8/14/2019 Engine and Peripherals http://slidepdf.com/reader/full/engine-and-peripherals 1/208 Renault 1997 77 11 194 226 JULY 1997 Edition anglaise "The repair methods given by the manufacturer in this document are based on the technical 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 his vehicles are constructed" All copyrights reserved by Renault. Copying or translating, in part or in full , of this document or use of the service part reference numbering system is forbidden without the prior written authority of Renault. C FC0A - FC0C - FC0D - FC0E - KC0A - KC0C - KC0D - KC0E Engine and peripherals ENGINE AND PERIPHERALS TOP AND FRONT OF ENGINE FUEL MIXTURE FUEL SUPPLY - DIESEL EQUIPMENT ANTIPOLLUTION STARTING - CHARGING IGNITION - INJECTION COOLING - EXHAUST - FUEL TANK - ENGINE SUSPENSION
This document is posted to help you gain knowledge. Please leave a comment to let me know what you think about it! Share it to your friends and learn new things together.
"The repair methods given by the manu facturer in this d ocument are based on thetechnical specifications current when it was prepared.
The methods may be modified as a result of changes introduced by themanufacturer in the production of the various component units and accessoriesfrom wh ich his vehicles are constructed"
All copyrights reserved by Renault.
Copying or tran slating, in part or in full , of this documen t or use of the service partreference numbering system is forbidden without the prior written authority of Renault.
SpecificationsFilling and bleedingTestingDiagramWater pum p
Exhaust
GeneralExhau st pipe assembly
Fuel tank
TankSender unitPump and send er unit assembly
Engine suspension
Suspend ed engine mountings
19-119-219-319-419-7
19-1219-15
19-1719-2919-30
19-32
COOLING - EXHAUST - FUEL TANK -ENGINE SUSPENSION
1916-116-7
STARTING - CHARGING
AlternatorStarter
16
IGNITION - INJECTION
Ignition
Static ign itionPlugs
Injection
GeneralLocation of compon entsCentralised coolant temperaturemanagementInjection fau lt war ning lightImmobiliser functionCompu ter configuration dep endingon gearbox type
17
14-1
14-214-7
14-11
ANTIPOLLUTION
Test for the presence of lead
Fuel vapour r ebreathingOil vapour r ebreathingExhau st gas recirculation(EGR)
14
17-1717-18
17-1917-2017-22
IGNITION - INJECTION
(continued)
Injection/ air conditioningprogrammingIdle speed correctionAdap tive idle speedcorrectionRichness regulationAdaptive r ichness correction
The operation must be carried ou t with the engine hot (one rotation of the cooling fan assembly) and af-ter settling for 15 minutes to allow all the oil to dra in into the sum p.
Check visually using the d ipstick.
Top u p to the m aximu m level.
Seal the drain p lug (with a paint m ark on both the filler plug and the sum p’s drain p lug) in ord er to beable to check later that it has not been removed.
b) Customer driving
Ask the customer to dr ive the vehicle for a period correspond ing to about 1250 miles (2,000 km) or beforethe minimu m level is reached.
c) Refilling to the maximum level
The operation must be carried ou t with the engine hot (one rotation of the cooling fan assembly) and af-ter a settling time of 15 minutes.
Check visually using the d ipstick.
Top u p to the m aximu m level.
Note th e quantity of oil and the m ileage covered since the last filling to th e maximu m level.
d) Measurement of the oil consumption
Quantity of topp ing up oil (in litres)OIL CONSUMPTION = ----------------------------------------
The alignmen t of the sub-frame with the bodywill be mad e easier by positioning two thread ed
rods Mot. 1233-01 in the two front moun tings of the sub-frame on the body.
Tighten the sub-fram e mounting bolts to a torqueof:- 6.2 daN.m at the front,- 10.5 daN .m at the rear.
Refitting is the r everse of rem oval.
Fit the heat shields correctly.
Apply LLLLooooccccttttiiiitttteeee FFFFRRRREEEENNNNBBBBLLLLOOOOCCCC to the caliper mountingbolts and tighten them to the recommend ed tor-que.
Press the brake ped al several times to bring thepistons into contact with the brake p ads.
Fill:- the engine and gearbox with oil, if necessary,- the cooling circuit and bleed it (see section 19
"Filling - bleeding").
E7J engine
Fix tool Mot. 1040-01 und erneath the sub-frame.
98755R1
Lower the lift un til the tool touches the groun d.
Remove the sub-frame moun ting bolts and takeout the engine and transm ission assembly by lif-
ting the body.
NNNNOOOOTTTTEEEE :::: for any operation requiring separation of the engine, gearbox and sub-frame assembly,take care to mark the position of Mot. 1159 on thesub-frame.
- the exhaust heat shield and the gear controlon the lever and gearbox sides,
- th e exh au st d ow np ip e,- the earth st rap on the gearbox,
- the front bu mp er,- the air intake pipe of the air filter,- the fuel supply and return unions (A) and (B),- the connectors (2), (3), (4) and (5).
Unclip th e fuel pipes from the air filter unit andthe timing cover and un clip the d iesel filter fromits supp ort and m ove the assembly to one side.
The alignmen t of the sub-frame with the bodywill be mad e easier by positioning two thread ed
rods Mot. 1233-01 in the two front moun tings of the sub-frame on the body.
Tighten the sub-fram e mounting bolts to a torqueof:- 6.2 daN.m at the front,- 10.5 daN .m at the rear.
Refitting is the r everse of rem oval.
Fit the heat shields correctly.
Apply LLLLooooccccttttiiiitttteeee FFFFRRRREEEENNNNBBBBLLLLOOOOCCCC to the caliper mountingbolts and tighten them to the recommend ed tor-que.
Press the brake ped al several times to bring thepistons into contact with the brake p ads.
Fill:- the engine and gearbox with oil, if necessary,- the cooling circuit and bleed it (see section 19
"Filling - bleeding").
F8Q engine
Fix tool Mot. 1040-01 und erneath the sub-frame.
98755R1
Lower the lift un til the tool touches the groun d.
Remove the sub-frame moun ting bolts and take
out the engine and transm ission assembly by lif-ting the body.
NNNNOOOOTTTTEEEE :::: for any operation requiring separation of the engine, gearbox and sub-frame assembly,take care to mark the position of Mot. 1159 on thesub-frame.
Insert the pin in the eng ine at TDC, then removethe pin .
Check that the tim ing is correct on the crankshaftand camshaft side.
Slacken the tension wheel nu t and turn it slightlyclockwise using tool Mot. 1135-01 un til the twoholes of the tension wheel are lined u phorizontally.
Retighten the tension wheel nut.
b) Turn the engine at least twice (never in the
opposite direction to normal operation).
Insert the pin in the engine at TTTTDDDDCCCC then re-move the pin.
Using tool Mot. 1386, app ly a p retensioningtorque of 1 daN.m between the crankshaftsprocket and the water pum p.
Fit too l Mot. 1273 and note the tension measure-ment, which should be 20±3333 UUUUSSSS (fitting ten sion),or simp ly ad just by varying the position of thetension wheel using Mot. 1135-01 and repeat the
tensioning p rocess in (b).
Tighten the tension wheel nut to a torqu e of 5 daN.m.
IIIIMMMMPPPPOOOORRRRTTTTAAAANNNNTTTT
Following each variation of the tension wheelposition, turn the engine at least twice beforeproceeding to measu re the tension .
App ly the pretensioning of 1 daN.m wh ich allowsall belt p lay to be eliminated.
Align th e markings (L) of the crankshaft sprocketwith the fixed marking (M); the marking (N) of
the camshaft sprocket must be in the position il-lustrated below.
Slacken the nu t (O) and and release the tensionwh eel , then rem ove the belt.
(1) Tensioner direction of rotation.
- the crankshaft pulleys and hub,- th e tim in g cover.
13506R
10072S
E7J Engine
IIIIMMMMPPPPOOOORRRRTTTTAAAANNNNTTTT : The camshaft sprocket bears fivemarkings, of which only the rectangu lar one onthe su rface of one of the teeth represents TDC;the other markings are intend ed as an aid for ad-
Fit the timing belt by aligning the belt markingswith those of the camshaft, injection pu mp andcrankshaft sprockets.
13096R
Tension the timing belt by tightening a bolt ( A )on the inner timing hou sing.
Fit too l Mot. 1273 and tension the belt un til thefitting value is reached (see section 07 "Timing
belt tension").
13094R
Tighten the tension wheel nu t to 5 daN.m.
NNNNOOOOTTTTEEEE :::: it is essential to tighten the tension wh eelnut to a torque of 5 daN.m to avoid any slacke-ning w hich m ay bring about a deterioration in theengine.
Replace the crankshaft pulley bolt .
Refit the crankshaft pu lley , being sure to tightenthe bolt to a torque of 2 daN .m with an an gle of 115° ± 15°.
Refitting is the r everse of rem oval.
Refit the accessories belt (see section 07
"Accessories belt tension").
NNNNOOOOTTTTEEEE : Never refit a belt once it has been remo-ved , but rep lace it.
Remove:- the t iming belt (see method described in
section 11 "Timing belt"),- the d ip stick,- th e brake servo p ip e,- th e air filter,- the accelera tor cable,- the fuel supply and return pipes level with the
Check for gasket face bow u sing a straight edgeand a set of shims .
Maximu m d eformation : 0.05 mm.
No regrinding of the cylinder head is permitted.
RRRREEEEFFFFIIIITTTTTTTTIIIINNNNGGGG
The cylind er head is centred by two d owels at therear of the engine.
RRRREEEEMMMMIIIINNNNDDDDEEEERRRR:::: in order to obtain the correct tighte-ning of the bolts, use a syringe to remove any oilwh ich may have entered the cylinder head moun -ting bolt holes .
Grease the threads and und er the bolt heads w ithengine oil.
Tighten the cylind er head using an angular tighte-ning w rench (see section 07 "Tightening the cy-
linder head").
Tighten using tool Mot. 591-04.
Line up the reference mar ks on the timing beltwith the markings on the sprockets.
10072S
Remove the TDC pin .
Refit the timing belt (see method described inchapter 11 "Timing belt ").
D7F Engine
IIIIMMMMPPPPOOOORRRRTTTTAAAANNNNTTTT
: The cam shaft sprocket bears fivemarkings, of which only the rectangular one onthe sur face of one of the teeth represents TDC;the other markings are intend ed as an aid for ad-
Bring the engine to TDC , cylinder n. 1 in ignitionphase .
Turn the crankshaft clockwise (viewed from thetiming side ) to reach the first reference mark.
AAAADDDDJJJJUUUUSSSSTTTT :::: exhaust 1
exhaust 3
move forward to the second mark :
AAAADDDDJJJJUUUUSSSSTTTT:::: inlet 1
inlet 3
third mark :
ADJUST: exhaust 2
exhaust 4
fourth mark :
AAAADDDDJJJJUUUUSSSSTTTT:::: inlet 2
inlet 4
10072S
99905S
Refitting is the r everse of rem oval.
Remove the tool retaining the engine on the sub -frame, Mot. 1379.
NNNNOOOOTTTTEEEE :::: tightening the inlet manifold :- progressively hand tighten the six nuts untilthe inlet man ifold comes into contact with thecylinder head, then tighten them to a torqueof 1.5 daN.m,
- fit the upper bolts and tighten them to a tor-que of 0.9 daN.m.
Bring the exhau st valve of cylind er n° 1 to the fully open position, then ad just the inlet valve clearance forcylinder n° 3 and the exhaust valve clearance for cylind er n° 4.
Follow the same method for the other cylind ers, in the order show n by the table below.
Inlet valve to be ad ju sted . Exhau st valve to be ad ju sted .Exhau st valve to be opened .
- the hoses and connectors of the cylinder headcoolant p ipe housing outlet,
- the connect ion at (1) using tool Mot. 1311-06,
13097R
99461R
- the air filter assembly by disconnecting theEEEEGGGGRRRR solenoid valve and the air temperaturesensor (unclip the fuel supp ly pipes from theair filter h ousing),
- th e air in let p ip e- the accelerator cable- the feeds for the heater p lugs ,- the connector of the injector with sensor,
along with the fast idle solenoid va lve connec-tor (5),
- the fuel supply and return unions at (A) and(B).
Disconnect conn ector (6) from the d iesel fuel fil-ter, remove it from its sup port and move the die-sel fuel filter p ipe assembly to one side.
Place bracket Mot. 1159 at the mou nting of thecoolant pipe on the cylinder block, then removethe engine supp ort tool.
Slacken the mou nting bolts for the lower timingcover, without removing them . 99173-1R
13093R
Remove :- the accessories belt tensioning system,- the cy linder head bolts.
Release the cylinder head by setting aside thelower part of the lower camshaft housing,withou t causing the cylinder head to pivot, sincethis is centred by the two dowels at ( C ).
Using a syringe, extract any oil wh ich may haveentered the cylinder head mounting holes .
This is necessary in ord er to obtain the correcttightening of the bolts.
Protect the oil outlet duct in order to prevent anyforeign bod ies from entering the oilways in thecylinder h ead.
Failure to take this advice could lead to the
blocking of the oilways, resulting in a rapid dete-
Clean the piston head s in ord er to eliminate anytraces of dep osits.
Turn th e crankshaft in its opera ting directiononce, to bring piston n° 1 close to TTTTDDDDCCCC ....
Fit tool Mot. 252-01 on the piston .
Fit tool Mot. 251-01, complete with d ial gaugeMot. 252-01. on the plate Ensure that the dialgauge measu ring pin is in contact with the cylin-der block; then locate the piston TTTTDDDDCCCC....
NNNNOOOOTTTTEEEE : All measu remen ts are to be carried ou t inthe longitud inal axis of the engine, in order to eli-minate an y errors du e to tilting of the piston.
Replacement of valve adjusters 11RRRREEEEPPPPLLLLAAAACCCCEEEEMMMMEEEENNNNTTTT OOOOFFFF VVVVAAAALLLLVVVVEEEE AAAADDDDJJJJUUUUSSSSTTTTEEEERRRRSSSS
In order to carry ou t this operation it is necessaryto remove the inlet and exhau st manifolds (seesection 12 Inlet/Exhaust Manifolds) .
Fully open the valve concerned (by turning theengine in its operating d irection).
Insert tool Mot. 1366-01 into the duct concerned .
11231R
For inlet valves
Turn the engine in the opera ting direction,inorder to bring the valve into contact with toolMot. 1366-01 (rotate the camshaft by 90° in
relation to the fully open position).
For the exhaust valves
It is v ital to turn the eng ine in the opposite direc-
tion to normal operation (in ord er to avoid thelocking of the engine), until the valve comes intocontact with tool Mot. 1366-01 (rotate camshaftby 90° in the relation to the fully open p osition).
Extract the valve adjuster using a screwd river and
a m agnetic tool.
11232-1R
NNNNOOOOTTTTEEEE : du ring the refitting of the valve adjuster,extract any oil which may be in the bottom of thepu shrod bore ( C ) .
The main function of this feature is to avoid anyfires that may result from the leakage of fuel du -
ring an acciden t. In order to achieve this, allcomp onents pum ping fuel from the fuel tank willautomatically stop functioning du ring and imme-diately after the impact. They can then on ly bemade to op erate again by a m echanical action car-ried out by the driver or the repairer.
DDDDEEEESSSSCCCCRRRRIIIIPPPPTTTTIIIIOOOONNNN
The system consists simp ly of an inert ia switch (1),which:- d etects th e im pact,- and thus cuts off the electrical circuit.
13051R
This is fitted :• in petrol engines , between track 1 of the
pum p relay (236) and the + 12 V supply ,
• in diesel engines , between th e + supply andthe electrical solenoid (or the coded solenoidvalve if the vehicle is fitted w ith an engine im-mobiliser).
Dur ing the impact, the ball of the inertia switchmoves up and interrup ts the electrical connec-tion.
In petrol engines , the + supp ly of the pum p relaycontrol circuit (236) is cut. Neither the p um p orthe injectors will receive any further sup ply of electricity .
The fuel contained in the tan k is actually isolated.
In diesel engines, the + sup ply of the electricalsolenoid or of the coded solenoid is cut off.
The pum p can n o longer take in fuel, and there isno longer any high pressure. All risk of fire due tothe outlet of diesel fuel at high pressu re onto theengine is removed.
In ord er to r eset the inertia sw itch, it is sufficientto press it dow n in ord er to replace the ball bea-ring in its original position .
IIIIMMMMPPPPOOOORRRRTTTTAAAANNNNTTTT:::: for petrol engines , , having resetthe sw itch, it is VVVVIIIITTTTAAAALLLL to erase the memory of thecomp uter, using the XXXXRRRR22225555. The injection compu-ter will memorise a pump relay fault once thesystem has gone into operation .
Press on the tool to lift the two retaining clips,then pu ll on the un ion.
Remove the two bolts (5) moun ting the injectorgallery on the man ifold.Slide the injector gallery, along w ith the injectors,between the man ifold and the cylinder head .
Extract the injector gallery from the right han dside of the veh icle.
NNNNOOOOTTTTEEEESSSS ::::The fuel pressu re regulator (6) is clippedto the injector gallery.
There is an intermed iate connector (7) betweenthe injector connector (8) and the compu ter.
10046R
Disconnect the fuel supply pipe (4) using the toolMot. 1311-06 with the largest section (the fuelsupp ly pipe is equipped w ith a removal toolwhich is attached to the connection incorporated
Connect a piece of pipe to the h ose and p lace this
into a 0-2 000 ml graduated measuring cylinder.
Shu nt term inals (3) and (5) of relay (K) on the DF7
engine, or for the EEEE7777JJJJ engine shunt at (L) on thefuel pu mp relay (which is located in the enginefuse box ). In one minute, the pum p flow mu st bea minimum of 1.3 litres with a voltage of 12
volts.
If the fuel flow is low, check the pu mp feed vol-tage (app roximately 10 % reduction in flow for avoltage drop of 1 Volt)
When the ignition is switched off, the coolant temp eratu re monitoring mod e begins.
E7J Engine
Monitoring mod e
Water temperatur e≥ 101°C
Coolant temp erature ≤ 96°CCooling fan assembly control time
≥ 10 minu tes
Cooling fan assembly stops
Exit from m onitoring mod e
The mon itoring mod e is left 2 minutes after switching off the ignition in cases where th e coolanttemperature is not greater than or equal to 101°C or once the coolant temp eratu re falls below 92°C.
The use of electronic injection in Diesel engines has a llowed th e operationa l power of these engines to beoptimised, thus redu cing the emission rate of pollutan t gases.
The system consists of a comp uter, w hich receives information from:
- the coolant temperature sensor,- the a ir temperatu re sensor ,- the engine speed sensor ,- the vehicle speed sensor ,- the load poten tiometer ,- the injection start sensor, which forms part of the injector of cylinder n° 3 (injector with sensor).
It controls :- th e in jection pu m p :
• the a ltimet ric corrector (F8Q 630) via a relay• the advance so lenoid valve.
- the cold engine starting system (heater plugs and pre-postheating unit),- the exhaust gas recycling system (EGR),- the diesel injection fault warning light,- the preheating warning light,- the solenoid valve controlling the fast idle speed LDA,- the relay controlling the power assisted steering electric pu mp assembly (for vehicles with air conditio-
ning), the pum p assembly is sup plied once the engine speed exceeds 650 rpm.
It carries out a self d iagnosis procedure wh ich may be visua lised throu gh the XXXXRRRR22225555.
On the injection p um p it is possible to replace:- the load poten tiometer ,- the advance so lenoid valve,- the a lt imet ric corrector ,- the elect rica l so lenoid .
1 EGR valve and solenoid valve2 Air temperature sensor (white connector)3 Coolant temperature sensor (white connector)4 Diesel inject ion computer5 Fu el filter6 Pre-postheat ing plug relay housing7 TDC sensor8 Fast id le solenoid valve9 Electrical solenoid / coded solenoid
10 Digital DPC inject ion pump
11 Load poten tiometer12 Advance solenoid valve13 Alt imetric corrector14 Injector with sensor (needle lift)
1) Pull the yellow guide to release the terminalconnectors, then p ress on the two tabs oneach side of the connector.
2) Extract the yellow guide.
3) Pull the wire to be removed.
4) The terminal connector is secured by twotabs, one on each side ; using a screwd river,move on e of these to one side (the action of pu lling on the wire prevents the tab fromgoing back into p lace).
5) Using a screwdriver, move the other tab toone side.
The terminal connector can now be removed fromthe connector.
Remove the p rotective sheath group ing the pu mp
actuators.
Remove the p rotective cover from th e solenoidvalve.
It is VVVVIIIITTTTAAAALLLL to remove the small filter (3) situated a tthe bottom of the system, using a pair of thin-
nose pliers, and replace with a new filter.
The outer part serves as a seal and locks ontightening the actuator.
Replace, in the following order : the seal at (4) of the "banjo" retu rn connection (5) ; the newactivator (1) fitted with an external filter, alongwith the the two seals at (6) and (7).
Tighten the actuator to a torque of 3 daN.m
using socket Mot. 997-01.
Place the n ew protective cover (2)on the actuator.
Reconnect the two terminals to the connector.
Reconnect the connector itself.
Replace the protective sheath on the w iring,along with the retaining clip.
Bleed the d iesel circuit using the priming pu mpbefore starting the engine.
It is IMPERATIVE to erase the computer memory
by pressing G0**.
It is vital to road test the vehicle after theoperation.
1) Pull the yellow guide to release it from theterminals, then press the two tabs on eitherside of the connector.
2) Extract the yellow guide.
3) Pull the wire to be removed.
4) The terminal is held in place by two small tabs,one on each side; using a screwdr iver, moveone of the tabs to one side (the action of pu lling on the w ire prevents the tab fromgoing back into p lace.
5) Using a screwdriver move the other tab to oneside.
The terminal may now be removed from theconnector.
Remove the p rotective sheath group ing the pu mp
actuators.
Remove the p rotective cover from th e solenoidvalve.
Remove the altimetric corrector (1) using toolMot. 1440.
It is VVVVIIIITTTTAAAALLLL to remove the sm all filter (2) situa ted a tthe bottom of the system u sing a pair of thin -
nosed p liers, and replace it with a n ew one.
Tighten the actuator (1) to a torqu e of 3 daN.m
using th e socket Mot. 1440.
Place a new protective cover on the actuator.
Reconnect the tw o termina ls to the connector.
Reconnect th e connector.
Replace the protective sheath on the wiring,along with the retaining clip.
Bleed the d iesel circuit using the priming pu mpbefore starting the engine.
It is IMPERATIVE to erase the computer memory
by pressing G0**.
It is vital to road test the vehicle after thisoperation.
13128R
F8Q 662
FFFFUUUUNNNNCCCCTTTTIIIIOOOONNNN :::: it acts on the flow in prop ortion to altitud e ; if the vehicle is runn ing atan altitud e greater than or equal to 1 000 metres, the compu ter redu ces the flow by3 mm3 / stroke. The conven tional flow is reestablished if the vehicle runs at an alti-tud e lower than 900 metres.
On this type of vehicle, the replacement of thesolenoid valve and of the coded electronic un it (A)requ ires the removal of the injection pum p fromthe engine.
RRRREEEEMMMMOOOOVVVVAAAALLLL
With the pum p on the bench, remove the protec-tive fittings at (B).
These are secured by shea r bolts which may be re-moved either :- using a small cold chisel or a punch and hitting
on the conical heads of bolts (C), (D) and (E)to loosen them,
- using tool Mot. 1372 for bolt (F), drilling it
using the 4 mm diameter drill (drilling depthapproximately 4 mm) and the large diameterdr illing guide tube on the fitting side (2).Use extractor (3) and its handle to remove it .
RRRREEEEFFFFIIIITTTTTTTTIIIINNNNGGGG
Tighten the fuel cut off solenoid v alve to a torqueof 2 daN.m.
Refit a heat shrink cover on the fuel cut off sole-
noid, ensuring th e wiring is correctly routed .
Refit the fittings using shear bolts and observingtheir location and th at of the spacers,(depen ding on fitting).
IIIIMMMMPPPPOOOORRRRTTTTAAAANNNNTTTT :::: using a torque wrench, tighten thebolts, then rem ove the bolt head s by bendingthem u sing a tube inserted in the bolt heads.
Location of bolts :
D : ∅ 5 x 25 mm ; torque = 0.55 daN .m
C and F : ∅ 6 x 40 mm ; torqu e = 1.2 daN.m
E : ∅ 5 x 33 mm ; torque = 0.55 daN .m
Refit the cable of the fast idle speed LDA andtighten the cable grip, leaving 2 mm play.
In the factory, vehicles are prog ram med with the full load p osition. (memorising the voltage delivered by thepoten tiometer in the full load position). This value is used to ad just the load p otentiometer after it has beenreplaced. It is therefore essential, if the diesel injection compu ter has to be replaced du ring the vehicle’s li-fetime , to carry out this program ming (G31*).
If it is necessary to replace the load potentiometer, in order to adjust it we comp are the voltage delivered bythe potentiometer in full load position, w ith the value mem orised. The new potentiometer is said to be cor-rectly adjusted w hen the two voltages are equal. This is displayed on th e XXXXRRRR22225555. G32* indicates the d iffe-rence in voltage between the value mem orised and the one from the potentiometer. The ad justm ent is cor-rect if this value is equal to 0 in the full load p osition.
The potentiometer and the compu ter cannot be replaced at the same time (if necessary, replace the poten-tiometer first and then the computer).
Remove the three terminals for the load p otentiometer from the 10 track pu mp connector (see methoddescribed in section 13 "Advance sol enoid valve").
Remove the two bolts mou nting the faulty potentiometer, extract this, and fit the new potentiometer .Han d tighten the tw o bolts mou nting the potentiometer bu t do not lock them - it should be p ossible to turnthe potentiometer body .
Connect the XXXXRRRR22225555, and sw itch on th e ignition.
Set the selector to S8 .
Enter code
Press dow n on the accelerator ped al (full load p osition). Do not act directly on the load lever.
Holding the full load position, turn the potentiometer body un til the value 0 app ears on the XR25 display (if you are too far from the 0 value, the screen will display HL , which m eans "Hors Limite"= "Off limits". Justto turn the potentiometer body to obtain the display of a decimal value).
Tighten the two bolts mou nting the potentiometer in the full load position, when the value read is 0.
The vehicle may have tw o types of PPPPAAAASSSS assembly :- a PPPPAAAASSSS assembly including a high pressure pu mp driven by a belt. In this case, the comp uter mu st be
configured without PAS : enter G50*9* on the XXXXRRRR22225555,- a PPPPAAAASSSS assembly with a pu mp assembly which is driven electrically and controlled by the injection compu -
ter. ( this type of PPPPAAAASSSS is fitted in all vehicles which are also equipp ed w ith AC). In this case, the compu termu st be configured with PAS : enter G50*8* on the XR25.
IIIIMMMMPPPPOOOORRRRTTTTAAAANNNNTTTT :::: accord ing to the above explanations, only two types of combination are possible for the illumi-nation of bargraphs 18 an d 19.
Vehicle with AC
and PAS pump assembly
Vehicle without AC and PAS pump assembly
(with conventional PAS)
18
19
18
19
DA
CA
NNNNOOOOTTTTEEEE :::: if the comp uter has been replaced, remember to carry out the program ming of the load potentio-meter full load position (see "Load potentiometer "section ).
The needle lift sensor is integrated to the injectorholder (cylinder n° 3). Its function is to tran smitthe m ovemen ts of the injector needle to thecompu ter. This allows the start of injection to beded uced. The compu ter processes this informa-tion and uses it to comp are the advan ce reques-ted to the ad vance corrector on the pu mp to theadvance actually app lied . In this way, the systemwor ks as a closed loop.
Tooling requ ired for the removal of the injector :Mot. 997-01.
Tightening torque: 7 daN.m.
NNNNOOOOTTTTEEEE :::: it is possible to m odify tool Mot. 997 bymilling the socket at (A), throu gh which passesthe connector of the injector w ith sensor (B).
The pre-postheating function is controlled by thecomputer, which controls the preheating plug re-lay housing.
1) Ignition - Preheating
The preheating p rocess is divided in twophases :
a) Variable preheating
This is dep end ent on the coolant temp era-ture, on the battery voltage and on alti-tud e (internal comp uter sensor) wh en theignition is switched on (the preh eating
warning light illuminates).
b) Fixed preheating
After the p reheating w arning light hasextingu ished (variable prehea ting), the
plugs remain fed for 8 seconds before theengine is started .
2) Starting the engine
Dur ing the action of the starter motor, thefour plugs are fed continuou sly.
3) Engine running - Postheating
The postheating also may be d ivided in twophases:
a) Fixed postheating
After starting the engine, the plugs aresupp lied simu ltaneously for a period of 10
seconds .
b) Variable postheating
Variable postheating begins wh en fixedpostheating end s. The time d uring w hich
the plugs ar e fed (continuously) dependsupon :- the coolant temperature- the engine speed ,- the load (load potentiometer on pump
lever ).
Maximum p reheating limit (battery vol-tage lower th an 9.3 volts and altitud e hi-gher than 2 000 m).
Minimum preheating limit (batteryvoltage greater than 10.5 volts altitudelower than 350 m).
- if the engine speed fa lls to 650 rpm and thevehicle speed is lower than 15 mph (25 km/ h)(engine start improvement program ming).The fast idle speed is cut off once the speedbecomes > 850 rpm
NNNNOOOOTTTTEEEE ::::
- Fast id le speed operational :• so lenoid valve not operated ,• cable loose, and not tensioned.
- N om in al id le sp ed :• solenoid valve operated• cable ten sion ed
SSSSPPPPEEEECCCCIIIIAAAALLLL FFFFEEEEAAAATTTTUUUURRRREEEESSSS :::: once the AC has beenselected on the instru men t pan el, the fast idlespeed function is activated .
The fast idle speed function is controlled by thecompu ter via a solenoid valve operating the d ia-phr agm (versions with or without air conditio-ning).
The fast idle speed control becomes opera tional :- if, on switching on the ignition, the coolant
The electrical conn ection :- from the air cond itioning computer to the diesel injection computer consists of one wire. This track only
carries the information that the AC is operating. From this, the d iesel injection compu ter dedu ces the ACselection information : track 11,
- from the diesel injection compu ter to the air conditioning comp uter consists of one wire. This trackcarries all information regard ing authorising and preventing opera tion of the compressor : track 19.
Dur ing certain stages of opera tion, the diesel injection comp uter stop s the compressor from functioning.
Engine start programming
After the engine has started runn ing, the compressor is prevented from functioning for 3 seconds .
Performance return programming
If the full load position is detected, the AC compressor is preven ted from functioning for 8 seconds.
Stalling prevention programming
If the engine speed is lower th an 650 rpm., the compressor is automatically cut off. It will only be allowed tofunction again if the engine speed exceeds 775 rpm.
If there is a fau lt with one of the comp onents listed below, the comp uter en ters "defect mode", which mean sthat replacement values are u sed to ensure engine operation.
Faulty
component
Set values (for replacement)
Advance
corrector
Pre-postheating
timeEGR function Fast idle speed AC function
Coolant sensorRunning time
function
Preheating : -30°CPostheating :80°C
Cu tRunning time
function-
Air sensorTemperature
= 22°C- Cut - -
Loadpotentiometer
100 % load leverposition
Postheating:30 % load leverposition
Cut -20 % load lever
position
Altitud e sensorAltitude= 900 m
Altitude= 900 m
Cut - -
Battery16 V < U < 6 V
Ubatt = 13.5V Not controlled - - -
TDC sensor
Minimum
advanceSolenoid v alve
fully openposition
Postheating :Not controlledun til ignition isswitched off then on again
- the suspended engine mounting housing (1),- the inject ion pump pulley housing (2).
DI1302-1
Pin the engine using tool Mot. 1054. For thisoperation, turn the engine so that the ind ex of the camshaft sprocket is in line with the m arkingon the timing cover (use a mirror).
IIIIMMMMPPPPOOOORRRRTTTTAAAANNNNTTTT :::: the engine mu st only be rotated byturning a wheel, in 5th gear, and in its operatingdirection; if it is accidentally tu rned in theopp osite direction, repeat th e operations forchecking and ad justing the timing.
Turn th e engine twice in the op erating d irection
(moving one w heel and having engaged 5thgear).
Remove the timing shaft plug situated on th epum p cover.
Fit tool Mot. 1079 and zero the dial gauge onpu mp cam "rest" zone (this operation w ill bemad e easier by tu rning the engine in its operatingdirection).
NNNNOOOOTTTTEEEE :::: in order to obtain a precise adjustment,
and to avoid br inging the d ial gauge to its limit, itis advisable to ad just it to 1 mm .
Fit tool Mot. 1317 or Mot. 1200 to imm obilise thepulley.
98694R2
IIIIMMMMPPPPOOOORRRRTTTTAAAANNNNTTTT :::: slightly loosen the bolt (1) usingtool Mot. 1359 (take care - left hand thread) sothat the flange (B) can rota te freely.
Fit tool Mot. 1358 into the three openings of flange (B).
Turn the tool - flange assembly so that the three
pins of the tool fit into the three slots in the ad - justing ring bolt.
12312R2
Turn the tool-flange assembly clockwise until toolMot. 1358 locks, thu s allowing the pu lley to beplaced at th e start of timing position .
Remove the immobilising tool Mot. 1317 orMot. 1200.
Turn the engine tw ice in its operating d irection(moving one w heel and having engaged 5thgear).
Fit too l Mot. 1079 and zero the dial gauge onthe pum p cam "rest" zone (this operation will bemad e easier by tu rning the engine in its operatingdirection).
NNNNOOOOTTTTEEEE :::: in order to obtain a precise adjustment,and to avoid br inging the d ial gauge to its limit, itis advisable to ad just it to 1 mm .
91258R2
Components of tool Mot. 1079
A Tim ing p inB Dia l gauge suppor tC 30 mm dial gauge
- Turn the engine s lowly until the pinpen etrates in the slot in the crankshaft.
- Using tool Mot. 1358, set the timing,turn ing the tool anticlockwise until the timing
value is obtained .
- The value is marked on the load lever.
NNNNOOOOTTTTEEEE : if the timing va lue is exceeded d ur ingad justm ent, bring the engine back by onerevolution , to recuperate the play using toolMot. 1358 , then rep eat the previous timingphase.
Leave pin Mot. 1054 in p lace.
Slightly pretighten bolt (1) using tool Mot. 1359,
to a torque n ot exceeding 2 daN.m (left handthread).
IMPORTAN T : the torque wrench used for this
operation must operate to the left .
Remove the pin Mot. 1054.
Fit too l Mot. 1377 or 1200 to imm obilise thepulley.
Turn the eng ine by hand anticlockwise to bringthe locking tool into contact w ith the p ulley.
Tighten bolt (1) to a torque of 9 daN.m, usingtool Mot. 1359.
Turn the engine over twice and check the pu mptiming once again.
Lock the eng ine using tool Mot. 1054, accordingto the following procedu re :
- Turn the engine in i ts operating direction (clo-ckwise from timing end ).
- Locate the spot on the camshaft pulley wherethe reference mar k will appear .
- Stop the engine from turn ing half a toothbefore the two reference marks align.
Whilst the engine is warm, accelerate to full load ;the engine speed mu st be between 4 500 an d4 700 rpm (this adjustm ent can only be carriedout in a Renault Injection Centre workshop).
• No load position not recognised (if there is afault in the throttle potentiometer sensor, thecondition of no load p osition not r ecognised isreplaced by an engine speed cond itionR > 1500 rpm.).
It is possible to visualise the cyclical opening ratiofor the canister bleed solenoid using the XXXXRRRR22225555
No load p osition not recognised (if there is a fau ltin the throttle potentiometer sensor, thecondition of no load p osition not recognised isreplaced by an engine speed cond ition
R > 1500 rpm.).
Outside richness regulation
• Coolant temp erature greater than 50°C.
• Air temp erature greater than 15°C.
• Full load position recognised (function of engine speed and manifold pressure).
If there is a fault in the oxygen sensor, bleeding is
permitted outside of no load conditions.
It is possible to visualise the cyclical opening ra tiofor the canister bleed solenoid using the XXXXRRRR22225555
1 Cylind er head2 In let m an ifold3 Oil vapour rebreathing pipe connected
up stream from the throttle body (the circuit is
used for med ium and high loads)4 Oil vapour rebreathing pipe connected
dow nstream from the throttle body
CCCCHHHHEEEECCCCKKKKIIIINNNNGGGG
To ensure the correct operation of theantipollution system, it is impor tant to keep theoil vap our r ebreathing system clean and in goodworking condition.
1 EGR valve2 EGR solenoid (ON/ OFF)3 Vacuum pump4 Engine5 Exh au st m an ifold6 In let m an ifold7 Air filter8 In jection compu ter9 Coolant temperature sensor
In order to rem ove the steel pipe connecting theEGR valve to the air filter, it is necessary toremove the EEEEGGGGRRRR valve .
12871R1
F8Q Engine
13047-1R2
To remove the EEEEGGGGRRRR solenoid (2), remove the airfilter .
To remove the EEEEGGGGRRRR valve (1), rem ove th e air filterfirst, and replace the seal between th e solenoidvalve and th e inlet manifold after each remova l
Exhaust gas recirculation (EGR) 14The EGR is controlled by the comp uter v ia anON/ OFF solenoid valve.
The operation of the EEEEGGGGRRRR solenoid valve is de-pend ent up on the following param eters :
- th e air tem p eratu re,- the coolant temperatu re ,- the altitu de,- the posit ion of the load lever ,- th e veh icle s peed ,- the engine sp eed .
The EGR function is cut if :- the air tem peratu re < 16°C or- the coolant temperatu re < 45°C or- the engine speed/ load potent iometer value is
greater than a certain threshold .The EGR is cut after operating at id le speed for 40
seconds (at zero veh icle speed).
Once the vehicle speed > 25 mph (40 km/ h), theEGR is operational aga in. It w ill be cut again after 40 seconds of operating at idle speed at zero ve-hicle speed.
XR 25 bargrap h 14 RH is illum inated if the EGR
function is permitted. In order to determ ine if the
EGR is actually controlled, u se #24. if the valu e isdifferent from 0, the EGR is activated .
The OPTIMA 5800 diagnostic station allows the alternator to be checked by measu ring the voltage and cur -rent delivered , w ith or w ithout electrical consum ers .
NNNNOOOOTTTTEEEE :::: the Amps clamp used for this station is of the ind uctive type (measurement range: 0 to 1 000 A). Itis fitted withou t disconnecting the battery , which allows the the computer memory and adaptive informa-
tion to be saved.
Fit the Amp s clamp directly at the alternator outpu t, with the arrow pointing towards the alternator (any in-correct positioning is d etected by the station).
The measuremen t is carried out in three stages :- measurement of the battery voltage, ignition off,- measurement of the regulated voltage and of the current supp lied, without consumers,- measurement of the regulated voltage and current supp lied, with a maximum n umber of consumers.
On completion of the test, the values noted w ill lead to the following fault find ing messages :- Battery voltage, no load < 12.3 V = battery uncharged.
Without consum ers :- Regu lated v oltage > 14,8 V = > regu lator faulty ,- (regula ted voltage, no load < 13.2 V) or (charging curren t< 2 A) = >charging fault.
With consum ers :- Regu lated v oltage > 14.8 V = > regulator faulty,- Regu lated v oltage < 12.7 V = > it is necessary to check the alternator su pp ly in relation to its specifica-
tions :
EngineCurrent (amps)
D7F E7J F8Q
Nominal current 70 75 75
Minimu m current wh ich the alternator mustsup ply, all consum ers connected
If the electrical sup ply measu red is too low, check:
- the wear of the alternator (brush...),- the bat tery connect ions,- th e en gin e ear th str ap ,- the conformity of the alternator,- the belt ten sion .
If the electrical supply m easured is correct and the regu lated voltage is too low, the alternator is not faulty.
The cause of the problem is to be attributed to one of the following sources :- the vehicle has too many electrical consumers,- the bat tery is d ischarged .
Disconnect the batter y as well as all electricalconnections leading to the alternator .
Remove :- the alternator belt and that of the power as-
sisted steering pu mp for the D7F engine (if
fitted),- the alternator.
RRRREEEEFFFFIIIITTTTTTTTIIIINNNNGGGG
Refitting is the reverse of rem oval.
D7F Engine
Tensioning of the a lternator belt is carried ou tusing the locally manufactured tool shown be-low (threaded rod 100 mm in length (X) and threeM6 nuts).
Checking of the starter motor is carried ou t using the OOOOPPPPTTTTIIIIMMMMAAAA 5555888800000000 , by measuring the battery voltage andthe current absorbed in the engine starting phase. The following operation faults may be highlighted :- a fault in the battery ( the voltage falls du ring the starting phase),- locking of the starter motor (the current absorbed is too high),- a fault in the engine starter gear (the current absorbed is too low).
In order to carry out the measur emen t, it is necessary to stop the vehicle from starting :- for D7F an d E7J engines : disconnect the engine speed sensor (located on the clutch housing ,- for FFFF8888QQ Q Q engines : disconnect the pu mp electrical solenoid and isolate the termina l.
NNNNOOOOTTTTEEEE :::: - an open circuit on the engine speed sensor or the ignition creates a fault memorised by the injection
comp uter, this fault must then be erased from the memory using the XXXXRRRR22225555 (see " Injection" section),- if the engine is fitted w ith an imm obiliser, it is sufficient to lock the doors using the remote control.
The injection comp uter (120), dep end ing on th einformation received from various sensors, butprincipally depend ing on the engine speed andload, 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 opera ted.
The spark is created at the two cylinders at TDC bycutting the earth to the coil concerned .
CCCCOOOOIIIILLLLSSSS ((((1111))))
There are two coils. They are of the dual outpu ttype (they cannot be separated in the DDDD7777FFFF en -gine ).
They are controlled separa tely by the compu ter.
They create two sparks simultaneou sly.
Both coils are connected to an anti-interferencecondenser.
99931-1R2
D7F Engine
E7J Engine
13242R
Special features of the E7J engine
The coil at (2) has a black electrical conn ector. Itcreates a spark simu ltaneously at cylind ers 1 an d4. It is controlled by track 28 of the injectioncomputer.
The coil at (3) has a grey electrical connector . Itcreates a spa rk simu ltaneously at cylinders 2 an d3. It is controlled by track 29 of the injectioncomputer.
• 35 track SSSSAAAAGGGGEEEEMMMM or MMMMAAAAGGGGNNNNEEEETTTTIIII MMMMAAAARRRREEEELLLLLLLLIIII compu ter for vehicles without op tions.
• 55 track SAGEM comp uter , SSSSAAAAFFFFIIIIRRRR or MMMMAAAAGGGGNNNNEEEETTTTIIII MMMMAAAARRRREEEELLLLLLLLIIII ttttyyyyppppeeee for versions with air conditioning.
• Semi-sequential multipoint injection. Injectors contr olled two by two (injectors for cylinder s 1 an d 4 fol-lowed by injectors for cylinders 2 an d 3).
• Semi-static ignition with dua l single unit coils.
• Canister bleed solenoid valve controlled by RCO signal.
• Computer configuration depending on gearbox type (manual gearbox or automatic transmission).
• The maximu m engine speed p ermitted is 6 200 rpm.
• Idle speed correction dep ending on :- battery voltage,- air con dition in g- power assisted s teering pressostat .
• Injection warning light on instrum ent panel not operational.
1 Coil2 Air filter3 Oxygen sensor4 Absolu te pressure sensor5 Throttle position potentiometer6 Idle regulation s tepping motor7 Air temperatu re sensor8 In jection compu ter9 In ertia sw itch
10 Lockin g relay11 Fu el p um p relay12 TDC sensor13 Fuel vapour recycling solenoid valve14 Coolant temperature sensor15 Tool for removing spark plug leads16 Pin kin g sen sor17 Power assisted steering pressostat18 Pressu re regula tor19 Anti-interference condenser20 Fuel vapour absorber (canister)
1 Fuel vapour recycling solenoid valve2 Air filter3 Pinkin g sensor4 Absolu te pressure sensor5 Idle speed regulation stepping motor6 Throttle position potentiometer7 Air temperatu re sensor8 In jection compu ter9 In ertia sw itch
10 Fu el p um p relay11 TDC sensor12 Coolant temperature sensor13 Oxygen sen sor14 Coil for cylinders 2 - 315 Power assisted steering pressostat16 Coil for cylinders 1 - 417 Fuel vapour absorber (canister)18 Anti-interference condenser
244 Injection coolant temp eratu re sensor andcoolant temp eratu re indication oninstrum ent panel.3 track sensor, of which two tracks are
allocated to the injection coolanttemperature information, and one to theindication of the coolant tempera ture onthe instrum ent pan el.
259 Warn ing coolant temperature switch forinstrum ent panel.
Operating principle
Sensor 244 allows :- the coolant temperature to be shown on the
instrum ent panel,- the injection computer to receive constant in-
formation on the engine coolant temperature.
The injection compu ter, depending on the co-olant temperature, controls :- the in jection system,- the cooling fan assembly .
The engine cooling fan assembly is controlledat fast speed (both slow and fast speed s are
controlled by the a ir conditioning system) if the temperatu re is greater than 99°C. If thetemp eratu re falls below 96°C, it cuts off au tomatically ( if a check has to be carried ou t,ensu re that the air conditioning is not opera-tional).
• Vehicles not equipped with the immobiliser function:
When the ignition is switched on, the warning light illum inates constantly for 3 seconds , then extin-guishes.
• Vehicles with immobiliser function deactivated:
When the ignition is switched on , the injection w arning light illuminates constantly for 3 seconds an dthen extinguishes.
When th e doors are u nlocked, the red imm obiliser light, which was p reviously flashing, extin-guishes.When ignition is switched on, it illuminates for 3 seconds , then extinguishes.
• Vehicles with immobiliser function activated:
When the ignition is switched on , the compu ter does not recognise the code, and stops the engine fromstarting. The injection warn ing light rem ains illum inated for 3 seconds and then extinguishes.
Before the ignition is switched on, the red immobiliser light flashes. On switching the ignition on, itflashes more rap idly.
If a fault is detected in the imm obiliser system w hilst the engine is runn ing, the injection w arning lightflashes in the engine speed range between idle speed and 1 500 rpm approximately .
• Fault in a component of the injection system
The warn ing light is illum inated if a fau lt has been detected in:- th e p ressu re sen sor ,- th e veh icle sp eed ,- the throt tle potent iometer ,- the idle speed regulation stepping motor.
All computers are sup plied uncoded , but are capable of being p rogramm ed w ith a code.
When replacing the compu ter, the vehicle code m ust be program med in and then a check must be mad e toensu re that the imm obiliser system is operational.
To do this, it is sufficient to carry ou t the following op erations:- turn the ignition on for a few seconds and turn it off again,- remove the key to guarantee the immobiliser function.
Each time the injection compu ter is replaced, it must be program med w ith the type of gearbox (manu al or
au tomatic) wh ich is fitted in the vehicle. The comp uters are d esigned to function with either typ e of gearbox.
Method for configuring the computer
Connect the XXXXRRRR22225555
Select S8
Switch on the ignition
Enter D13 then
For vehicles fitted with manual gearbox :
Enter G50* 2*
For vehicles fitted with automatic transmission :
Enter G50* 1*
if the configur ation has not been made
To ensure that the compu ter has memor ised the da ta correctly, switch the ignition back on , using fault fin-ding fiche n° 27; the fault bargraph 22220000 LLLLHHHH should be extingu ished, wh ilst the 19 LH or RH status bargraph
- between the air conditioning computer and the injection computer consists of a single wire (track 5).This track carries two types of information :- the fast idle speed request information . For this information to be transm itted to the injection
compu ter , two cond itions mu st be fulfilled :• the air conditioning function must have been selected on the control panel ,• the pressure in the air conditioning circuit must be greater than a certain threshold.If this information is transmitted, the fast idle speed is obtained (it is therefore normal thatsometimes, when the air conditioning is switched on , engine idling, there is no fast idle speed ).
- the Absorbed Power information. This information has no influence on the idle speed . It simp lyinforms the injection comp uter of the torque value taken up by the compressor; the comp uter, inturn, acts on the idle speed regulation solenoid. The absorbed power may be visualised using theXXXXRRRR22225555. When the air cond itioning is switched on , #44 should be between 300 and 5 000 watts.IIIIMMMMPPPPOOOORRRRTTTTAAAANNNNTTTT:::: the value at #44 or idle speed is never equ al to 0, whatever the status of thecompressor, off or on . The minimu m value w hich m ay be read using #44 is app roximately 300
watts.- between the the injection computer and the air conditioning computer consists of a single wire (track
51). This track carries the information regard ing the auth orisation or pr evention of compr essoroperation.
Dur ing certain operating phases, the injection compu ter preven ts the comp ressor from op erating.
Programming when starting engine
The comp ressor is prevented from functioning for 10 seconds after starting the engine .
Recovery of performance ( D7F engine)
Depending on the torque required by the driver and on the pow er absorbed by the air cond itioningcompr essor, the injection compu ter stops or allows the operation of the comp ressor .
Anti-stalling function (D7F engine)
If the no load p osition is recognised , and the engine speed is lower th an 600 rpm, and if the pow er absorbedby the compressor is greater than 300 watts, the compressor disengages .
It engages again if:- the no load position is recognised w hen the engine speed reaches 850 rpm.,- if the no load position is not recognised w hen the engine speed reaches 1 800 rpm.
Thermal protection programming ( E7J engine )
The compressor does not engage in cases where the coolant temperatu re is greater than or equal to +
115°C.
Over-revving protection (E7J engine )
The comp ressor is prevented from operating if the engine speed is greater than 5 900 rpm.
The injection compu ter receives information from the pow er assisted steering pressostat . This variesdep end ing on the pressure present in the hydrau lic circuit. The higher the p ressure, , the more energy is
absorbed by the pow er assisted steering pu mp .
To comp ensate for this energy absorp tion, the injection comp uter increases the open ing ratio of the idlespeed regu lation stepping m otor.
The information is received on track 13 of the injection comp uter. If the p ressostat is closed , the computerreceives an earth . The idle speed is ad justed to 800 rpm for the D7F engine an d 850 rpm for the E7J
The objective of this correction is to compen sate for the drop in voltage, du e to consumer operation whenthe battery is poorly charged To correct this, the idle speed is increased, allowing the alternator to rotatefaster and consequ ently increase the charging voltage.
The lower th e voltage, the greater the degree of correction. Correction of the engine sp eed is thereforevariable. It begins w hen the voltage drop s to below 12.7 Volts. Correction begins at the nom inal enginespeed and m ay reach a maximum of 880 rpm for the D7F engine and 930 rpm for the EEEE7777JJJJ engine .
Und er normal warm engine operating conditions , the RRRR....CCCC....OOOO.... idle speed value at #12 varies between ahigh value and a low value, until the nominal idle speed is obtained .
It is possible that du ring variations in the operation of the vehicle (runn ing in, engine wear..), that theRRRR....CCCC....OOOO.... idle speed va lue could become close to the highest or lowest values.
The adaptive correction (#21) of the RRRR....CCCC....OOOO.... idle speed (#12) allows th e slow variations in the eng ine air re-qu irement to be corrected, so that the RRRR....CCCC....OOOO.... ( #12) is recentred to an average nom inal value.
This correction only becomes effective if the coolant temp eratu re is higher than 75°C, 20 seconds afterstarting the engine and if the nominal idle speed regu lation phase has been reached.
In the case of excess air (air leak or throttle stop incorrectly ad justed ..) the idle speed increases, and theRRRR....CCCC....OOOO....idle speed value at #12 decreases , in order to return to the nominal idle speed; the value of theRRRR....CCCC....OOOO....idle speed ad aptive correction at #21 decreases to re-centre th e RRRR....CCCC....OOOO.... idle speed at #12.
In the case of a lack of air (contamination, etc.), the p rocess is inver ted : the RRRR....CCCC....OOOO.... idle speed at #12 in-creases and the adap tive correction at #21 also increases, in order to re-centre the #12 to an average nomi-nal value.
IIIIMMMMPPPPOOOORRRRTTTTAAAANNNNTTTT :::: It is vital, after erasing the memory from the comp uter (disconnecting the battery ), to let theengine ru n at idle speed before returning th e vehicle to the customer, so that the adaptive correction can becorrectly reset.
Reading #05 on the XXXXRRRR22225555 : the value read is the voltage sent to the computer by the oxygen sensor; it is ex-pressed in volts (the value actually varies between 0 an d 1 000 millivolts).
When th e engine is in the loop phase, the voltage value shou ld oscillate rapid ly and shou ld be between50±50 mV (lean m ixture) and 850 ± 50 mV (rich mixture) and vice versa.
The smaller the gap between the u pp er and lower values, the poorer the information from the sensor (thegap is usually at least 500 mV).
The value given un der # 35 on the XXXXRRRR22225555 repr esents the average value of richness corrections made by thecompu ter dep end ing on the richness of the bur nt mixture as seen by the oxygen sensor (the oxygen sensor ac-tually analyses the oxygen content of the exhau st gases directly from the richness of the bu rnt m ixture).
The richness correction has a centre point of 128 with thresholds of 0 an d 255 (experience has shown that un -der normal operating conditions # 35 is located close to 128 with only a small amou nt of var iation).
- Value less than 128 : request for mixture to be made leaner.
- Value greater than 128 : request for mixture to be made richer.
If the voltage from the oxygen sensor is incorrect (# 05 varies only slightly or not a t all) du ring richness regu-lation, the computer w ill only enter defect mod e (# 35 = 128 ) if the fault has been p resent for 3 to 5 minutes .The fault will be mem orised in th is case only.
If an oxygen sensor fault is present and recognised and if the fault has already been stored, the system entersthe open loop mod e directly (# 35 = 128 )
In the loop mod e (see section 17 "Richness regulation"), richness regulation (# 35 ), corrects the in jection ti-ming to give fuel metering w hich is as close as possible to richness 1. The correction value is close to 128, withlimit va lues of 0 an d 255.
Variations may affect the comp onents of the injection system an d th e correction may d rift toward s 0 or 255,to ensure richness 1 is obtained .
Adaptive correction allows the injection m app ing to be adjusted to recentre the richness regulation to 128
and to ensure a constant au thority of correction to make the mixture leaner or richer.
Adaptive correction to richness regulation has two pa rts:- Adaptive correction for average and high engine loads (#30)- Adaptive correction for idle speed and low engine loads (#31).
Adaptive corrections take 128 as the average va lue after initialisation (erasing the mem ory) and have thefollowing threshold v alues:
Adaptive correction only takes place when the engine is warm , in the loop phase (#35 variable) and for aspecified man ifold pressu re range.
The engine mu st have operated in the loop mod e for several pressure zones in order that ad aptive correc-tion begins to change to compensate for the var iations in engine operating richness.
Following reinitialisation of the computer (return to 128 for # 30 an d # 31 ) a special road test mu st thereforebe carried ou t.
If there is a lack of fuel (injectors d irty, fuel pressu re and flow too low...), richn ess regu lation # 35 increases toobtain the richness as close as possible to richness 1 and adaptive correction # 30 an d # 31 increases until the
richness correction retu rns to oscillate aroun d 128.
If there is an excess of fuel, the situation is rever sed : Richness regu lation # 35 redu ces and adap tivecorrection # 30 an d # 31 also redu ces to recentre the r ichness correction (# 35) around 128.
NNNNOOOOTTTTEEEE :::: the analysis which may be made u sing # 31 remains difficult since this correction mainly opera tes foridle speed and low load s and is also very sensitive.
Hasty conclusions should not therefore be draw n from this gate value, rather the position of # 30 should beexamined.
The information from th ese two gates gives an idea abou t the engine operation richness, and may be u sed asa guide for fault find ing. In order for these to be pu t to good u se dur ing fault find ing, no conclusion may bedraw n from their value u nless they are at the m inimu m or maximum correction limit, and if both gate valueswere offset in the same d irection.
IMPORTANT : # 30 and # 31 should only be examined and analysed after a customer complaint, an opera-
ting fault and if they are at the threshold w ith the value for # 35 also offset (# 35 varies above 175 or be-
The sealing of the w ater pu mp is carried out u singthe product LLLLOOOOCCCCTTTTIIIITTTTEEEE 555511118888; the bead (H) mu st beapplied following the diagram below.
RRRREEEEMMMMOOOOVVVVAAAALLLL
Place the vehicle on a tw o p ost lift.
Disconnect the battery.
Drain the cooling circuit from the lower rad iatorhose.
Remove:- the t iming belt (see method described in
section 11 "Timing belt),- the timing tension wheel,- the water pu mp , and extract this from above.
CCCCLLLLEEEEAAAANNNNIIIINNNNGGGG
It is very important not to scratch the gasket faces
of all aluminium components.
Use the produ ct Décapjoint to dissolve the par tof the gasket wh ich remains attached.
App ly the produ ct to the part to be cleaned, waitapproximately 10 minu tes, then rem ove it using awooden spatula.
The wearing of gloves is recomm ended du ringthis operation.
The nu t on the collar has a groove (A) to ensure itis tightened to the correct torqu e. When th e nu t istightened and the groove d isapp ears, it causes adistinct clicking sound and the nu t is then tighte-
ned to the correct torque (2.5 daN.m).
NNNNOOOOTTTTEEEE :::: there are two different d iameters of sleeve available:- ∅ 50 mm,- ∅ 45 mm .
IIIIMMMMPPPPOOOORRRRTTTTAAAANNNNTTTT::::
- check that there is no point of contact bet-ween the exhaust p ipe and the vehicle body,
- check for the presence and correct positioning
of all heat shields for the exhau st pipe,- check that the two cutting marks are correctlyaligned.
99227S
To avoid any leaks in the exhaust p ipe, the sleevemu st be correctly positioned over the tw o exhaustpipe sections. The pipe must be against the stops
inside the sleeve.
Begin by p ositioning th e sleeve over the u sed sec-tion of the p ipe, adjust the collar by tighteninggently.
Check the position of the pipe in r elation to thestops.
Fit the new section of the pipe.
Before fitting the sleeve on the pipe, apply a littlemastic to the inner ring on the sleeve to preventleaks.
(Exhaust mastic, Part Number. 77 01 421 161
SODICAM).
IIIIMMMMPPPPOOOORRRRTTTTAAAANNNNTTTT :::: the bolt and nut u sed for tighte-ning the sleeve must be aligned vertically toavoid an y risks of touching the u nd erside of thebody.
Since Diesel versions are not fitted with an electri-cal fuel pu mp , a manu al pum p m ust be used to
drain the tank.
For example, the IIIINNNNTTTTAAAAIIIIRRRRCCCCOOOO pneu matic siphoningpu mp is suitable for this opera tion (seeEEEEQQ Q Q UUUUIIIIPPPPMMMMEEEENNNNTTTT catalogue),
Shunt tracks 3 an d 5 and let the fuel flow u ntil itruns out in interm ittent jets.
Disconnect the shunt.
Reconnect the relay.
Disconnect the battery.
Remove the pu mp -send er un it steel access cover.
Remove the clip which shows if the assembly hasbeen pushed in (if fitted).
Disconnect the quick release un ion at (1), toolMot. 1265.
99641S
97163R2
Connect the pneum atic pu mp rubber tube to theoutlet un ion at (A).
3 Filler neck4 Filler neck bow l5 Rivet6 Sleeve mounting clip7 Fuel cap8 Fu el su pp ly p ip e9 Fu el retu rn p ip e
10 Clip13 Cup14 Can ister p ip e15 Can ister p ip e18 Canister19 Bolt20 Clip21 Clip22 Damper pad23 Cap tive nut24 Connection between filler neck outlet and
30 Rest rict ion valve31 Leak prevention valve in case vehicle turnsover
32 Over-filling prevention valve and leak pre-vention valve in case vehicle turn s over.
A Quick-release unionB Snap-fit un ion
C Quick release unionD Sleeve (not snap-fit )E Opening for air outlet during fillingF Air volume allowing the fuel to expandR Fuel inlet for fillingV Maximum fuel volume allowed.
When the filler cap is removed the valve isclosed, trapp ing a volume of air within thebreather volum e. This preven ts fuel from fil-ling this volum e.
When the filler cap is replaced, the valveopens allowing the tank to breathe throughthe canister
29 Excess - vacuum safety valve
If the fuel vapour recirculation circuit isblocked, this valve prevents the fuel tankbeing subject to excess pressu re (the tan kwou ld inflate) or vacuum (as fuel is used, thetank wou ld be crushed ).
30 Restriction valve
This valve prevents the introdu ction of leadedfuel into the tan k.
31 Leak prevention valve in case vehicle turns
over
If the veh icle turns over , this valve pr eventsthe tank from emp tying, either through thepipe leading to the canister, or throu gh thebreather pipe (in Diesel versions).
32 Overfill prevention valve and leak prevention
valve in case the vehicle turns over
The overfill prevention valve opera tes usingthe ball at (33).
When the veh icle is stationary, du ring filling,the ball rests in its seat, retaining a certainvolum e of air in the r eservoir .
When the vehicle is moving , the ball (33)moves ou t of its seat, thu s allowing th e tankto be connected to the canister.
When the tan k is full, it is vital that asufficient volume of air to allow th e fuel
contained w ithin it to expand is retainedinside the tank, but not too mu ch, otherw isethere is a risk of the tank exploding .
This valve has the sam e operating p rinciple asthe valve (31) .
The tank has a sealed cap.
The filler neck for unleaded petrol has the follo-wing special features :
- a filling opening with a smaller diameter andnot compatible with a conventional fillingnozzle (the lead w ould have th e effect of pol-luting the depollution system: oxygen sensorand catalytic converter),
- a valve blocking the filing opening (30) (toavoid fuel evaporating or the reverse passageof fuel).
Fitting the cap releases the overfill preventionvalve (A) allowing the tank to breathe (this fea-ture is present on ly in first generation petrol ver-
IIIIMMMMPPPPOOOORRRRTTTTAAAANNNNTTTT :::: During all operations on the fuel tank or on the
fuel supply circuit , it is vital :
- to refrain from smoking and handling incan-
descent objects in the vicinity of the w orking
area,
- to avoid fuel projections, due to the residual
pressure present in the pipes during removal .
RRRREEEEMMMMOOOOVVVVAAAALLLL
To remove the pu mp -sender unit assembly, it is
not necessary to remove the tank, as it is accessi-ble through th e inside of the vehicle. To do this :- d isconnect the battery,- lift the rear bench seat ,- remove the s teel access cover,- remove the electrical connection at (1),- rem ove the clips at (2).
97163R5
Nut for pump - sender unit assembly 7
TTTTIIIIGGGGHHHHTTTTEEEENNNNIIIINNNNGGGG TTTTOOOORRRRQQ Q Q UUUUEEEESSSS ((((iiiinnnn ddddaaaaNNNN....mmmm)))) Disconnect, using tool Mot. 1265 or Mot. 1265-
01:
- the fuel supply pipe (3) (which is marked by agreen qu ick release union),
- the fuel return pipe (4) (marked by a red quickrelease union and by an ar row (B)).
Remove the mou nting nu t at (5) using toolMot. 1264 or 1264-01 (release the nu t, remov ethe tool, han d slacken the nut, then remove it).
Extract the fuel pu mp -send er unit assembly.
99367S
NNNNOOOOTTTTEEEE :::: if several hours have to pass between theremoval and refitting of the fuel pum p-senderun it assembly, refit the nut on the tank, to avoiddeforming it.