kangoo ecu-dcu3r=nt3303a.pdf

7/22/2019 Kangoo ECU-DCU3R=NT3303A.pdf

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

The methods may be modified as a result of changes introduced by themanufacturer in the production of the various component units and accessoriesfrom which his vehicles are constructed."

C RENAULT 1999

All copyrights reserved by Renault.

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

77 11 206 456 SEPTEMBER 1999 Edition Anglaise

N.T. 3303A

XB0J - XC0J

Special features of the F8Q 632

engine fitted with the Lucas Epic

injection pump

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

The cleanliness rules must be observed for all

operations on this vehicle.


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Contents

Page

Timing belt 11-1

TOP AND FRONT OF ENGINE11

Page

SpecificationsSpecial features

CleanlinessLocation of componentsOperationInjection warning lightImmobiliser functionInjection/air conditioningprogrammingIdle speed correctionPre-postheating controlInjectorsNegative flow solenoid valve andelectrical solenoid

Positive flow solenoid valve andadvance solenoid valvePump connectorInjection pumpPump - TimingAccelerator potentiometerCentralised coolant temperaturemanagementComputerWiring diagramKey

13-113-3

13-513-713-913-1013-11

13-1213-1413-1513-17

13-18

13-2013-2213-2413-2713-29

13-3013-3113-3213-34

DIESEL EQUIPMENT13

Inlet/exhaust manifolds 12-1

FUEL MIXTURE12

Oil vapour rebreathingExhaust gas recirculation(EGR)

14-114-2

ANTIPOLLUTION14


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TOP AND FRONT OF ENGINE

Timing belt 11

The method for removing - refitting the timingbelt remains unchanged (refer to NT 2701A fea-tures for HTD2 belts)except for the procedure fortiming the injection pump, for which the method

described in section 13 "Pump-Timing" MUST befollowed.

In contrast to existing pumps, the LUCAS EPICpump requires a complete timing operation, aftersetting the tension of the new timing belt.

11-1


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FUEL MIXTURE

Inlet/exhaust manifolds 12

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.

Manifold mounting nut 2.7

TIGHTENING TORQUES (in daN.m)

15826R1

12-1


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FUEL MIXTURE

Inlet/exhaust manifolds 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 theengine sub-frame.

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

REFITTING

Observe the correct tightening torques for thenuts.

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

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

PRO12.3

12-2


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DIESEL EQUIPMENT

Specifications 13

Vehicles Gearbox

Engine

Type SuffixBore(mm)

Stroke(mm)

Capacity(cm3)

RatioCatalytic

converter

Depollutionstandard

XB0JXC0J

JB1 F8Q 632 80 93 1870 21.5/1C55

orC101

EURO 96

ENGINE SPEED (rpm)

Idle speed Max. no load Max. with load

SMOKE OPACITY

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

Injection pumpLUCAS DIESEL

E.P.I.C.

R8640 A111A

H111.027

Electronic rotary pump with:- a positive flow solenoid valve,- a negative flow solenoid valve,- an advance solenoid valve,- an electrical solenoid,

- 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 pumpResistance : 2716 60 at 20C

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

InjectorsLUCAS

RDNOSDC 6751HRating: 125 to 140 bars

Injector holdersLUCAS

LCR 67354

Injector holder tightening: 7 daN.m

Injector holder tightening on cylinder head: 7 daN.m

13-1


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DIESEL EQUIPMENT

Specifications 13

DESCRIPTION MAKE/TYPE SPECIAL NOTES

Return pipes-

External diameter : 6 mmInternal diameter : 2.5 mm

Length: 300 mm

Pre-postheating unitNAGARES

BRE/6-12

With pre-postheating function (operation controlledby computer)

Heater plugs BERUResistance : 0.6 Tightness: 2 daN.m

Accelerator potentiometer CTS Dual track potentiometer

Engine speed sensor MGI Resistance 760 at 20C

Absolute pressure sensor - Integral in computer

EGR valve PIERBURGElectrical valve with integral flap and position sensorValve resistance: 8 0.5 at 20 CSensor resistance: 4 Kat 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

13-2


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DIESEL EQUIPMENT

Special features 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 theupper 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 carriedout on an injection test bench.

The EPIC pump is associated with an injection computer known as the DCU (Diesel Control Unit). This controlscalculation 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

13-3


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DIESEL EQUIPMENT

Special features 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 vegetableoils).

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 pressureoutlets must be fitted with new plugs of a suitable size to prevent the introduction of impurities.

13-4


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DIESEL EQUIPMENT

Cleanliness 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 contaminationare:- 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 operationunder 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 theparts which have been removed. There is less risk of parts becoming contaminated if they are stored in thismanner. 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 usecloths or conventional paper for cleaning. These materials leave lint which could contaminate the systemsfuel circuit. Each wipe may only be used once.

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DIESEL EQUIPMENT

Cleanliness 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-freecontainer.

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 theworkbench to be used.

Blow compressed air over the parts to be cleaned (tools, workbench and the parts, unions and injectionsystem 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 beused 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 carriescontamination.

All components of the injection system must be plugged and stored in an hermetically sealed plastic bagonce 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 tobe fitted on to the vehicle.

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DIESEL EQUIPMENT

Location of components 13

1 Air filter2 Inlet air temperature sensor3 EGR valve4 Accelerator pedal position potentiometer5 D.C.U. computer6 Feed relay7 Preheating unit8 Fuel filter9 Engine speed sensor and coolant temperature sensor

10 Negative flow solenoid valve and electrical solenoid11 Positive flow and advance solenoid valves12 EPIC injection pump

Photo 16 623

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DIESEL EQUIPMENT

Location of components 13

15821R1

2 Positive flow and advance solenoid valves4 Inlet air temperature sensor5 EGR valve6 Pre-postheating unit7 Accelerator pedal position potentiometer

15759R

10 TDC sensor11 Coolant temperature sensor12 Negative flow solenoid valve and electrical

solenoid14 Injection pump pin opening

15763R2

13-8


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DIESEL EQUIPMENT

Operation 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 plungersdriven by rollers in contact with a cam ring.

The precisely machined cam ring determines the start and duration of the injection phase. Using the advancesolenoid valve, the injection computer determines the position of this cam ring while modifying the start ofmovement 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 solenoidvalves 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 thenchecks the change in engine speed. If the engine speed does not drop, the computer operates the negativeflow solenoid valve.

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DIESEL EQUIPMENT

Injection warning light 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 thefault.

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.

13-10


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DIESEL EQUIPMENT

Immobiliser function 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 checkmade 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 isimpossible 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 immobilisercode for the vehicle, so that it will operate. After the test, the computer MUST be decodedbefore being re-turned to stores. If this is not done, the computer will not be able to be used again. This operation must becarried out by personnel who have received adequate training. To decode the computer, refer to section 82of M.R. 325 or 337.

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

13-11


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DIESEL EQUIPMENT

Injection/air conditioning programming 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 thecompressor. 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. Theminimum value read is approximately 250 Watts.

13-12


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DIESEL EQUIPMENT

Injection/air conditioning programming 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 informationgreater than 32 %) and if the engine speed is less than 2000 rpm, compressor operation is prevented for a fewseconds.

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 iscut. It is started again after 4 secondsif 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.

13-13


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DIESEL EQUIPMENT

Idle speed correction 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 informationon 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 900rpm.

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 stopswitch).

If the information from the accelerator pedal position potentiometer is incoherent with the informationfrom 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.

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DIESEL EQUIPMENT

Pre-postheating control 13

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 andthe atmospheric pressure.

2) Starting

The plugs are fed while the starter motor isoperating.

3) Engine running - Postheating

In this phase the plugs are fed continuouslydepending on the coolant temperature andthe position of the flow valve.

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

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 of15 seconds.

- 20

180

time (s)

For a given idle speed with noaction at the accelerator pedal

Coolanttemperature C

0 20 40 6015876-1S

13-15


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DIESEL EQUIPMENT

Pre-postheating control 13

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

15762S

In all cases the plugs may not be fed for longer

than 180 seconds.

13-16


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REFITTING

Replace the flame arresting washer and the sealsunder 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 13

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 mustbe plugged.

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

DI1323

13-17


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OBSERVED

DIESEL EQUIPMENT

Positive flow solenoid valve and advance solenoid valve 13

Solenoid valve mounting bolt 60.6

TIGHTENING TORQUES (in Nm)

REMOVAL OF THE POSITIVE FLOW SOLENOID

VALVE AND THE ADVANCE SOLENOID VALVE

The solenoid valves on the upper part of the EPICinjection pump cannot be replaced separately.They are:- the positive flow solenoid valve,- the advance solenoid valve.

Disconnect:- the battery,- the electrical connector for the pump.

Remove the bolts mounting the electricalconnector to the connector mounting.

In the connector, remove the four terminals forthe two solenoid valves (see section 13 "Pump

connector"). Note their position in the connector.

Slacken the four bolts holding the solenoid valveunit beginning with the outer bolts. ENSURECLEANLINESS IS MAINTAINED.

Remove the solenoid valve unit and remove thefour seals.

15823S

13-20


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DIESEL EQUIPMENT

Positive flow solenoid valve and advance solenoid valve 13

Wipe the solenoid valve sealing faces with lint-free wipes. Do not clean the sealing faces on thepump 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 fitthem on the solenoid valves.

Position the solenoid valve unit and tighten theinner 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 theterminals and the connector (first fit the terminalsinto the clip holder in order to ensure they arecorrectly clipped in, then refit the remainder ofthe connector) (see section 13 "Pump connector").

Refitting is then the reverse of removal.

Run the engine at idle speed to check there are noleaks.

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OBSERVED

DIESEL EQUIPMENT

Pump connector 13

REMOVAL OF THE INJECTION PUMP CONNECTOR

To remove the connector, remove the followingcomponents 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

El. 1044-01 and simultaneously pulling on thewire to be removed.

15825R

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 connectorholder (A).

SPECIAL TOOLING REQUIRED

El. 1044 -01 Tool for removing the connectorclips

13-22


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DIESEL EQUIPMENT

Pump connector 13

TERMINAL IDENTIFICATION

15820R

Markingon pump

side

Markingwiring

side

Computermarking

Allocation Colour

1 - - - -

2 - - - -

3 13 13 Advance valve position sensor signal Green

4 Flow valve position sensor trigger Red

5 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 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 -

4 + AVC

4 + AVC

13-23


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OBSERVED.

DIESEL EQUIPMENT

Injection pump 13

Closure plate 0.55 0.05Rear fitting 2.2 0.3


REPLACEMENT OF THE CLOSURE PLATE SEAL

REPLACEMENT OF THE REAR FITTING


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 tightenthe bolts.

15822R

12569S

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

NOTE: when replacing a cylinder head, observethe methods for removing/refitting the fittingdescribed above.

REMOVAL

Remove the rear fitting before slackening themounting bolts for the pump, located behind thedrive pulley.

REFITTING

Fit the pump mounting bolts.

Position the rear fitting and hand tighten thebolts.

Torque tighten :- the pump bolts,

- the rear fitting bolts.

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OBSERVED.

DIESEL EQUIPMENT

Injection pump 13

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 havebeen disconnected.

Disconnect the pump electrical connector.

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

Slacken the pulley mounting nut.

REMOVAL OF THE INJECTION PUMP


Pin the engine at TDC using tool Mot. 1054.

12419R


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

Injector pipe nut 2.5 0.6

Rear fitting bolt 2.2 0.3

Pump mounting bolt 2.5 0.3

Pulley nut 5.5 0.5


15872R

13-25


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DIESEL EQUIPMENT

Pump - Timing 13

Slacken the pump drive shaft nut.

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

PROCEDURE FOR SETTING THE INJECTION PUMP

Checking the timing requires a complete timingoperation.

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 pinMot. 1054.

Position the injection pump pulley retaining toolMot. 1200-01.

12419R


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

Pump nut 5.5 0.5 daN.m

Plug for pump pin 5 Nm

TIGHTENING TORQUES

15872R

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

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DIESEL EQUIPMENT

Pump - Timing 13

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

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

IMPORTANT: take care since there will be a largeamount of fuel in the unions and the injectionpump. Protect any sensitive parts.

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

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

Gently tighten tool Mot. 1520to find the pointwhere the setting pin goes into the pump by thegreatest amount. In this position, the pin willimmobilise the pump.

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

Remove the tool Mot. 1200-01.

Remove tool Mot. 1054 from the engine and toolMot. 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 pinand the injection pump setting pin.

Let the engine run at idle speed to check there areno leaks and that engine operation is correct.

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

15871R1

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DIESEL EQUIPMENT

Accelerator potentiometer 13

Track resistance : 1.7 0.5 K

Track allocation:1 Signal from track 22 Signal from track 13 5 V feed for track 2

4 Earth for track 15 Earth for track 26 5 V feed for track 1

15760S

REMOVAL OF THE POTENTIOMETER

Remove the unit from under the master cylinder.

Unhook the accelerator cable from the unit. Thepotentiometer is supplied by the PartsDepartment with the unit.

REFITTING

Refitting is the reverse of removal.

The repair must be validated using the faultfinding tool.

NOTE : a fault in one of the two accelerator pedalposition potentiometer tracks will cause a

modification to the idle speed or engineoperation (see section 13 "Idle speedcorrection").

15759R1

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Centralised Coolant Temperature Management 13

244 Coolant temperature sensor (injection andcoolant temperature indication oninstrument panel).3 track sensor, 2 for coolant temperature

information and 1 for instrument panelindication.

This system allows control of the engine coolingfan by the injection computer. It comprises asingle coolant temperature sensor used for theinjection, the fan, the coolant temperatureindication and the temperature warning light onthe instrument panel.

Centralised Coolant Temperature Management (GCTE)

15763R1

OPERATION

Sensor 244 allows:- indication of the coolant temperature on the

instrument panel,- the injection computer to be informed of theengine coolant temperature.

Depending on the coolant temperature, theinjection computer manages:- the injection system,- the E.G.R.- the fan relays:

the cooling fan is operated at slow speed ifthe coolant temperature exceeds 99 C and isstopped when the temperature drops below

96 C, the cooling fan is operated at high speed if

the coolant temperature exceeds 102 C andis stopped when the temperature dropsbelow 99 C,

the fan assembly may be operated for theAC.

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

COOLANT TEMPERATURE WARNING LIGHT

This warning light is controlled by the DCUcomputer.

It is operated when the temperature exceeds105 C.

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DIESEL EQUIPMENT

Computer 13

ALLOCATION OF INJECTION COMPUTER TRACKS

3 - >< - FAULT FINDING LINE L4 - - < - - AIR TEMPERATURE SENSOR INPUT8 - - < - - 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 INPUT17 - - < - - VEHICLE SPEED INPUT18 - - < - - HEATED WINDSCREEN INPUT19 - - < - - PLUG FAULT FINDING INPUT (2)20 - - < - - IMMOBILISER INPUT22- - > - - PAS ELECTRO-PUMP ASSEMBLY (if AC option)23 - - > - - FAST SPEED FAN RELAY CONTROL (if AC option)24 - - > - - PREHEATING WARNING LIGHT OUTPUT26 - - > - - ENGINE SPEED INFORMATION OUTPUT30 - - > - - ELECTRICAL SOLENOID OUTPUT33 - >< - FAULT FINDING LINE K34 - - < - - COOLANT TEMPERATURE SENSOR INPUT35 - - < - - EGR VALVE FLAP POSITION INPUT36 - - < - - DIESEL TEMPERATURE SENSOR INPUT37 - - < - - LOAD POTENTIOMETER SENSOR INPUT (TRACK 2)39 - - - - - EGR VALVE FLAP POSITION FEED41 - - - - - LOAD POTENTIOMETER SENSOR FEED (TRACK 1)42 - - - - - LOAD POTENTIOMETER SENSOR FEED (TRACK 2)46 - - < - - BRAKE SWITCH INPUT47 - - < - - AC INFORMATION (if AC option)

49 - - < - - PLUG FAULT FINDING INPUT (1)51 - >< - PUMP MEMORY INPUT/OUTPUT52 - - > - - PREHEATING RELAY CONTROL53 - - > - - SLOW SPEED FAN RELAY CONTROL54 - - > - - COOLANT TEMPERATURE WARNING LIGHT OUTPUT55 - - > - - AC PREVENTION OUTPUT (if AC option)59 - - > - - EGR SOLENOID VALVE OUTPUT60 - - > - - NEGATIVE FLOW SOLENOID VALVE CONTROL OUTPUT61 - - - - - LOAD POTENTIOMETER SENSOR EARTH (TRACK 1)62 - - - - - LOAD POTENTIOMETER SENSOR EARTH (TRACK 2]63 - - - - - EGR VALVE FLAP POSITION EARTH65 - - - - - AIR TEMPERATURE SENSOR EARTH66 - - - - - COOLANT TEMPERATURE SENSOR EARTH67 - - < - - PUMP DIESEL TEMPERATURE SENSOR74 - - - - - ENGINE SPEED SENSOR EARTH (TRACK A)76 - - - - - + BEFORE IGNITION FEED77 - - - - - + BEFORE IGNITION FEED78 - - - - - EARTH79 - - - - - EARTH81 - - - - - + AFTER IGNITION FEED82 - - - - - ACTUATOR RELAY CONTROL84 - - > - - FAULT WARNING LIGHT OUTPUT85 - - > - - FUEL CONSUMPTION OUTPUT89 - - > - - ADVANCE SOLENOID VALVE CONTROL OUTPUT90 - - > - - POSITIVE FLOW SOLENOID VALVE CONTROL OUTPUT

- - < - - INPUT- - > - - OUTPUT

PRO15097

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Wiring diagram 13

16600G

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Wiring diagram 13

16600D

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DIESEL EQUIPMENT

Wiring diagram 13

KEY

104 Immobiliser107 Battery

120 Injection computer (D.C.U.)160 Stop switch225 Diagnostic socket234 Fan assembly relay238 Injection locking relay244 Coolant temperature sensor247 Instrument panel250 Vehicle speed sensor (passenger compartment)257 Preheating unit272 Injection air temperature sensor273 Engine speed sensor398 EGR valve

419 AC control unit597 Engine fuse box645 Passenger compartment connection ECU680 to 682 Heater plugs711 Diesel pump777 Power feed fuse board921 Accelerator potentiometer927 Impact sensor (inertia sensor)

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ANTIPOLLUTION

Oil vapour rebreathing 14

PRESENTATION OF THE CIRCUIT

13042R

1 Engine2 Oil decanter3 Air filter unit4 Inlet manifold

CHECKING

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

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ANTIPOLLUTION

Exhaust gas recirculation (EGR) 14

PRESENTATION OF THE CIRCUIT

15881R

1 Engine2 Injection computer3 Inlet manifold4 Exhaust manifold5 EGR valve6 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.

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ANTIPOLLUTION

Exhaust gas recirculation (EGR) 14

15761R

The computer does not operate the EGR if there isa 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.

1 Solenoid feed2 Sensor feed4 Sensor earth5 Solenoid earth6 Sensor output

OPERATING PRINCIPLE

The valve is controlled by an RCO signal from theinjection computer. The RCO signal allows the

valve opening to be modified, consequentlychanging the amount of exhaust gas diverted tothe exhaust manifold.

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

OPERATING CONDITIONS

The following parameters determine theoperation 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 theengine is started if the preliminary conditionsallow.

The vehicle must then exceed 6 mph (10 km/h)

before the exhaust gas recirculation cycle at idlespeed can be implemented. The EGR valve is thenclosed for 30 seconds whenever the enginereturns to idle speed.

kangoo ecu-dcu3r=nt3303a.pdf

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