer if the coolant temperature is greater

than '99 °C.

If the coolant temperature is lower than 96 ºC, the fansstop operating.

5 Coolant pump

6 Thermostat

7 Bleed screw

The expansion bottle valve is brown, and its rating is

1.2 bar .



COOLING SYSTEM

Coolant pump 19

19-4

Coolant pump

REMOVAL




section 11: "Timing belt").

Drain the cooling circuit through the lower radiator

hose.

Remove:

– the water pump coolant pipe mounting on the

multifunction support,

– the tension wheel, – the coolant pump.

REFITTING

The coolant pump is sealed with RHODORSEAL

5661. The band (1) must be 1.3 mm wide and be

applied as shown in the diagram below.



Mot. 1202-01 Pliers for large hose clipsMot. 1202-02


positioning tool


subframe

Mot. 1448 Remote operation clip pliers for

cooling system hose clips


measurement

EQUIPMENT REQUIRED



Tensioner nut 2.4


Front right support mounting bolt

on the engine 6.2

Front right support mounting bolt

on the side member 6.2

Coolant pump bolts 0.9

Wheel bolts 9



COOLING SYSTEM

Coolant pump 19

19-5

Tighten the coolant pump bolts to a torque of

0.9 daNm in the recommended order.




Fill and bleed the cooling circuit (see section 19:

Filling and bleeding).



COOLING SYSTEM

Suspended engine mountings 19

19-6

Suspended engine mountings

TIGHTENING TORQUES (daNm).

A 6.2

B 6.2

C 6.2

D 10.5

E 4.4

F 4.4



EXHAUST

Catalytic converter 19EXHAUST

Catalytic converter

REMOVAL


Disconnect:

– the battery,

– the connectors (1) and (2) of the oxygen sensors.

Remove:

– the upstream (3) and downstream (4) oxygensensors,

– the exhaust downpipe mounting bolts (5).

Release the catalytic converter clip (6).

Remove the catalytic converter.

REFITTING

Replace the exhaust downpipe seal.

Refit:

– the catalytic converter then tighten the exhaust down

pipe mounting nuts to the recommended torque,

– a new hose clip,

– the oxygen sensors.

For refitting operations, proceed in the reverse order to

removal.


Exhaust down pipe mounting stud 1.2

Exhaust down pipe mounting nut 2.5

Oxygen sensor 4.4 ± 0.7

Technical Note 3472A X06C - X06D

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Transcript of Technical Note 3472A X06C - X06D