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N.T. 3303A XB0J - XC0J Special features of the F8Q 632 engine fitted with the Lucas
N.T. 3303A XB0J - XC0J Special features of the F8Q 632 engine fitted with the Lucas

N.T. 3303A

XB0J - XC0J

Special features of the F8Q 632 engine fitted with the Lucas Epic injection pump

The cleanliness rules must be observed for all operations on this vehicle.

For information not contained in this Technical Note, refer to MR 325 and 337.

77 11 206 456

SEPTEMBER 1999

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
C

RENAULT 1999

Contents

 

Page

Page

  • TOP AND FRONT OF ENGINE

14

ANTIPOLLUTION

Timing belt

11-1

Oil vapour rebreathing

14-1

 

Exhaust gas recirculation(EGR)

14-2

  • FUEL MIXTURE

 

Inlet/exhaust manifolds

12-1

  • DIESEL EQUIPMENT

Specifications

13-1

Special features

13-3

Cleanliness

13-5

Location of components

13-7

Operation

13-9

Injection warning light

13-10

Immobiliser function

13-11

Injection/air conditioning programming

13-12

Idle speed correction

13-14

Pre-postheating control

13-15

Injectors

13-17

Negative flow solenoid valve and electrical solenoid

13-18

Positive flow solenoid valve and advance solenoid valve

13-20

Pump connector

13-22

Injection pump

13-24

Pump - Timing

13-27

Accelerator potentiometer

13-29

Centralised coolant temperature management

13-30

Computer

13-31

Wiring diagram

13-32

 

Key

13-34

TOP AND FRONT OF ENGINE Timing belt

11
11

The method for removing - refitting the timing

belt remains unchanged (refer to NT 2701A fea- tures for HTD2 belts) except for the procedure for timing the injection pump, for which the method described in section 13 "Pump-Timing" MUST be followed.

In contrast to existing pumps, the LUCAS EPIC pump requires a complete timing operation, after setting the tension of the new timing belt.

FUEL MIXTURE Inlet/exhaust manifolds

12
12
   

TIGHTENING TORQUES (in daN.m)

TIGHTENING TORQUES (in daN.m)

Manifold mounting nut

2.7

REMOVING THE INLET AND EXHAUST MANIFOLDS

Put the vehicle on a two post lift and disconnect the battery.

Remove the cover from the air filter unit (1).

From below, remove the mounting bolts (2) for the air filter unit.

15826R1
15826R1

FUEL MIXTURE Inlet/exhaust manifolds

12
12

Remove the clip mounting the exhaust gas recir- culation pipe.

Remove the diesel fuel supply pipe mounting on the timing cover.

Remove the nuts mounting the inlet manifold :

  • - from above for nuts (A),

  • - from below for nuts (B).

Release the exhaust downpipe and attach it to the engine sub-frame.

From above, remove the nuts (C) mounting the ex- haust manifold.

PRO12.3 REFITTING
PRO12.3
REFITTING

Observe the correct tightening torques for the nuts.

NOTE : the nuts (B) may be refitted with their was- hers before the exhaust manifold is refitted.

Remember to replace and correctly position the seals (3) and (4) (see previous page).

DIESEL EQUIPMENT Specifications 13 Engine Depollution Vehicles Gearbox standard Bore Stroke Catalytic Type Suffix Ratio (mm)
DIESEL EQUIPMENT
Specifications
13
Engine
Depollution
Vehicles
Gearbox
standard
Bore
Stroke
Catalytic
Type
Suffix
Ratio
(mm)
(mm)
Capacity
(cm 3 )
converter
◊ C55
XB0J
JB1
F8Q
632
80
93 1870
21.5/1
or
EURO 96
XC0J
◊ C101
 

ENGINE SPEED (rpm)

SMOKE OPACITY

Idle speed

Max. no load

Max. with load

Homologation value

Legal maximum

         

825 ± 50

5175 ± 50

4600 ± 100

1.0 m -1 (33 %)

2.5 m -1 (64 %)

DESCRIPTION

 

MAKE/TYPE

SPECIAL NOTES

   

Electronic rotary pump with:

  • - a positive flow solenoid valve,

 

LUCAS DIESEL

  • - a negative flow solenoid valve,

Injection pump

E.P.I.C.

  • - an advance solenoid valve,

R8640 A111A

  • - an electrical solenoid,

H111.027

  • - a flow valve position sensor (cannot be removed),

 
  • - an advance valve position sensor (cannot be remo- ved).

Pump timing

 

-

Timing using pin Mot. 1520 on the pump.

Positive flow solenoid valve

 

-

Resistance : 31 ± 2

Negative flow solenoid valve

 

-

Resistance : 31 ± 2

Advance solenoid valve

 

-

Resistance : 31 ± 2

Electrical solenoid

 

-

Resistance : 1.39 ± 0.1

Advance cam position sensor

 

-

Resistance : 52 ± 4

Flow valve position sensor

 

-

Resistance : 41 ± 4

Pump temperature thermistor

 

Integral in pump

 

-

Resistance : 2716 ± 60 at 20°C

Injection computer

 

-

D.C.U. Diesel Control Unit - 90 track

   

LUCAS

 

Injectors

RDNOSDC 6751H

Rating: 125 to 140 bars

   

LUCAS

Injector holder tightening: 7 daN.m

Injector holders

LCR 67354

Injector holder tightening on cylinder head: 7 daN.m

DIESEL EQUIPMENT Specifications 13 DESCRIPTION MAKE/TYPE SPECIAL NOTES External diameter : 6 mm Return pipes -
DIESEL EQUIPMENT
Specifications
13
DESCRIPTION
MAKE/TYPE
SPECIAL NOTES
External diameter : 6 mm
Return pipes
-
Internal diameter : 2.5 mm
Length: 300 mm
NAGARES
Pre-postheating unit
BRE/6-12
With pre-postheating function (operation controlled
by computer)
Heater plugs
BERU
Resistance : 0.6 Ω
Tightness: 2 daN.m
Accelerator potentiometer
Engine speed sensor
Absolute pressure sensor
CTS
MGI
Dual track potentiometer
Resistance ≈ 760 Ω at 20°C
- Integral in computer
EGR valve
PIERBURG
Electrical valve with integral flap and position sensor
Valve resistance: 8 ± 0.5 Ω at 20 °C
Sensor resistance: 4 KΩ at 20 °C
Fault finding
-
Fault finding tool
-

Temperature in °C (± 1°)

10

25

50

80

Air temperature sensor (Resistance in Ohms)

10 454 to 8 623

2 175 to 1 928

  • 857 to 763

  • 325 to 292

Coolant temperature sensor (Resistance in Ohms)

13 588 to 11 332

2 364 to 2 140

  • 850 to 773

  • 290 to 275

DIESEL EQUIPMENT Special features

13
13

The E.P.I.C. pump (Electronically Programmed Injection Control) is a completely electronic distributor type in- jection pump. The following are located on the pump

  • - An advance solenoid valve (A).

  • - A positive flow solenoid valve (B).

  • - A negative flow solenoid valve (C).

  • - An electrical solenoid (D).

  • - A flow valve position sensor (cannot be removed) (E).

  • - An advance valve position sensor (cannot be removed) (F).

  • - A diesel fuel temperature sensor (cannot be removed, located in the pump body).

The positive flow solenoid valve and the advance solenoid valve cannot be separated. They are located on the upper part of the pump. The negative flow solenoid valve and the electrical solenoid cannot be separated. They are located on the lo- wer section of the pump.

The two sensors for the position of the advance valve and the flow valve cannot be separated as it is vital that their positions are memorised in the computer and in the injection pump. This operation can only be carried out on an injection test bench.

The EPIC pump is associated with an injection computer known as the DCU (Diesel Control Unit). This controls calculation of the advance and the flow, then depending on the result of these calculations, controls the sole- noid valves. It also controls the EGR.

Before and during each operation on the EPIC system, the cleanliness rules must be observed.

15821R
15821R

DIESEL EQUIPMENT Special features

13
13

CHECKING AFTER REPAIR

After each operation, start the engine and run it at idle speed to check there are no leaks of diesel fuel.

IMPORTANT :

The engine should not be operated with diesel fuel containing more than 10 % diester (modified vegetable oils).

After switching off the ignition, it may take 1 or 2 seconds for the engine to stop.

When repairing or removing the injection pump, the fuel supply unions, return unions and high pressure outlets must be fitted with new plugs of a suitable size to prevent the introduction of impurities.

DIESEL EQUIPMENT Cleanliness

13
13

CLEANLINESS RULES WHICH MUST BE OBSERVED FOR OPERATIONS ON THE EPIC SYSTEM

Risks of contamination

The EPIC system is very sensitive to contamination. The risks involved in the introduction of contamination are:

  • - damage to or destruction of the EPIC system,

  • - seizure or leakage of a component.

All after sales operations must be carried out under good conditions of cleanliness. Carrying out an operation

under good conditions of cleanliness means that no impurity (particle of several microns in size) has penetra- ted the system during its removal or has penetrated the circuits via the fuel unions.

The cleanliness rules must be applied from the filter to the high pressure circuit components.

WHAT CAUSES CONTAMINATION?

The following cause contamination:

  • - metal or plastic swarf,

  • - paint,

  • - fibres from: • card, • brushes, • paper, • clothing, • cloths.

  • - foreign bodies such as hairs,

  • - the ambient air,

  • - etc ...

IMPORTANT: Do not clean the engine using a high pressure cleaner as there is a risk of damaging the connec- tions. In addition, damp could stagnate in the connector, causing problems with the electrical connection.

RULES TO BE OBSERVED BEFORE ANY OPERATION ON THE INJECTION SYSTEM

Ensure that plugs are available for the unions to be opened (the Parts Department sells a bag of plugs). The plugs may only be used once. After use they must be discarded (once used, the plugs are dirtied. Cleaning is not sufficient to allow them to be re-used.) Plugs which are not used must also be discarded.

• Ensure that plastic bags are available which can be hermetically re-sealed several times, for storing the parts which have been removed. There is less risk of parts becoming contaminated if they are stored in this manner. The bags may only be used once, and must be discarded after use.

• Ensure that lint-free wipes are available (the wipes have a SODICAM part number). It is prohibited to use cloths or conventional paper for cleaning. These materials leave lint which could contaminate the system’s fuel circuit. Each wipe may only be used once.

DIESEL EQUIPMENT Cleanliness

13
13

RULES TO BE OBSERVED BEFORE ANY OPERATION ON THE INJECTION SYSTEM

For each operation use new thinners (used thinners contains impurities). Pour it into an impurity-free container.

• For each operation use a clean brush which is in good condition (the brush must not lose hairs).

• Use the brush and the thinners to clean the parts to be removed, the tools to be used and the part of the workbench to be used.

• Blow compressed air over the parts to be cleaned (tools, workbench and the parts, unions and injection system area).

• Wash your hands before and if necessary during the operation.

• When using protective gloves, cover leather gloves with latex ones.

RULES TO BE OBSERVED DURING THE OPERATION

• As soon as the circuit is opened, plug the openings to prevent contamination entering. The plugs to be used are available from the Parts Department. They must never be re-used.

• Hermetically seal the plastic bag, even if it is to be opened again shortly afterwards. The ambient air carries contamination.

• All components of the injection system must be plugged and stored in an hermetically sealed plastic bag once removed.

• After opening the circuit, it is prohibited to use a brush, thinners, blower, scraper, or conventional cloth. These may cause contamination to enter the system.

• If a component is being renewed, only take the new component out of its packaging when its is ready to be fitted on to the vehicle.

DIESEL EQUIPMENT Location of components 13 Photo 16 623 1 Air filter
DIESEL EQUIPMENT
Location of components
13
Photo 16 623
1
Air filter
  • 2 Inlet air temperature sensor

  • 3 EGR valve

  • 4 Accelerator pedal position potentiometer

  • 5 D.C.U. computer

  • 6 Feed relay

  • 7 Preheating unit

  • 8 Fuel filter

  • 9 Engine speed sensor and coolant temperature sensor

  • 10 Negative flow solenoid valve and electrical solenoid

  • 11 Positive flow and advance solenoid valves

  • 12 EPIC injection pump

DIESEL EQUIPMENT Location of components

13
13
15821R1
15821R1
  • 2 Positive flow and advance solenoid valves

  • 4 Inlet air temperature sensor

  • 5 EGR valve

  • 6 Pre-postheating unit

  • 7 Accelerator pedal position potentiometer

15759R
15759R
  • 10 TDC sensor

  • 11 Coolant temperature sensor

  • 12 Negative flow solenoid valve and electrical solenoid

  • 14 Injection pump pin opening

15763R2
15763R2

DIESEL EQUIPMENT Operation

13
13

The DCU computer permanently monitors the parameters from the system sensors. Depending on this infor- mation and the mapping values memorised, it generates the control signals for the various solenoid valves. The results obtained are continuously monitored, allowing corrective action to be taken.

The EPIC injection pump is a rotary distributor type pump based on the DPC injection pump principle. The die- sel fuel is taken up by the supply pump and regulated in the pump body to a pressure called the transfer pres- sure.

The pressure generation principle, which is identical to that for the DPC injection pump, uses piston plungers driven by rollers in contact with a cam ring.

The precisely machined cam ring determines the start and duration of the injection phase. Using the advance solenoid valve, the injection computer determines the position of this cam ring while modifying the start of movement of the piston plungers. The position sensor for this cam ring permanently informs the computer of the position of the start of injec- tion.

The stroke of the piston plungers determines the amount of diesel injected to each cylinder. Two solenoid valves called the positive flow and negative flow solenoid valves allow this stroke to be modified and there- fore the flow of diesel injected to be modified. The rotor position sensor (or flow valve) permanently informs the computer of the amount of diesel injected.

The diesel fuel is then sent to the distribution section of the pump which determines the cylinder to be sup- plied. This function, which is identical to the DPC pump, is carried out by a piston which has a circular move- ment.

The engine operates in the various states below:

Pre-starting

When the ignition is turned on until the engine starts, the system carries out a series of checks:

  • - rotor maximum stop position,

  • - advance piston minimum stop position,

  • - positive and negative flow solenoid valves operation,

  • - advance solenoid valve operation.

Starting

While the engine is starting, the rotor moves to the position indicated and the electrical solenoid is control- led.

Normal operation

The flow is modified by the computer using the positive and negative flow solenoid valves. For major accele- rations and decelerations, the flow is adjusted or cut depending on the mapping.

Stopping the engine

When the driver switches off the ignition, the computer controls the closure of the electrical solenoid then checks the change in engine speed. If the engine speed does not drop, the computer operates the negative flow solenoid valve.

DIESEL EQUIPMENT Injection warning light

13
13

PRINCIPLE OF ILLUMINATION OF THE INJECTION WARNING LIGHT

A single warning light on the instrument panel is used for the two operations below:

  • - when the ignition is switched on, the injection warning light illuminates during the preheating phase then extinguishes,

  • - if there is a fault in the injection system, the warning light illuminates.

If a fault is present from when the ignition is switched on, the warning light illuminates for a few seconds du- ring the preheating phase then extinguishes for a short moment before illuminating again to indicate the fault.

Components which may illuminate the injection warning light if they are faulty:

  • - feed to the computer or the injection pump,

  • - engine speed sensor,

  • - pump internal memory,

  • - accelerator pedal position potentiometer,

  • - positive flow solenoid valve,

  • - negative flow solenoid valve,

  • - electrical solenoid,

  • - cam position sensor,

  • - computer.

DIESEL EQUIPMENT Immobiliser function

13
13

This vehicle is fitted with a 2nd generation immobiliser. The injection computer MUST have been program- med with the immobiliser code to operate.

REPLACING AN INJECTION COMPUTER

Injection computers are supplied uncoded.

If an injection computer is to be replaced, the code for the vehicle must be programmed in, then a check made to ensure that the immobiliser is operating correctly.

To do this, switch on the ignition for a few seconds then switch it off again.

CHECKING OPERATION OF THE IMMOBILISER

Remove the ignition key, after 10 seconds the red immobiliser warning light should flash (to check that it is impossible to start the engine, refer to section 82 of M.R. 325 and 337.

TESTING AN UNCODED INJECTION COMPUTER FROM STORES

(this operation is NOT recommended)

IMPORTANT: before testing an injection computer, it must have been programmed with the immobiliser code for the vehicle, so that it will operate. After the test, the computer MUST be decoded before being re- turned to stores. If this is not done, the computer will not be able to be used again. This operation must be carried out by personnel who have received adequate training. To decode the computer, refer to section 82 of M.R. 325 or 337.

IT IS IMPOSSIBLE TO BORROW A CODED COMPUTER FROM ANOTHER VEHICLE TO CARRY OUT A TEST.

DIESEL EQUIPMENT Injection/air conditioning programming

13
13

INJECTION COMPUTER/AC COMPUTER CONNECTION

The compressor is of the variable capacity type.

The injection computer and the AC computer are connected by two wires:

  • - Power absorbed information (track 47). This informs the injection computer of the power absorbed by the compressor. It is possible to display the power absorbed using the fault finding tool. With the AC opera- ting, the value should be between 250 and 5000 Watts.

  • - The connection from the injection computer to the air conditioning computer (track 55). This wire trans- mits information on the authorisation or prevention of compressor operation.

When the AC function is selected, the idle speed is modified to a maximum of 875 rpm, when the power ab- sorbed by the compressor is 500 Watts.

IMPORTANT: the power absorbed is never 0, regardless of the status of the compressor, operating or not. The minimum value read is approximately 250 Watts.

DIESEL EQUIPMENT Injection/air conditioning programming

13
13

COMPRESSOR OPERATION PROGRAMMING

In certain phases of operation, the injection computer prevents the operation of the compressor.

Engine starting phase

Compressor operation is prevented after the engine has been started for 5 seconds .

Return of performance

If there is a major change in the position of the accelerator pedal (difference in potentiometer information greater than 32 %) and if the engine speed is less than 2000 rpm, compressor operation is prevented for a few seconds.

Return of power when the vehicle moves

If the potentiometer position is less than 30 % and if the engine speed is less than 1000 rpm, compressor ope- ration is cut. It is started again after a few seconds if conditions allow.

Anti-stalling protection

If the no load position is not recognised and if the engine speed is less than 500 rpm, compressor operation is cut. It is started again after 4 seconds if the engine speed increases.

Thermal protection programming

Compressor operation is prevented if the coolant temperature is greater than 105 °C.

Protective programming at maximum engine speed

Compressor operation is prevented if the engine speed is greater than 4700 rpm.

DIESEL EQUIPMENT Idle speed correction

13
13

IDLE SPEED CORRECTION DEPENDING ON COOLANT TEMPERATURE

The idle speed is increased and may reach 900 rpm for a coolant temperature of - 23 °C.

IDLE SPEED CORRECTION DEPENDING ON HEATED WINDSCREEN INFORMATION

If the heated windscreen is selected at the instrument panel, the computer receives + 12 Volts information on track 18.

The idle speed is increased to 1000 rpm.

CORRECTION DEPENDING ON ELECTRICAL BALANCE

This correction aims to compensate for the drop in voltage due to the operation of consumers when the bat- tery charge is low. To do this, the idle speed is increased, allowing the alternator to rotate more, and conse- quently increasing the battery voltage.

The lower the battery voltage, the greater the correction made. Correction of the speed is therefore variable. It begins when the voltage drops below approximately 12 Volts. The idle speed may reach a maximum of 900 rpm.

IDLE SPEED CORRECTION IN THE EVENT OF A POTENTIOMETER FAULT

If one of the accelerator pedal potentiometer tracks is faulty, the idle speed is held at 1000 rpm.

If both of the accelerator pedal potentiometer tracks are faulty, the idle speed is held at 1300 rpm.

In both cases, pressing the brake pedal allows the idle speed to return to normal (information from the stop switch).

If the information from the accelerator pedal position potentiometer is incoherent with the information from the stop switch, the idle speed is set to 925 rpm.

IDLE SPEED CORRECTION DEPENDING ON GEAR SELECTION

The idle speed is modified according to the gear engaged in the gearbox :

  • - in 1st gear, the idle speed is set to 850 rpm,

  • - in 2nd gear, the idle speed is set to 875 rpm,

  • - for the other gears, the idle speed is set to 900 rpm.

DIESEL EQUIPMENT Pre-postheating control

13
13

The pre-postheating function is controlled by the preheating unit.

PRINCIPLE OF PRE-POSTHEATING OPERATION

1)

Ignition - Preheating

  • a) Variable preheating The time that the warning light is illumi- nated and the heater plugs are fed de- pends on the coolant temperature and the atmospheric pressure.

DIESEL EQUIPMENT Pre-postheating control 13 The pre-postheating function is controlled by the preheating unit. PRINCIPLE OF

15876-1S

In all cases the injection warning light will not be illuminated for longer than 15 se- conds.

  • b) Fixed preheating After the warning light has extinguished, the plugs remain fed for a fixed period of

    • 15 seconds .

2)

Starting

The plugs are fed while the starter motor is operating.

3)

Engine running - Postheating

In this phase the plugs are fed continuously depending on the coolant temperature and the position of the flow valve.

180

time (s) For a given idle speed with no action at the accelerator pedal - 20
time (s)
For a given idle speed with no
action at the accelerator pedal
- 20
0
20
40
60

Coolant

temperature °C

DIESEL EQUIPMENT Pre-postheating control

13
13

If the coolant temperature sensor is faulty, the plugs are fed for a a period calculated depen- ding on the air temperature.

15762S

15762S

In all cases the plugs may not be fed for longer than 180 seconds.

REFITTING

13

Replace the flame arresting washer and the seals under the injectors.

Fit:

  • - the injectors,

  • - the pipes.

Hand tighten the two nuts for each pipe.

Tighten :

  • - the injectors to the correct torque,

  • - the pipes to the correct torque.

Run the engine at idle speed to check there are no leaks.

DIESEL EQUIPMENT Injectors

TIGHTENING TORQUES (in daN.m)

TIGHTENING TORQUES (in daN.m)

Injector holder on cylinder head

7

High pressure pipe nuts

2.5

REMOVING THE INJECTORS

THE CLEANLINESS RULES MUST BE STRICTLY OBSERVED

Disconnect the battery.

Remove:

  • - the high pressure pipes,

  • - the injectors.

The supply opening and the injector head must be plugged.

Take care to prevent diesel spraying on electrical equipment which could cause an operating fault.

DI1323
DI1323

DIESEL EQUIPMENT

Negative flow solenoid valve and electrical solenoid

13
13

TIGHTENING TORQUES

TIGHTENING TORQUES

Solenoid valve mounting bolt

6±

0.6

Nm

High pressure pipe nut

2.5 ± 0.2

daN.m

REMOVAL OF THE NEGATIVE FLOW SOLENOID VALVE AND THE ELECTRICAL SOLENOID

The solenoid valves on the lower part of the EPIC injection pump cannot be replaced separately. They are:

  • - the negative flow solenoid valve,

  • - the electrical solenoid.

THE CLEANLINESS RULES MUST BE STRICTLY OBSERVED

Disconnect:

  • - the battery,

  • - the electrical connector for the pump.

Remove the bolts mounting the electrical connector to the connector mounting.

In the connector, remove the wires for the negative flow solenoid valve and the electrical solenoid (red/white and blue/white) (see section

  • 13 "Pump connector").

15822S
15822S

It is vital to note the position of these wires in the

connector.

Slacken the four bolts holding the solenoid valve unit and the solenoid valve mounting, beginning

with the outer bolts. ENSURE CLEANLINESS IS MAINTAINED.

Remove the solenoid valve unit and the plastic mounting ( IMPORTANT: the electrical solenoid core is not attached to the solenoid valve, it is also fitted behind a spring).

Remove the three seals.

Wipe the solenoid valve sealing faces with lint- free wipes. Do not clean the sealing faces on the pump or on the solenoid valves with detergents. Do not use a blower.

15824S
15824S

DIESEL EQUIPMENT

Negative flow solenoid valve and electrical solenoid

13
13

REFITTING

Renew the old seals.

Fit the new seals on the pump body. Do not fit them on the solenoid valves. To hold them in position, dampen them with a little diesel fuel.

Position the solenoid valves and the mounting opposite their position, holding them in place by hand (do not let the seals, the core or the spring fall from the electrical solenoid).

Simultaneously screw in but do not tighten the two inner mounting bolts, in order to bring the solenoid valves up against the pump body.

Hand tighten the two other mounting bolts for the solenoid valves.

Torque tighten the four bolts.

Take care when refitting not to damage the terminals and the connector (first fit the terminals into the clip holder in order to ensure they are correctly clipped in, then refit the remainder of the connector) (see section 13 "Pump connector").

Refitting is then the reverse of removal.

Run the engine at idle speed to check there are no leaks.

NOTE : the core of the electrical solenoid is matched to the body. If it is replaced, take care to order a part with identical markings/references.

DIESEL EQUIPMENT

Positive flow solenoid valve and advance solenoid valve

13
13
15823S
15823S

TIGHTENING TORQUES (in Nm)

TIGHTENING TORQUES (in Nm)

Solenoid valve mounting bolt

6± 0.6

REMOVAL OF THE POSITIVE FLOW SOLENOID VALVE AND THE ADVANCE SOLENOID VALVE

The solenoid valves on the upper part of the EPIC injection pump cannot be replaced separately. They are:

  • - the positive flow solenoid valve,

  • - the advance solenoid valve.

THE CLEANLINESS RULES MUST BE STRICTLY OBSERVED

Disconnect:

  • - the battery,

  • - the electrical connector for the pump.

Remove the bolts mounting the electrical connector to the connector mounting.

In the connector, remove the four terminals for the two solenoid valves (see section 13 "Pump connector"). Note their position in the connector.

Slacken the four bolts holding the solenoid valve unit beginning with the outer bolts. ENSURE

CLEANLINESS IS MAINTAINED.

Remove the solenoid valve unit and remove the four seals.

DIESEL EQUIPMENT

Positive flow solenoid valve and advance solenoid valve

13
13

Wipe the solenoid valve sealing faces with lint- free wipes. Do not clean the sealing faces on the pump or on the solenoid valves with detergents. Do not use a blower.

REFITTING

Renew all the old seals.

Fit the new seals on the pump body. Do not fit them on the solenoid valves.

Position the solenoid valve unit and tighten the inner bolts, then the outer ones.

Hand tighten the four mounting bolts for the solenoid valves then torque tighten them.

Take care when refitting not to damage the terminals and the connector (first fit the terminals into the clip holder in order to ensure they are correctly clipped in, then refit the remainder of the connector) (see section 13 "Pump connector").

Refitting is then the reverse of removal.

Run the engine at idle speed to check there are no leaks.

DIESEL EQUIPMENT Pump connector

13
13
 

SPECIAL TOOLING REQUIRED

Elé.

1044 -01

Tool for removing the connector clips

REMOVAL OF THE INJECTION PUMP CONNECTOR

THE CLEANLINESS RULES MUST BE STRICTLY OBSERVED

To remove the connector, remove the following

components in order:

  • - the black connector holder (A),

  • - the comb(B),

  • - the white wiring retaining clip (C),

  • - the clip holder (D),

  • - the terminals (E) unlocking the tabs using tool Elé. 1044-01 and simultaneously pulling on the wire to be removed.

REFITTING

Push on the wire to be clipped in.

Gently pull it to lock the tabs.

Refit:

  • - the clip holder (D),

  • - the white wiring retaining clip (C),

  • - the comb (B).

Reposition the assembly in the black connector holder (A).

15825R
15825R

DIESEL EQUIPMENT Pump connector

13
13

TERMINAL IDENTIFICATION

15820R
15820R

Marking

Marking

     

on pump

side

wiring

side

Computer

marking

Allocation

Colour

1-

 

-

-

-

2-

 

-

-

-

3

13

13

Advance valve position sensor signal

Green

4

   

Flow valve position sensor trigger

Red

5

4

+ AVC

Advance valve position sensor trigger

Red

6

11

30

Electrical solenoid control

White-Red

7

10

14

Flow valve position sensor signal

Yellow

8

9

12

Flow valve position sensor compensation

White

9

8

51

Pump memory connection

Orange

10

7

67

Pump memory and diesel temperature common wire

Blue

11

6

36

Diesel temperature in the pump

Brown

12

5

60

Positive flow solenoid valve control

White-Black

13

   

Positive flow solenoid valve feed

White-Black

14

4

+ AVC

Electrical solenoid feed

White-Red

15

   

Advance solenoid valve feed

White-Green

16

   

Negative flow solenoid valve feed

White-Blue

17

3

89

Advance solenoid valve control

White-Green

18

2

90

Negative flow solenoid valve control

White-Blue

-

1

9

Screening

-

DIESEL EQUIPMENT Injection pump

13
13

TIGHTENING TORQUES (in daN.m)

TIGHTENING TORQUES (in daN.m)

Closure plate

0.55 ± 0.05

Rear fitting

2.2 ± 0.3

REPLACEMENT OF THE CLOSURE PLATE SEAL

THE CLEANLINESS RULES MUST BE STRICTLY OBSERVED.

Disconnect the battery.

Remove the closure plate mounting bolts (P).

Replace the seal.

Wipe off the diesel residue using lint-free wipes.

Reposition the closure plate and torque tighten the bolts.

15822R
15822R

REPLACEMENT OF THE REAR FITTING

IMPORTANT: if this method is not observed, there is a major risk of stressing the hydraulic head.

NOTE: when replacing a cylinder head, observe the methods for removing/refitting the fitting described above.

12569S REMOVAL
12569S
REMOVAL

Remove the rear fitting before slackening the mounting bolts for the pump, located behind the drive pulley.

REFITTING

Fit the pump mounting bolts.

Position the rear fitting and hand tighten the bolts.

Torque tighten :

  • - the pump bolts,

  • - the rear fitting bolts.

DIESEL EQUIPMENT Injection pump

13
13
 

SPECIAL TOOLING REQUIRED

Mot. 1200-01

Pulley retaining tool

Mot. 1054

TDC pin

Mot. 1520

Injection pump setting pin

Mot. 1522

Pump setting wheel

Mot. 1525

Pulley extractor

TIGHTENING TORQUES (in daN.m)

TIGHTENING TORQUES (in daN.m)

Injector pipe nut Rear fitting bolt

2.5 ± 0.6 2.2 ± 0.3

Pump mounting bolt

2.5 ±

0.3

Pulley nut

5.5 ± 0.5

REMOVAL OF THE INJECTION PUMP

THE CLEANLINESS RULES MUST BE STRICTLY OBSERVED.

Disconnect the battery.

Pin the engine at TDC using tool Mot. 1054.

12419R
12419R

Remove:

  • - the pump pulley housing,

  • - the high pressure pipes,

  • - the pump rear fitting,

  • - the diesel supply and return pipes.

Fit plugs to all the pipes and outlets which have been disconnected.

Disconnect the pump electrical connector.

Fit tool Mot. 1200-01 to retain the pump pulley.

Slacken the pulley mounting nut.

15872R
15872R

DIESEL EQUIPMENT Injection pump

13
13

Fit tool Mot. 1525 for extracting the pulley then release the pulley from the pump shaft.

Slacken the three pump mounting bolts (fit the tool between the pulley spokes).

NOTE : there is a flat to prevent tool Mot. 1525 from turning.

Remove the injection pump by slackening the mounting bolts.

Place the pump in a sealed bag if it is to remain removed.

REFITTING

Renew the O ring on the pump drive shaft.

IMPORTANT : it is vital to keep tool Mot. 1520 clean and in good condition.

Position the pump setting pin by turning the shaft using the wheel Mot. 1522 (see section 13 "Pump timing" ).

Refit the injection pump.

Fit then hand tighten the three pump mounting bolts on the accessories mounting.

Position then hand tighten the rear fitting bolts.

Torque tighten the pump mounting bolts then those of the rear fitting.

IMPORTANT: the tightening of the pump support is important. Hand tighten all the bolts then torque tighten them.

Fit the high pressure diesel pipes. Hand tighten the two nuts then torque tighten them.

Follow the procedure for setting the EPIC pump (see section 13 "Pump timing").

IMPORTANT: remember the TDC pin and the pump setting tool.

Run the engine at idle speed to check there are no leaks.

DIESEL EQUIPMENT Pump - Timing

13
13
 

SPECIAL TOOLING REQUIRED

Mot. 1200-01

Pulley retaining tool

Mot. 1054

TDC pin

Mot. 1520

Injection pump setting pin

Mot. 1522

Pump setting wheel

Mot. 1525

Pulley extractor

TIGHTENING TORQUES

TIGHTENING TORQUES

Pump nut

5.5 ± 0.5

daN.m

Plug for pump pin

5 Nm

PROCEDURE FOR SETTING THE INJECTION PUMP

Checking the timing requires a complete timing operation.

IMPORTANT: never turn the engine in the oppo- site direction to normal operation.

Move the diesel filter to one side and remove the injection pump pulley housing.

Bring the engine to the timing mark using the pin Mot. 1054.

Position the injection pump pulley retaining tool Mot. 1200-01.

12419R
12419R

Slacken the pump drive shaft nut.

Release the pump from the pulley using the pulley extractor tool Mot. 1525.

15872R
15872R

NOTE : a flat is provided to prevent tool Mot. 1525 from turning.

DIESEL EQUIPMENT Pump - Timing

13
13

Fit the adjusting wheel Mot. 1522 at the end of the pump drive shaft.

15871R1
15871R1

Position a container under the pump to collect the diesel fuel. Remove the setting plug on the pump.

IMPORTANT: take care since there will be a large amount of fuel in the unions and the injection pump. Protect any sensitive parts.

Turn the pump in its direction of rotation using the wheel to bring the pump to the setting point (look into the timing opening for the position of the groove).

IMPORTANT: do not alter the position of bolts (A). If either of these bolts is slackened, the pump must be returned to an injection test bench.

Gently tighten tool Mot. 1520 to find the point where the setting pin goes into the pump by the greatest amount. In this position, the pin will immobilise the pump.

In this position, tighten the drive shaft nut on the pump to immobiliser the sprocket.

Remove the tool Mot. 1200-01.

Remove tool Mot. 1054 from the engine and tool Mot. 1520 from the injection pump.

Refit the plugs for the timing opening.

Refit the sprocket housing and reposition the diesel fuel filter.

IMPORTANT: remember to remove the TDC pin and the injection pump setting pin.

Let the engine run at idle speed to check there are no leaks and that engine operation is correct.

IMPORTANT : it is vital to keep tool Mot. 1520 clean and in good condition.

DIESEL EQUIPMENT Accelerator potentiometer

13
13

Track allocation:

  • 1 Signal from track 2

  • 2 Signal from track 1

  • 3 5 V feed for track 2

  • 4 Earth for track 1

  • 5 Earth for track 2

  • 6 5 V feed for track 1

15759R1
15759R1

Track resistance : 1.7 ± 0.5 K

REMOVAL OF THE POTENTIOMETER

Remove the unit from under the master cylinder.

Unhook the accelerator cable from the unit. The potentiometer is supplied by the Parts Department with the unit.

REFITTING

Refitting is the reverse of removal.

The repair must be validated using the fault finding tool.

15760S
15760S

NOTE : a fault in one of the two accelerator pedal position potentiometer tracks will cause a modification to the idle speed or engine operation (see section 13 "Idle speed correction" ).

DIESEL EQUIPMENT Centralised Coolant Temperature Management

13
13

Centralised Coolant Temperature Management (GCTE)

15763R1
15763R1
  • 244 Coolant temperature sensor (injection and coolant temperature indication on instrument panel). 3 track sensor, 2 for coolant temperature information and 1 for instrument panel indication.

This system allows control of the engine cooling fan by the injection computer. It comprises a single coolant temperature sensor used for the injection, the fan, the coolant temperature indication and the temperature warning light on the instrument panel.

OPERATION

Sensor 244 allows:

  • - indication of the coolant temperature on the instrument panel,

  • - the injection computer to be informed of the engine coolant temperature.

Depending on the coolant temperature, the

injection computer manages:

  • - the injection system,

  • - the E.G.R.

  • - the fan relays: • the cooling fan is operated at slow speed if the coolant temperature exceeds 99 °C and is stopped when the temperature drops below 96 °C, • the cooling fan is operated at high speed if the coolant temperature exceeds 102 °C and is stopped when the temperature drops below 99 °C, • the fan assembly may be operated for the AC.

For vehicles not fitted with AC, only the slow fan speed is operational.

COOLANT TEMPERATURE WARNING LIGHT

This warning light is controlled by the DCU computer.

It is operated when the temperature exceeds 105 °C.

DIESEL EQUIPMENT Computer

13
13

ALLOCATION OF INJECTION COMPUTER TRACKS

3 - >< - FAULT FINDING LINE L 4 - - < - - AIR TEMPERATURE
3
-
><
-
FAULT FINDING LINE L
4
- - < - -
AIR TEMPERATURE SENSOR INPUT
8
- -
< - -
LOAD POTENTIOMETER SENSOR INPUT (1)
9
- -
- - -
INJECTION PUMP SCREENING
11
- - < - -
ENGINE SPEED SENSOR SIGNAL (TRACK B)
12
- -
< - -
ROTOR COMPENSATION INPUT (PUMP)
13
-
- < - -
CAM POSITION SENSOR INPUT (PUMP)
14
- -
< - -
ROTOR POSITION SENSOR INPUT (PUMP)
15
- -
< - -
PUMP SENSOR INPUT
17
- -
< - -
VEHICLE SPEED INPUT
18
- -
< - -
HEATED WINDSCREEN INPUT
19
- -
<
- -
PLUG FAULT FINDING INPUT (2)
20
- -
< - -
IMMOBILISER INPUT
22
- -
> - -
PAS ELECTRO-PUMP ASSEMBLY (if AC option)
23
-
- > - -
FAST SPEED FAN RELAY CONTROL (if AC option)
24
- -
> - -
PREHEATING WARNING LIGHT OUTPUT
26
- -
> - -
ENGINE SPEED INFORMATION OUTPUT
30
- -
> - -
ELECTRICAL SOLENOID OUTPUT
33
- ><
-
FAULT FINDING LINE K
34
- -
< - -
COOLANT TEMPERATURE SENSOR INPUT
35
- -
< - -
EGR VALVE FLAP POSITION INPUT
36
- -
< - -
DIESEL TEMPERATURE SENSOR INPUT
37
- -
< - -
LOAD POTENTIOMETER SENSOR INPUT (TRACK 2)
39
- -
- - -
EGR VALVE FLAP POSITION FEED
41
- -
- - -
LOAD POTENTIOMETER SENSOR FEED (TRACK 1)
42
- -
- - -
LOAD POTENTIOMETER SENSOR FEED (TRACK 2)
46
- -
< - -
BRAKE SWITCH INPUT
47
-
-
<
- -
AC INFORMATION (if AC option)
49
- - < - -
PLUG FAULT FINDING INPUT (1)
51
- >< -
PUMP MEMORY INPUT/OUTPUT
52
- -
> - -
PREHEATING RELAY CONTROL
53
-
-
> - -
SLOW SPEED FAN RELAY CONTROL
54
- -
> - -
COOLANT TEMPERATURE WARNING LIGHT OUTPUT
55
- -
> - -
AC PREVENTION OUTPUT (if AC option)
59
- -
> - -
EGR SOLENOID VALVE OUTPUT
60
- -
> - -
NEGATIVE FLOW SOLENOID VALVE CONTROL OUTPUT
61
- -
- - -
LOAD POTENTIOMETER SENSOR EARTH (TRACK 1)
62
- -
- - -
LOAD POTENTIOMETER SENSOR EARTH (TRACK 2]
63
- -
- - -
EGR VALVE FLAP POSITION EARTH
65
- -
- - -
AIR TEMPERATURE SENSOR EARTH
66
- -
- - -
COOLANT TEMPERATURE SENSOR EARTH
67
- -
< - -
PUMP DIESEL TEMPERATURE SENSOR
74
- -
- - -
ENGINE SPEED SENSOR EARTH (TRACK A)
76
- -
- - -
+ BEFORE IGNITION FEED
77
- -
- - -
+ BEFORE IGNITION FEED
78
- -
- - -
EARTH
79
- -
- - -
EARTH
81
- -
- - -
+ AFTER IGNITION FEED
82
- -
- - -
ACTUATOR RELAY CONTROL
84
- -
> - -
FAULT WARNING LIGHT OUTPUT
85
- -
> - -
FUEL CONSUMPTION OUTPUT
89
- -
> - -
ADVANCE SOLENOID VALVE CONTROL OUTPUT
90
- - > - - POSITIVE FLOW SOLENOID VALVE CONTROL OUTPUT
-
- < - -
INPUT
-
- > - -
OUTPUT
PRO15097

DIESEL EQUIPMENT Wiring diagram

13
13
DIESEL EQUIPMENT Wiring diagram 13 16600G 13-32

16600G

DIESEL EQUIPMENT Wiring diagram

13
13
DIESEL EQUIPMENT Wiring diagram 13 16600D 13-33

16600D

DIESEL EQUIPMENT Wiring diagram

13
13

KEY

  • 104 Immobiliser

  • 107 Battery

  • 120 Injection computer (D.C.U.)

  • 160 Stop switch

  • 225 Diagnostic socket

  • 234 Fan assembly relay

  • 238 Injection locking relay

  • 244 Coolant temperature sensor

  • 247 Instrument panel

  • 250 Vehicle speed sensor (passenger compartment)

  • 257 Preheating unit

  • 272 Injection air temperature sensor

  • 273 Engine speed sensor

  • 398 EGR valve

  • 419 AC control unit

  • 597 Engine fuse box

  • 645 Passenger compartment connection ECU

  • 680 to 682

Heater plugs

  • 711 Diesel pump

  • 777 Power feed fuse board

  • 921 Accelerator potentiometer

  • 927 Impact sensor (inertia sensor)

ANTIPOLLUTION Oil vapour rebreathing

14
14

PRESENTATION OF THE CIRCUIT

13042R 1 Engine 2 Oil decanter 3 Air filter unit 4 Inlet manifold
13042R
1
Engine
2
Oil decanter
3
Air filter unit
4
Inlet manifold

CHECKING

In order to guarantee the correct operation of the antipollution system, the oil vapour rebreathing circuit must be kept clean and in good condition.

ANTIPOLLUTION Exhaust gas recirculation (EGR)

14
14

PRESENTATION OF THE CIRCUIT

15881R 1 Engine
15881R
1
Engine
  • 2 Injection computer

  • 3 Inlet manifold

  • 4 Exhaust manifold

  • 5 EGR valve

  • 6 Coolant temperature sensor

REMOVING THE VALVE

The EGR valve is press fitted in the inlet manifold.

To make it easier to replace, remove the manifolds.

AIM OF THE EGR SYSTEM

Exhaust gas recirculation is used to reduce the amount of nitrous oxides (NOx) in exhaust gas.

The injection computer authorises the passage of the gas using an elec- trical valve.

ANTIPOLLUTION Exhaust gas recirculation (EGR)

14
14

OPERATING PRINCIPLE

The valve is controlled by an RCO signal from the injection computer. The RCO signal allows the valve opening to be modified, consequently changing the amount of exhaust gas diverted to the exhaust manifold.

The computer permanently checks to determine the position of the EGR valve flap.

OPERATING CONDITIONS

The following parameters determine the

operation of the EGR solenoid valve:

  • - air temperature,

  • - coolant temperature,

  • - atmospheric pressure,

  • - accelerator pedal position,

  • - engine speed,

  • - vehicle speed,

  • - battery voltage.

EGR operation is stopped if :

  • - the air temperature is less than 15 °C or greater than 60 °C,

  • - the coolant temperature is less than 15 °C or greater than 120 °C,

  • - the battery voltage is less than 10 Volts,

  • - atmospheric pressure is less than 890 mbars,

  • - mapping (load potentiometer/engine speed pair) is greater than a certain threshold.

The EGR valve is fed for 30 seconds after the engine is started if the preliminary conditions allow.

The vehicle must then exceed 6 mph (10 km/h) before the exhaust gas recirculation cycle at idle speed can be implemented. The EGR valve is then closed for 30 seconds whenever the engine returns to idle speed.

The computer does not operate the EGR if there is a fault in:

• the coolant temperature sensor, • the air temperature sensor, • the atmospheric pressure sensor, • the vehicle speed information, • one of the flow solenoid valves, • the EGR valve.

15761R 1 Solenoid feed
15761R
1
Solenoid feed
  • 2 Sensor feed

  • 4 Sensor earth

  • 5 Solenoid earth

  • 6 Sensor output