MR391X2413B000 master

Engine and peripherals 13B

DIESEL INJECTION EDC16 Injection Program No.: C1 Vdiag No.: 04 Fault finding - Introduction Fault finding - Cleanliness guidelines Fault finding - System operation Fault finding - Allocation of computer tracks Fault finding - Replacement of components Fault finding - Fault summary table Fault finding - Interpretation of faults Fault finding - Parameter summary table Fault finding - Conformity check Fault finding - Status summary table Fault finding - Interpretation of statuses Fault finding - Command summary table Fault finding - Interpretation of commands Fault finding - Customer complaints Fault finding - Fault Finding Chart Fault finding - Component operational test

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V2 "The repair procedures given by the manufacturer in this document are based on the technical specifications current when it was prepared. The procedures 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."

Edition Anglaise All rights reserved by Renault s.a.s. 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 s.a.s.

© Renault s.a.s. MR-391-X24-13B000$000_engTOC.mif V2

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DIESEL INJECTION

EDC16 Injection Program No.: C1 Vdiag No.: 04

Fault finding - Introduction

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1. SCOPE OF THIS DOCUMENT This document presents the fault finding procedure applicable to all computers with the following specifications: Vehicle(s): Master rear wheel drive phase II Engine type and suffix: ZD3 600-604 Function concerned: Diesel injection

Computer name: BOSCH EDC16 C3 Program no.: C1 VDIAG No: 04

2. PREREQUISITES FOR FAULT FINDING Documentation type: Fault finding procedures (this manual): – Assisted fault finding (integrated into the diagnostic tool), Dialogys. Wiring Diagrams: – Visu-Schéma (CD-ROM), paper. Type of diagnostic tools: – CLIP + multiplex line sensor Special tooling required: Special tooling required Multimeter Elé. 1590

Bornier Clip + CAN probe

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DIESEL INJECTION Fault finding - Introduction

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3. RECAP Faults Faults are declared to be either present or stored (depending on whether they appeared in a certain context and have disappeared since, or whether they remain present but are not diagnosed within the current context). The present or stored status of faults should be taken into consideration when the diagnostic tool is switched on after the + after ignition feed (without any system components being active). For a present fault, apply the procedure described in the Interpretation of faults section. For a stored fault, note the faults displayed and apply the instructions in the Notes section. If the fault is confirmed when the instructions in the Notes section are applied, the fault is present. Deal with the fault If the fault is not confirmed, check: – the electrical lines which correspond to the fault, – the connectors on these lines (corrosion, bent pins, etc.), – the resistance of the component detected as faulty, – the condition of the wires (melted or split insulation, wear).

Conformity check The aim of the conformity check is to check statuses and parameters that do not produce a fault display on the diagnostic tool when they are inconsistent. Therefore, this stage is used to: – carry out fault finding on faults that do not have a fault display, and which may correspond to a customer complaint. – check that the system is operating correctly and that there is no risk of a fault recurring after repairs. This section gives the fault finding procedures for statuses and parameters and the conditions for checking them. If a status is not behaving normally or a parameter is outside the permitted tolerance values, consult the corresponding fault finding page.

Customer complaints - Fault finding chart If the test with the diagnostic tool is OK but the customer complaint is still present, the fault should be processed by customer complaint.

A summary of the overall procedure to follow is provided on the following page in the form of a flow chart.

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DIESEL INJECTION


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Fault finding - Introduction

4. FAULT FINDING PROCEDURE Check the battery charge and the condition of the fuses

Print the system fault finding log (available on CLIP or in the MR or NT)

Connect CLIP

Dialogue with the computer?

no Refer to ALP No. 1

yes Read the faults

Faults present

no Conformity check

yes The cause is still present

Deal with present faults

no

Fault solved

Deal with stored faults Use fault finding charts (ALPs)

The cause is still present

no

Fault solved The cause is still present

yes

Contact your Techline with the completed fault finding log

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no

Fault solved



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4. FAULT FINDING PROCEDURE (continued) Wiring check: Fault finding problems: Disconnecting the connectors and/or manipulating the wiring harness may temporarily remove the cause of a fault. Electrical measurements of voltage, resistance and insulation are generally correct, especially if the fault is not present when the analysis is made (stored fault). Visual inspection: Look for damage under the bonnet and in the passenger compartment. Carefully check the fuses, insulation and wiring routing. Look for signs of oxidation. Tactile inspection: While manipulating the wiring harness, use the diagnostic tool to note any change in fault status from stored to present. Make sure that the connectors are firmly locked, Apply light pressure to the connectors, Twist the wiring harness. If there is a change in status, try to locate the source of the fault. Inspection of each component: Disconnect the connectors and check the appearance of the clips and tabs, as well as their crimping (no crimping on the insulating section). Make sure that the clips and tabs are properly locked in the sockets. Check that no clips or tabs have been dislodged during connection. Check the clip contact pressure using an appropriate model of tab. Resistance check: Check the continuity of entire lines, then section by section. Look for a short circuit to earth, to + 12 V or to another wire. If a fault is detected, repair or replace the wiring harness.

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5. FAULT FINDING LOG

IMPORTANT

IMPORTANT Any fault on a complex system requires thorough fault finding with the appropriate tools. The FAULT FINDING LOG, which should be completed during the procedure, enables you to keep track of the procedure which is carried out. It is an essential document when consulting the manufacturer.

IT IS THEREFORE MANDATORY TO FILL OUT A FAULT FINDING LOG FOR EACH FAULT FINDING PROCEDURE. You will always be asked for this log: – when requesting technical assistance from Techline, – for approval requests when replacing parts for which approval is mandatory, – to be attached to monitored parts for which reimbursement is requested. The log is needed for warranty reimbursement, and enables better analysis of the parts removed.

6. SAFETY ADVICE Safety rules must be observed during any work on a component to prevent any damage or injury: – check the battery voltage to avoid incorrect operation of computer functions, – use the proper tools. Before working on the injection system, ensure that the system pressure is nearing 0 bar.

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7. GENERAL OBSERVATIONS: SWITCHING ON THE VEHICLE IGNITION FOR FAULT FINDING: To run fault finding on the vehicle computers, proceed as follows: – switch on the ignition (key in + After ignition position), – check the battery voltage. It must be greater than 11 V. If not, recharge the battery, – connect the diagnostic tool and perform the required operations.

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113B EDC16 Injection Program No.: C1 Vdiag no.: 04

DIESEL INJECTION SYSTEM Fault finding - Cleanliness guidelines

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I - RISKS ASSOCIATED WITH CONTAMINATION The high pressure direct injection system is highly sensitive to contamination. The risks linked to contamination are: – damage to or destruction of the high pressure injection system, – components jamming, – components losing seal integrity. All After-Sales operations must be performed under very clean conditions. This means that no impurities (even particles a few microns in size) should have entered the system during dismantling. The cleanliness principle must be applied from the filter up to the injectors. What are the sources of contamination? – metal or plastic chips, – paint, – fibres: – cardboard, – from brushes, – from paper, – from clothing, – from cloths, – foreign bodies such as hair, – ambient air – etc. IMPORTANT It is forbidden to clean the engine using a high pressure cleaner because of the risk of damaging connectors. In addition, moisture may collect in the connectors and create electrical connection faults.

II - NOTES TO BE FOLLOWED BEFORE ANY OPERATION IMPORTANT Before any work is carried out on the high pressure injection system, protect: – the accessories and timing belts, – the electrical accessories, (starter motor, alternator, electric power assisted steering pump), – the flywheel surface, to prevent any diesel from running onto the clutch friction plate. Ensure that you have caps for any unions which are going to be opened (set of caps available from the Parts Department). The caps are single-use only. After use, they must be discarded (once used they are soiled and cleaning does not make them reusable). Unused caps must be discarded.

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EDC16 Injection Program No.: C1 Vdiag no.: 04

DIESEL INJECTION SYSTEM Fault finding - Cleanliness guidelines

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Ensure that you have hermetically resealable plastic bags for storing removed parts. There is less risk that the parts will be exposed to impurities if they are stored in this way. The bags are to be used once only, and discarded after use. Use lint-free cleaning cloths (part number 77 11 211 707). Using normal clothes or paper is prohibited. They are not lint-free and could contaminate the fuel circuit. Each cloth should only be used once. Use fresh cleaning agent for each operation (used cleaning agent is contaminated). Pour it into an uncontaminated receptacle. For each operation, use a clean brush in good condition (the brush must not shed its bristles). Use a brush and cleaning agent to clean the unions which are going to be opened. Blow compressed air over the cleaned parts (tools, workbench, the parts, unions and injection system zones). Check that no bristles remain. Wash your hands before and during the operation if necessary. When wearing leather protective gloves cover them with latex gloves to prevent contamination.

III - INSTRUCTIONS TO BE FOLLOWED DURING THE OPERATION As soon as the circuit is open, all openings must be capped to prevent impurities from entering the system. The caps to be used are available from the Parts Department. The caps must not be reused under any circumstances. Seal the pouch shut, even if it has to be opened shortly afterwards. Ambient air carries contamination. All components removed from the injection system must be stored in a hermetically sealed plastic bag once they have been capped. Using a brush, cleaning agent, air gun, sponge or normal cloth is strictly prohibited once the circuit has been opened. These items could allow contamination to enter the system. A new component which is replacing an old one must not be removed from its packaging until it can be fitted to the vehicle.

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DIESEL INJECTION Fault finding - System operation

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The high pressure injection system is designed to deliver a precise quantity of diesel fuel to the engine at a set moment. It is fitted with a 112-track BOSCH "EDC16" computer. The system comprises: – an electric low pressure pump, – a diesel filter, – a high pressure pump with a built-in low pressure pump (transfer pump), – a high pressure regulator mounted on the pump, – an injector rail, – a diesel fuel pressure sensor built into the rail, – four solenoid injectors, – a diesel fuel temperature sensor, – a coolant temperature sensor, – an air temperature sensor, – a cylinder reference sensor, – an engine speed sensor, – an EGR solenoid valve, – an accelerator pedal potentiometer, – a brake and clutch pedal position sensor, – an atmospheric pressure sensor integrated into the injection computer, – a flow sensor, – a turbocharging pressure sensor, – a turbocharging pressure regulation solenoid valve. The "common rail" direct high pressure injection system works sequentially (based on the petrol engine multipoint injection). This new injection system reduces operating noise, reduces the volume of pollutant gases and particles and produces high engine torque at low engine speeds thanks to a pre-injection procedure. The high pressure pump generates the high pressure and transmits it to the injector rail. The actuator located on the pump controls the quantity of diesel fuel supplied, according to the requirement determined by the computer. The rail supplies each injector through a steel pipe.

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a) The computer: This determines the injection pressure value necessary for the engine to operate correctly and controls the pressure regulator accordingly. It checks that the pressure value is correct by analysing the value transmitted by the pressure sensor located on the rail. It determines the necessary injection timing to deliver the right quantity of diesel fuel and the moment when injection should start. It electrically controls each injector individually after determining these two values. The flow injected into the engine is determined by: – the duration of injector control, – the rail pressure (regulated by the computer), – the injector opening and closing speed, – the needle stroke (determined by a constant for the type of injector), – the nominal hydraulic flow of the injector (specific to each injector). The computer manages: – idling regulation, – exhaust gas flow reinjection to the inlet, – fuel supply check (advance, flow and rail pressure), – fan assembly control, – the air conditioning, – the cruise control function, – pre-post heating control, – fault warning lights via the multiplex network. The high pressure pump is supplied at low pressure by an integrated low pressure pump (transfer pump). It supplies the rail, for which the pressure is controlled by the fuel flow actuator for charging and by the injector valves for discharging. This compensates for pressure drops. The flow actuator allows the high pressure pump to supply the exact quantity of diesel fuel required to maintain the pressure in the rail. This component minimises the heat generated and improves engine output. In order to discharge the rail using the injector valves, the valves are controlled by brief electrical pulses which are: – short enough not to open the injector (passing through the feedback circuit from the injectors), – long enough to open the valves and discharge the rail.

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The connections between the vehicle's various computers are multiplexed. The multiplex network enables:

– the computers' communication, – the instrument panel warning lights to function, – vehicle fault feedback, – the need for the vehicle speed sensor in the gearbox.

The vehicle speed signal on the instrument panel is transmitted by the ABS computer via a wire connection, then sent out on the multiplex network by the instrument panel. The main users of the vehicle speed signal are the injection computer and the airbag computer. Some vehicles have a sensor for detecting water in the diesel fuel, located in the filter. If there is water in the fuel, the orange injection and pre/postheating warning light will come on. WARNING The engine must not operate with: – diesel fuel containing more than 10 % diester, – petrol, even in tiny quantities. The system can inject diesel fuel into the engine at a pressure of up to 1600 bar. Before each operation, check that the injector rail is depressurised and that the fuel temperature is not too high. When working on the high pressure injection system, you must respect the cleanliness guidelines and safety advice specified in this document. Dismantling the interior of the pump and injectors is forbidden. Only the flow actuator, the diesel temperature sensor and the Venturi tube can be replaced. For safety reasons, it is strictly prohibited to undo a high pressure pipe union when the engine is running. It is not possible to remove the pressure sensor from the fuel rail because this may cause circuit contamination faults. If the pressure sensor is faulty it must be replaced, along with the rail and the high pressure pipes. Supplying + 12 V directly to any component of the system is prohibited. Ultrasonic decoking and cleaning are prohibited. Never start the engine unless the battery is connected correctly. In the event that electrical welding is carried out on the vehicle, the following must be disconnected: – the battery – the injection computer.

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Cold loop air conditioning management: The air conditioning system is the cold loop type. The injection computer is responsible for: – authorising cold requests in accordance with the refrigerant pressure, the engine coolant temperature and the engine speed. Cooling by viscous coupling: The Master propulsion phase II is equipped with a hydraulic cooling fan (viscous coupling). Fault finding cannot be run on this and it is not managed by the injection computer. The ventilation fan operates: – as soon as the engine coolant temperature exceeds 90 ± 5 ˚C, – as soon as the air conditioning is authorised. The ventilation fan speed of rotation depends on: – engine speed, – vehicle speed. The ventilation fan no longer works if the engine coolant temperature is less than 75 ± 5 ˚C.

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Management of the cruise control and the power take-off function: The cruise control function, when activated, maintains the vehicle at a preselected speed, regardless of the driving conditions encountered. Using the control buttons the driver can increase the vehicle speed. The cruise control function can be deselected either by: – deactivating the cruise control switch, – detecting system events, such as the brake pedal or clutch being depressed, – detecting system errors, such as inconsistent vehicle speed or excessive vehicle deceleration. The cruise function can also be temporarily disabled when the driver wants to increase speed by depressing the accelerator pedal. The cruising speed is resumed when the driver releases the accelerator pedal. It is possible to reactivate the cruise control function and resume the last cruising speed after deactivation (computer supply voltage not cut). The vehicle attempts to resume the cruising speed at a controlled acceleration rate. The driver has the following controls to operate the cruise control function: – accelerator pedal, – brake pedal, – clutch pedal, – on/off switch functions for cruise control and power take-off, – instrument panel R button allowing cruising speed to be remembered following cruise control deactivation, – instrument panel 0 button allowing the cruise control function to be stopped momentarily, – instrument panel ± button allowing the cruising speed to be increased or decreased. The power take-off function (fast idle speed) enables specific equipment to be used: – power take-off (crane,.etc.) – urban roadwork equipment (tipper, concrete mixer,.etc.). The driver has the following controls to operate the power take-off function: – on/off switch functions for cruise control and power take-off, – instrument panel R button permitting the last stored fast idle speed to be re-established, – instrument panel 0 button allowing the power take-off function to be deactivated momentarily, – instrument panel ± button allowing the fast idle speed to be increased or decreased. Speed limiter The objective is to be able to limit the maximum speed of vehicles which are subject to speed restriction regulations to a speed which is less than or equal to the speed limit, and no longer only to the speed limit. To meet this objective, it is possible to modify the maximum speed programmed in the engine computer using After-Sales tools. Run command SC013 "Vehicle speed limiter function". The speed is to be set between 42 mph (70 km/h) and 78 mph (130 km/h) depending on the regulations or not. A speed limit value which is less than the regulatory limit (below restriction) must be programmed.

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Exhaust gas recirculation management: The exhaust gas recirculation system comprises a direct current EGR valve controlled by an H bridge in the computer. This system has a built-in valve position feedback potentiometer. The EGR valve is controlled by a closed loop throughout the changing air flow. The potentiometer is used in the fault finding procedure for the EGR valve position. An EGR cooler cools the exhaust fumes before they are redirected to the inlet.

b) WARNING LIGHT MANAGEMENT Instrument panel display: The computer manages the data display on the instrument panel relating to engine operation. This concerns 4 functions: – pre/postheating, – the coolant temperature, – Level 1 engine faults (non critical fault), – Level 2 engine faults (emergency stop). These 4 functions are represented by 2 indicator lights on the instrument panel.

1. Pre/postheating warning light, non critical fault: This warning light is used as an in operation indicator lamp and as a system fault indicator light: – Continuously lit for a few seconds + APC: indicates preheating. – Continuously lit when the engine is running: indicates a Level 1 fault, non critical fault (implies reduced operation and limited level of safety. The user must carry out repairs as soon as possible).

2. Temperature/emergency stop warning light: This light is used as an operation indicator light and as a system fault warning light. It comes on for 3 seconds when switched on (automatic test procedure managed by instrument panel). – Flashing: indicates engine overheating (the driver remains free to stop the vehicle or not). – Continuously lit: indicates a level 2 fault (In this case, the injection is automatically cut after a few seconds).

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DIESEL INJECTION SYSTEM Fault finding - Allocation of computer tracks

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32-track black connector A Track

Description

Track

Description

A1

Not used

E1

Not used

A2

Cruise control On/Off switch

E2

Air conditioning signal

A3

Not used

E3

Power take-off On/Off switch

A4

Not used

E4

Brake switch supply signal output

B1

Air conditioning compressor relay control

F1

Not used

F2

B2

Not used

Accelerator potentiometer load 2 supply

B3

Not used

F3

Accelerator potentiometer load 2 signal

B4

K line diagnostic socket output

F4

Accelerator potentiometer load 2 earth

C1

Not used

G1

Protective relay supply

C2

Not used

G2

C3

Not used

Accelerator potentiometer load 1 supply

C4

Clutch pedal position sensor signal

G3

Not used

D1

+ After ignition feed

G4

Battery earth

D2

Cruise control programming control

H1

Battery earth

D3

Cruise control programming feedback signal

H2


H3


H4

Battery earth

D4

Not used

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Brown 48-track connector B Track

Description

A1

Cylinder 1 reference sensor earth (camshaft)

A2

Not used

A3

Not used

A4

Fuel rail pressure sensor supply

B1

Track

Description

G1

Air flowmeter supply signal

G2

Air temperature signal

G3

Fuel rail pressure sensor signal

G4

Turbocharger turbocharging pressure sensor supply

TDC sensor supply signal

H1

Coolant temperature sensor earth

B2

Not used

H2

Fuel temperature signal

B3

Not used

H3

Not used

B4

Air flow sensor supply

H4

Not used

C1

TDC sensor earth signal

J1

Not used

C2

EGR valve engine supply signal

J2

EGR valve potentiometer signal

C3

Not used

J3

Not used

C4

Fuel rail pressure sensor earth

J4

Not used

D1

Cylinder 1 reference sensor signal (camshaft)

K1

Not used

K2

Turbocharging pressure sensor signal

D2

EGR valve engine earth signal

K3

Not used

D3

Not used

K4

Not used

D4

Turbocharging pressure sensor earth

L1

Not used

E1

Injection locking relay coil earth control

L2

Not used

E2

Air flowmeter earth signal

L3

Not used

E3

Not used

L4

Not used

E4

Not used

M1

Not used

F1

Refrigerant sensor signal

M2

Protective relay + supply

F2

Coolant temperature sensor supply signal

M3

Not used

F3

Refrigerant sensor supply

M4

Fuel pressure regulation solenoid valve control

F4

Gas recirculation sensor supply

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Grey 32-track connector C Track

Description

A1

Not used

A2

Not used

A3

Not used

A4

Preheating relay fault finding signal

B1

Not used

B2

Not used

B3

Brake lights contact signal

B4

Not used

C1

Fuel pump relay control

C2

EGR solenoid valve earth

C3

Refrigerant sensor earth

C4

Not used

D1

Not used

D2

Not used

D3

Not used

D4

Not used

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Track

Description

E1

Turbocharger operating solenoid valve control

E2

Preheating relay control

E3

Not used

E4

Not used

F1

Fuel temperature earth

F2

Not used

F3

Not used

F4

Not used

G1

Injector command 4

G2

Injector command 2

G3

Injector 1 earth

G4

Injector 2 earth

H1

Injector command 1

H2

Injector command 3

H3

Injector 4 earth

H4

Injector 3 earth


DIESEL INJECTION Fault finding - Replacement of components

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COMPUTER REPLACEMENT OR REPROGRAMMING OPERATIONS The system can be programmed or reprogrammed via the diagnostic socket using the RENAULT CLIP diagnostic tool (see Technical Note 3585A, Computer programming and reprogramming procedure). Operations to be carried out before the injection computer is reprogrammed: Before reprogramming the injection computer, move the main Cruise control/Speed limiter switch to the rest position. The information about the cruise control or the speed limiter displayed on the instrument panel disappears. Otherwise, if the main switch remains in the cruise control or speed limiter position during and after reprogramming, the Cruise control/Speed limiter function will not be operational. The procedure for resetting the function is as follows: Vehicle ignition on. – Position the main switch in rest position (the computer then detects the rest position). – Position the switch in Cruise control position to activate the Cruise control function. – Position the switch in Speed limiter position to activate the Speed limiter function. While the computer is being (re)programmed the engine fan assemblies are automatically triggered. IMPORTANT – Switch on the diagnostic tool (mains or cigarette lighter feed). – Connect a battery charger. – Switch off all electrical consumers (lights, interior lights, air conditioning, radio CD, etc.). – Wait for the engine to cool (coolant temperature < 60˚, and air temperature < 50˚). Before reprogramming or replacing the computer in After-Sales operations, save the following data to the diagnostic tool: – The IMA codes (individual correction of the injector). – The engine adaptives (engine speed, and options available on the vehicle) using command SC005 Computer replacement data backup. WARNING A computer without the IMA option can be replaced by a computer with this option. The codes have therefore not been saved during command SC005. In this case, status ET235 "Injector code use" changes to "YES", fault DF173 "Injector code programming" is present, and the engine functions in defect mode. Use command SC004 Injector calibration data input (see interpretation of commands). After programming, reprogramming or replacing the computer: – Switch the ignition off and then on again, – Start and then stop the engine (to initialise the computer) and wait 30 seconds. – Use the diagnostic tool to carry out the following steps: – Use command VP001 Write VIN. – Use command SC007 Write data after replacing computer, to re-establish the injector codes and the engine adaptives. – Run command CF001 "Passenger compartment heating resistor" and select "WITH". – Deal with any faults detected by the diagnostic tool. Clear the computer memory. – Carry out a road test followed by a complete test with the diagnostic tool.

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Note: In case of forgetting or non operation of the commands SC005 and SC007, after replacing or reprogramming the computer: – the IMA codes must be typed in for each injector (using command SC004 "Injector calibration data input"), – the EGR valve must be reinitialised (using command RZ010 "EGR valve fault adaptives"). IMPORTANT – The injection computer retains the same immobiliser code for life. – The system has no security code. – It is not permitted to perform tests with computers borrowed from the Parts Department or from another vehicle which must then be returned. These computers are hard-coded. – If the injection computer appears to be faulty, contact the Techline and refer to the fault finding log.

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REPLACING THE EGR VALVE After replacing the exhaust gas recirculation valve, the computer has to store the new valve offset (at 0 miles) and the measured offset from the last time the ignition was switched off (in power latch phase*). The computer detects clogging or a blockage in the valve using this data.

1. Procedure to follow after replacing the EGR valve: – select the CLEAR menu, – run the clearing command RZ010 EGR valve fault adaptives: – display the parameters of the EGR circuit sub-function: PR583 = PR584 = 0 %, – switch off the ignition, – wait until power latch closes down for + 10 seconds i.e. 20 seconds minimum, – as soon as the ignition is switched on again the new EGR valve offset is automatically reinitialised, – display the parameters of the EGR circuit sub-function: 0 % < PR583 < 20 % – start the vehicle to enable the latest EGR valve offset to be programmed, – switch off the ignition, – display the parameters of the EGR circuit sub-function: 0 % < PR088 = PR583 = PR584 < 20 %

2. Static test: Exit fault finding mode and switch off the ignition, – wait 20 seconds, and switch on the ignition again, – clear any faults, – start the engine, – let the engine idle for 1 min, – accelerate to 2,500 rpm for 5 s, and then return to idle speed, – repeat this procedure 5 times. Check for faults, If the fault does not recur, end the fault finding procedure. If the fault reappears, restart the procedure after disconnecting and reconnecting the EGR valve. If the fault is still present, replace the EGR valve.

*the engine immobiliser warning light will flash for a few seconds after switching the ignition off

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REPLACING THE INJECTOR(s) Note: The IMA coding (individual injector correction) is a calibration made in production on each injector to adjust the flow accurately. These correction values are etched onto the Bakelite body of each injector (6 alphanumeric characters) and then entered into the computer which then controls each injector taking into account their manufacturing variation. When replacing one (or more) injector(s), modify the IMA parameters on the injector outlet concerned. The system can be configured with the diagnostic socket using the RENAULT CLIP diagnostic tool. To do this, note down the IMA code(s) etched on the injector bodies, and enter these codes into the computer using the command SC004 Injector calibration data input, and follow the instructions given by the diagnostic tool.

Procedure for programming the injector codes – – – – –

read the 6-figure alpha-numeric codes engraved on the upper section of the Bakelite body of the injector(s), Select the COMMAND menu, then SPECIFIC COMMAND. select the command SC004 Injector calibration data input, on the CLIP tool, follow the instructions when the help button (depicted as a book) is clicked on. when the command has finished, the modified code(s) is/are displayed in the CURRENT column. IMPORTANT When the command is complete, switch off the ignition and exit fault finding mode. Wait 10 s. Return to fault finding mode. Select the Identify computer function from the main screen. Check that the injector codes entered into the computer correspond to those on the injector bodies. If the codes do not correspond, start the SC004 "Injector calibration data input" command procedure again. Then check the system faults, and clear any stored faults. If the computer does not have any faults, the operation is complete. If not, process any present faults. If necessary, clear fault DF173 Injector code programming. *Note: – cylinder no. 1 is located at the timing end – the letters "Q" and "J" and the numbers "0" and "9" are not used in IMA coding, – each code must be allocated to the cylinder on which the injector is mounted.

MR-391-X24-13B000$250_eng.mif V2

13B - 22


DIESEL INJECTION Fault finding - Fault summary table

13B

WARNING LIGHT MANAGEMENT: Management of instrument panel warning lights according to the faults notified.

System DTC

FAULT WARNING LIGHT LEVEL 1 (Orange preheating indicator light)

FAULT WARNING LIGHT LEVEL 2 (Red overheating warning light)

NO WARNING LIGHT ON

606

6.DEF/8.DEF/12.DEF

1.DEF/2.DEF/3.DEF 4.DEF/ 5.DEF/7.DEF/10.DEF/ 11.DEF/13.DEF/14.DEF

...

DF002 Coolant temperature sensor circuit

115

CO.1/CC.0

...

...

DF012 Battery voltage

560

...

...

1.DEF/2.DEF

C167

...

1.DEF

...

DF016 Clutch contact circuit

830

1.DEF/2.DEF

...

...

DF019 Air flow sensor circuit

100

1.DEF/2.DEF CO.0/CC.1

...

...

DF021 Fuel temperature sensor circuit

180

...

...

CC.O/CO.1

DF022 Air temperature sensor circuit

110

CC.0/CO.1

...

...

DF023 Engine speed sensor circuit

335

...

1.DEF/2.DEF

...

DF024 Atmospheric pressure sensor circuit

105

1.DEF/2.DEF/3.DEF

...

...

DF027 EGR solenoid valve circuit

400

...

...

1.DEF

DF051 Brake pedal contact circuit

571

1.DEF/2.DEF

...

...

DF061 Heater plug circuit

670

X

...

...

DF070 Camshaft/engine speed sensor consistency

16

...

...

1.DEF

FAULTS

DF001 Computer

DF015 Immobiliser

MR-391-X24-13B000$300_eng.mif V2

13B - 23



13B

FAULT WARNING LIGHT MANAGEMENT (CONTINUED):

System DTC



NO WARNING LIGHT ON

DF071 Pedal sensor circuit gang 1

225

CO.0/CC.1/1.DEF

...

...

DF073 Pedal sensor circuit gang 2

2120

CO.0/CC.1/1.DEF

...

...

DF081 Preheating relay circuit

380

CC.0/CO/CC.1/ 1.DEF

...

...

DF082 Low pressure pump relay circuit

230

X

...

...

DF084 EGR valve position sensor circuit

486

...

...

CO.0/CC.1

DF091 Sensor supply voltage no. 1

641

1.DEF/2.DEF

...

...


651

1.DEF/2.DEF

...

...

DF095 Vehicle speed signal

500

...

1.DEF

...

DF099 Cylinder 1 injector circuit

201

CO

CC.1/CC/1.DEF

...


202

CO

CC.1/CC/1.DEF

...


203

CO

CC.1/CC/1.DEF

...

DF102 Cylinder injector circuit 4

204

CO

CC.1/CC/1.DEF

...

DF113 Refrigerant pressure sensor circuit.

530

...

...

CO.0/CC.1

FAULTS

MR-391-X24-13B000$300_eng.mif V2

13B - 24



13B

FAULT WARNING LIGHT MANAGEMENT (CONTINUED 2):

System DTC



NO WARNING LIGHT ON

DF117 Rail pressure sensor circuit

190

1.DEF/2.DEF

CC.0/CO.1

...

DF118 Cruise control/ speed limiter function

575

...

...

1.DEF/2.DEF/3.DEF

DF125 Main relay control circuit

685

1.DEF/2.DEF

...

...

89

3.DEF

CO/CC.0/CC.1/ 1.DEF/2.DEF/4.DEF 5.DEF/6.DEF

...

DF144 Compressor relay control line

1605

...

...

X

DF146 Computer supply voltage

615

...

...

1.DEF

DF163 EGR valve control circuit

403

1.DEF

...

2.DEF

DF173 Injector code programming

611

1.DEF/2.DEF

...

...

DF208 Turbocharging solenoid valve control circuit

33

CC.0/CC.1 CO/1.DEF

...

...

DF209 Turbocharging pressure sensor circuit

235

CC.1 1.DEF/CO.0

...

...


697

...

1.DEF/2.DEF

...

DF233 Turbocharging pressure regulation circuit

243

1.DEF/2.DEF

...

...

DF235 Camshaft sensor circuit

340

1.DEF/2.DEF

...

...

DF244 Cruise control function

575

...

...

1.DEF/2.DEF/3.DEF

DF253 EGR solenoid valve servo-control

409

2.DEF

...

1.DEF

FAULTS

DF137 Rail pressure regulation function

MR-391-X24-13B000$300_eng.mif V2

13B - 25


DIESEL INJECTION Fault finding - Interpretation of faults

13B

COMPUTER

DF001 PRESENT OR STORED

1.DEF 2.DEF 3.DEF 4.DEF 5.DEF 6.DEF 7.DEF 8.DEF 10.DEF 11.DEF 12.DEF 13.DEF 14.DEF

: : : : : : : : : : : : :

permanent high signal permanent low signal configuration absent or incorrect analogue/digital converter fault disrupted communication EEPROM fault watchdog activation signal outside upper limit injector control injector control condenser fault injection fault when decelerating initialisation fault open circuit

WARNING This fault may appear if the wiring has been damaged. Follow the procedure described in the Wiring Check in the Introduction. This check enables the condition and the conformity of the engine wiring harness to be checked.

Conditions for applying the fault finding procedure to stored faults: The fault is declared present following an attempt to start engine or when the engine is running. NOTES

Special notes: The level 1 warning light is lit if 6.DEF, 8.DEF or 12.DEF are present. The level 2 warning light is lit if 1.DEF, 2.DEF, 3.DEF, 4.DEF, 5.DEF, 7.DEF, 10.DEF, 11.DEF, 13.DEF, 14.DEF are present. Use bornier Elé. 1590 for all operations on the injection computer connectors.

Display the stored contexts for fault DF001. 1) Check the value of PR124 "Restart code". If PR124 = 10, continue otherwise contact the Techline. 2) Check PR004 "Computer feed voltage" present and stored: – If the two PR004 > 10 V, check the condition of the wiring harness between the computer and the battery, carry out any necessary repairs. Clear the faults. Start the vehicle. Check the faults: If DF001 is still present, contact Techline. – If one of the two PR004 < 10 V, check that the vehicle conforms with the vehicle identification number (wiring for any electrical consumers added). Check the charging circuit then the condition of the battery terminals. Carry out fault finding on the alternator. Recharge or replace the battery. If DF001 is still present, contact Techline.

AFTER REPAIR

MR-391-X24-13B000$350_eng.mif V2

Clear the faults, then switch off the ignition. Carry out a road test followed by another check with the diagnostic tool. Deal with any declared fault, or carry out a conformity check if there are none.

13B - 26




13B

COOLANT TEMPERATURE SENSOR CIRCUIT CC.0 : short circuit to earth CO.1 : open circuit or short circuit to + 12 volts

Conditions for applying the fault finding procedure to stored faults: The fault appears after: – an attempt to start engine or engine running.

NOTES

CC.0

Special notes: If the fault is declared present: – the coolant temperature: PR002 "Coolant temperature"is fixed at 119 ˚C, – the preheating phase is greater than 10 seconds, – fan assembly 1 is continuously run, – the level 1 warning light is lit. Use bornier Elé. 1590 for any work on the computer connectors.

NOTES

None

Check the coolant temperature sensor connections. Repair if necessary. Measure the coolant temperature sensor resistance between terminals 1 and 2 of the black connector. Replace the sensor if the resistance is not: 12460 ± 112 Ω at - 10 ˚C 2252 ± 112 Ω at 25 ˚C 811.4 ± 39 Ω at 50 ˚C 283 ± 8 Ω at 80 ˚C 115 ± 3 Ω at 110 ˚C Check the injection computer connections. Check the continuity and insulation against earth of the following connections: Injection computer brown 48-track connector B track H1 Track 1 coolant temperature sensor Injection computer brown 48-track connector B track F2 Track 2 coolant temperature sensor Repair if necessary. If the fault is still present, replace the coolant temperature sensor.

AFTER REPAIR

MR-391-X24-13B000$350_eng.mif V2


13B - 27



13B

DF002 CONTINUED

C0.1

NOTES

None

Check the coolant temperature sensor connections. Repair if necessary. Measure the coolant temperature sensor resistance between terminals 1 and 2 of the black connector. Replace the sensor if the resistance is not: 12460 ± 112 Ω at - 10 ˚C 2252 ± 112 Ω at 25 ˚C 811.4 ± 39 Ω at 50 ˚C 283 ± 8 Ω at 80 ˚C 115 ± 3 Ω at 110 ˚C Check the injection computer connections. Check the continuity and insulation against the + 12 V feed on the following connection: Injection computer brown 48-track connector B track H1 Track 1 coolant temperature sensor Check the continuity of the following connection: Injection computer brown 48-track connector B track F2 Track 2 coolant temperature sensor Repair if necessary. If the fault is still present, replace the coolant temperature sensor.

AFTER REPAIR

MR-391-X24-13B000$350_eng.mif V2


13B - 28




13B

BATTERY VOLTAGE 1.DEF: excess voltage 2.DEF: undervoltage

Conditions for applying fault finding procedures to stored faults: The fault is declared present after the engine starts. NOTES

1.DEF

Special notes: Computer operating voltage: 9 V < operating voltage < 16.5 V. Use bornier Elé. 1590 for all operations on the injection computer connections.

NOTES

None

Check the charge circuit. Carry out the necessary repairs.

AFTER REPAIR

MR-391-X24-13B000$350_eng.mif V2


13B - 29



13B

DF012 CONTINUED

2.DEF

NOTES

None

With the ignition off, measure the voltage across the battery terminals. If the voltage is below 11.5 V, recharge and test the battery. If necessary replace the battery, then check the charge circuit. With the ignition on, and the starter operating, measure the battery voltage across the terminals. If the voltage drops below 9 V, check the tightness and condition of the battery terminals. Recharge and test the battery. If necessary replace the battery, then check the charge circuit. If the starter is driving the engine correctly, but the fault is still present: – Check for + 12 V after ignition on: Track G1 of the black 32-track A connector on the injection computer, Track E1 of the brown 48-track B connector on the injection computer If there is no feed to these tracks, check the condition of fuse FM3 (30A) on the fuse board. Replace if necessary. – Check the condition of the injection computer supply voltage relay R8. Repair the contacts or replace them if necessary. – Check the continuity and absence of interference resistance of the following connections: Injection computer brown 48-track connector B, track E1 Track 15 of relay R8 Injection computer black 32-track connector A, track G1 Track 13 of relay R8 Injection computer black 32-track connector A, tracks G1, G4 and H1 Battery earth Repair if necessary.

AFTER REPAIR

MR-391-X24-13B000$350_eng.mif V2


13B - 30




13B

ENGINE IMMOBILISER 1.DEF: internal electronic fault

Conditions for applying fault finding procedures to stored faults: The fault is declared present following an attempt to start engine or when the engine is running. NOTES

Special notes: The level 2 warning light is lit if 1.DEF is present. It is impossible to start the vehicle. Use bornier Elé. 1590 for all operations on the injection computer connections.

Check the UCH connections. Check the injection computer connections. Repair if necessary. Carry out a test on the multiplex network and a full fault finding procedure on the UCH (see 82A, Engine immobiliser conformity check). If the fault is still present, contact the Techline.

AFTER REPAIR

MR-391-X24-13B000$350_eng.mif V2


13B - 31




13B

CLUTCH SWITCH CIRCUIT 1.DEF: no signal 2.DEF: signal incoherence

Conditions for applying fault finding procedures to stored faults: The fault is declared present after a pedal is depressed or a road test. NOTES

Special notes: If the fault is present, cruise control is deactivated. Use bornier Elé. 1590 for all operations on the injection computer connections.


Check the connections of the clutch pedal switch. Check the adjustment of the clutch switch. Repair if necessary. Check the conformity of the clutch switch: – clutch pedal depressed: continuity between tracks 1 and 2 of the switch – clutch pedal released: insulation between tracks 1 and 2 of the switch. If these controls do not comply, replace the clutch pedal switch. Check for earth on track B3 of the clutch pedal switch. Repair if necessary. Check the injection computer connections. Check for continuity and the absence of interference resistance on the following connection: Injection computer connector A, black 32 tracks track C4 Track A1 Clutch pedal switch Repair if necessary. If the fault is still present, contact the Techline.

AFTER REPAIR

MR-391-X24-13B000$350_eng.mif V2


13B - 32



13B

AIR FLOWMETER CIRCUIT DF019 PRESENT OR STORED

CC.1 : CO.0 : 1.DEF: 2.DEF: 3.DEF: 4.DEF:

short circuit to + 12 V open circuit or short circuit to earth offset at minimum threshold offset at maximum threshold parameter at minimum limit. parameter at maximum limit

Priority when dealing with a number of faults: Apply the procedure for dealing with fault DF211 Sensor feed voltage no. 3 first if it is present or stored.

NOTES

Conditions for applying fault finding procedures to stored faults: The fault is declared present following an attempt to start engine or when the engine is running. Special notes: The level 1 warning light is lit. Use bornier Elé. 1590 for all operations on the injection computer connections.

CC.1

NOTES

None

Check the air flowmeter connections. Check the injection computer connections. Repair if necessary. Check the continuity and insulation against the + 12 V feed of the following connection: Injection computer brown 48-track connector B track E2 Track 2 air flow sensor If the fault is still present, replace the air flowmeter.

AFTER REPAIR

MR-391-X24-13B000$350_eng.mif V2


13B - 33



13B

DF019 CONTINUED 1

CO.0

NOTES

None

Check the air flowmeter connections. Check the injection computer connections. Repair if necessary. Check for + 12 V after ignition on track 4 of the air flow sensor connector. In the absence of + 12 V, check the condition and the conformity of fuse F1 20A on the passenger compartment fuse and relay board. Replace it if necessary. Check that a supply of + 5 V is present on track 3 of the air flowmeter sensor connector. Check the continuity and insulation to earth of the following connection: Injection computer brown 48-track connector B, track B4 Track 3 air flow sensor If the fault is still present, replace the air flowmeter.

AFTER REPAIR

MR-391-X24-13B000$350_eng.mif V2


13B - 34



13B

DF019 CONTINUED 2

1.DEF 2.DEF NOTES 3.DEF 4.DEF

Conditions for applying fault finding procedures to stored faults: The fault is declared present after the ignition has been switched off for 30 seconds.

None

Check the air flowmeter connections. Check the injection computer connections. Repair if necessary. Check the following connection for continuity and make sure that there is no interference resistance: Injection computer connector B track B4 track 3 air flow sensor connector. Injection computer connector B track G1 track 5 of the air flow sensor connector. Injection computer connector B track E2 track 2 of the air flow sensor connector. Check for + 12 V after relay on track 4 of the air flow sensor connector. Check for an earth on track 6 of the air flow sensor connector. ● Check the entire air inlet circuit: – air filter unit inlet not blocked and filter not clogged, – no foreign bodies on the air flow sensor grille (visual inspection only). Otherwise, replace the air flow sensor. – oil vapour recirculation circuit connected correctly, – no leaks or blockages in the low and high-pressure air circuits: pipes, presence and tightness of the mounting clips, mounting of the turbocharger pressure sensor, intercooler, etc. – check that the damper valve is open (valve control pressed against the body of the venturi unit). ● Air flow sensor connected, vehicle ignition on and engine stopped: – check the voltage between tracks 2 and 5 of the air flow sensor: If the value is not 0.6 V ± 0.1, replace the air flowmeter. ● Check the EGR valve is not jammed open: – switch off the ignition, disconnect the connector and remove the EGR valve. – if removal reveals that its valve is jammed in the open position, replace the EGR valve. In the event of replacing the EGR valve, use the command RZ010 Adaptives on EGR valve faults (see Replacement of components).

AFTER REPAIR

MR-391-X24-13B000$350_eng.mif V2


13B - 35




13B

FUEL TEMPERATURE SENSOR CIRCUIT CC.0 : short circuit to earth CO.1 : open circuit or short circuit to + 12 V

Conditions for applying fault finding procedures to stored faults: The fault is declared present following an attempt to start engine or when the engine is running. NOTES Special notes: – If the fault is present, the PR001 "Fuel temperature" parameter is frozen at 100 ˚C. – Use bornier Elé. 1590 for all operations on the injection computer connections.

CC.0

NOTES

None

Check the fuel temperature sensor connectors. Check the injection computer connections. Repair if necessary. Measure the fuel temperature sensor resistance across tracks 1 and 2. Replace the fuel temperature sensor if the resistance is not: 3820 Ω ± 282 at 20 ˚C 2050 Ω ± 100 at 25 ˚C 810 Ω ± 47 at 50 ˚C Check the continuity and insulation to earth of the following connection: injection computer connector B, brown 48-track, track H2 Track 1 fuel temperature sensor Check the continuity and insulation from earth of the following connection: Injection computer grey 32-track connector C, track F1 Track 2 fuel temperature sensor If the fault is still present, replace the fuel temperature sensor.

AFTER REPAIR

MR-391-X24-13B000$350_eng.mif V2


13B - 36



13B

DF021 CONTINUED

CO.1

NOTES

None

Check the fuel temperature sensor connectors. Check the injection computer connections. Repair if necessary. Measure the fuel temperature sensor resistance across tracks 1 and 2. Replace the fuel temperature sensor if the resistance is not: 3820 Ω ± 282 at 20 ˚C 2050 Ω ± 100 at 25 ˚C 810 Ω ± 47 at 50 ˚C Check the following connections for insulation, continuity and interference resistance: injection computer connector B, brown 48-track, track H2 Track 1 fuel temperature sensor Injection computer grey 32-track connector C, track F1 Track 2 fuel temperature sensor If the fault is still present, replace the fuel temperature sensor.

AFTER REPAIR

MR-391-X24-13B000$350_eng.mif V2


13B - 37




13B

AIR TEMPERATURE SENSOR CIRCUIT CC.0 : short circuit to earth CO.1 : open circuit or short circuit to + 12 V

Conditions for applying fault finding procedures to stored faults: The fault is declared present after an engine start, or with the engine running.

NOTES

Special notes: The level 1 warning light is lit. If the fault is present: – parameter PR003 Air temperature is fixed at 20 ˚C, – EGR regulation is deactivated, – there is light smoke at the exhaust. The air temperature will be determined according to the inlet manifold vacuum and the atmospheric pressure. Use bornier Elé. 1590 for all operations on the injection computer connections.

Check the air flow sensor. Check the injection computer connections. Repair if necessary. Check for + 5 V on track 3 of the air flowmeter connector. Check the continuity, the insulation to + 12 V and insulation to earth on the following connections: Injection computer brown 48-track connector B, track G2 Track 1 of the air flow sensor connector Injection computer brown 48-track connector B, track E2 Track 2 of the air flow sensor connector Injection computer brown 48-track connector B, track B4 Track 3 of the air flow sensor connector Repair if necessary. Measure the air temperature sensor resistance between tracks 1 and 2 of the air flowmeter. Replace the air flowmeter if the resistance is not approximately: 3714 Ω ± 161 at 10 ˚C 2488 Ω ± 90 at 20 ˚C 1671 Ω ± 59 at 30 ˚C

AFTER REPAIR

MR-391-X24-13B000$350_eng.mif V2


13B - 38




13B

FLYWHEEL SIGNAL SENSOR CIRCUIT 1.DEF: no signal 2.DEF: signal incoherence

Conditions for applying the fault finding procedure to stored faults: The fault is declared present after an attempt to start engine.

NOTES

1.DEF 2.DEF

Special notes: If the fault is present: – the level 2 warning light is lit, – engine start is impossible or engine stop is requested. Use bornier Elé. 1590 for any work on the computer connectors. The engine speed sensor is consistent with the camshaft sensor.

NOTES

None

Check the flywheel signal sensor connectors. Repair if necessary. Check that the sensor/flywheel air gap is correct: 0.5 to 1.8 mm. Measure the flywheel signal sensor resistance between terminals 1 and 2 of its connector. Replace the flywheel signal sensor if the winding resistance is not 800 ± 80 Ω at an engine temperature of 20 ˚C. Check the injection computer connections. Repair if necessary. Check the continuity, insulation and absence of interference resistance on the following connections: Brown 48-track connector B injection computer track B1 Track 1 of the flywheel signal sensor Brown 48-track connector B injection computer track C1 Track 2 of the flywheel signal sensor Repair if necessary. Check the flywheel signal sensor using an oscilloscope: In the event of a fault, check that the flywheel signal sensor is mounted properly and that the flywheel target is not damaged. If the fault is still present, contact the Techline.

AFTER REPAIR

MR-391-X24-13B000$350_eng.mif V2


13B - 39




13B

ATMOSPHERIC PRESSURE SENSOR CIRCUIT 1.DEF: signal incoherence 2.DEF: signal outside lower limit 3.DEF: signal outside upper limit

Conditions for applying fault finding procedures to stored faults: The fault is declared present following an attempt to start the engine or with the engine running. Priority when dealing with a number of faults (for 2.DEF and 3.DEF): Firstly, deal with the following faults: DF125 Main relay control circuit if it is present or stored. DF233 Turbocharger pressure sensor circuit if it is present or stored. NOTES

Special notes: The atmospheric pressure sensor is integrated into the injection computer, and cannot be separated. If the fault is present: – the level 1 warning light is lit, – the atmospheric pressure value changes to safe mode, – PR016 Atmospheric pressure = 750 mbar, – there is light smoke. Use bornier Elé. 1590 for any work on the computer connectors.

Check the following connections for continuity and the absence of interference resistance: Injection computer, 48-track brown connector B, track E1 Track 15 of relay R8 Injection computer black 32-track connector A, track G1 Track 13 of relay R8 Injection computer black 32-track connector A, tracks G1, G4 and H1 Battery earth Compare the PR016 Atmospheric pressure parameter with the PR150 Turbocharging pressure setpoint IGNITION ON parameter. In case of deviation greater than ± 20 hPa (20 mBar), contact Techline.

AFTER REPAIR

MR-391-X24-13B000$350_eng.mif V2


13B - 40




13B

EGR SOLENOID VALVE CIRCUIT 1.DEF: excessive EGR valve flow

Conditions for applying fault finding procedures to stored faults: The fault is declared present after an attempt to start engine. NOTES

Special notes: If the fault is present: – the EGR function is inhibited, – vehicle performance is reduced and smoke could appear, Use bornier Elé. 1590 for all operations on the injection computer connectors.

Check the EGR valve connections. Check the injection computer connections. Repair if necessary. Measure the resistance of the EGR valve motor between tracks 1 and 5. If the resistance is not 3 ± 0.3 Ω, replace the EGR valve. Measure the resistance of the EGR valve potentiometer between tracks 2 and 4. Ω, replace the EGR valve. If the resistance is not 6.5 ± 2.6 kΩ Check for continuity and absence of interference resistance of the following connections: Injection computer brown 48-track connector B, track D2 Track 5 EGR valve Injection computer, 48-track brown connector B, track J2 Track 6 EGR valve Check that there are no leaks on the EGR circuit. Reinitialise the EGR valve using command RZ010 EGR valve fault adaptives (see Replacement of components). If the fault is still present, replace the EGR valve.

AFTER REPAIR

MR-391-X24-13B000$350_eng.mif V2


13B - 41

DIESEL INJECTION



Fault finding - Interpretation of faults

13B

BRAKE PEDAL SWITCH CIRCUIT 1.DEF: fault finding outside the domain 2.DEF: signal incoherence

Conditions for applying fault finding procedures to stored faults: If the fault becomes present after starting the engine and depressing the brake pedal. NOTES

Special notes: The level 1 warning light is lit. If the fault is present, cruise control is deactivated. Use bornier Elé. 1590 for all operations on the injection computer connectors.

1.DEF

NOTES

None

Check the brake light switch connectors. Check the condition and adjustment of the brake light switch. Repair if necessary. Check the conformity of the brake light switch: Brake pedal released: Brake pedal depressed:

continuity between tracks 3 and 4 infinite resistance between tracks 1 and 2. infinite resistance between tracks 3 and 4 continuity between tracks 1 and 2.

Replace the switch if necessary. Check the feeds to the switch: + 12 V after ignition feed + 12 V battery feed Repair if necessary.

track 2 of the brake pedal switch connector (via the passenger compartment fuse and relay box) track 4 of the brake pedal switch connector (via the UCH)

Check the continuity and insulation of the following connection: Injection computer black 32-track connector A, track E4

Track 3 of the brake light switch connector

Carry out the necessary repairs.

AFTER REPAIR

MR-391-X24-13B000$350_eng.mif V2


13B - 42



13B

DF051 CONTINUED

2.DEF

NOTES

None

Check the brake pedal switch connections. Check the condition and adjustment of the brake-pedal switch. Repair if necessary. Check the continuity and make sure there is no interference resistance on the following connection: Injection computer black 32-track connector A, track E4 Track 3 of the brake switch Repair if necessary. Check the conformity of the switch by consulting the interpretation of statuses ET013 Brake no. 1 switch signal and ET014 Brake no. 2 switch signal (See Interpretation of statuses). If the fault is still present, carry out fault finding on the ABS computer.

AFTER REPAIR

MR-391-X24-13B000$350_eng.mif V2


13B - 43




13B

HEATER PLUG CIRCUIT

Conditions for applying fault finding procedures to stored faults: The fault becomes present after actuator command AC010 Preheating relay, or after an attempt to start engine. NOTES

Special notes: – If the fault is present, the level 1 warning light will be lit. It is difficult or even impossible to start the engine when cold. The heater plugs can be continuously controlled. The engine and the heater plugs may be damaged. Use bornier Elé. 1590 for all operations on the injection computer connectors.

Step 1: Using a multimeter fitted with an ampermetric clamp, gather the 4 heater plug leads together. Actuate the preheating relay via command AC010 Preheating relay and measure the current used by the 4 heater plugs. If the current is not between 20 and 30A, go to step 2, otherwise end of fault finding. Step 2: Check the preheating unit connections. Check the connections on all the heater plugs. Repair if necessary. Measure the resistance of the heater plugs: Replace any plugs whose resistance is not less than 2 Ω at + 20 ˚C. Check the continuity of the following connections: preheating unit track 1 cylinder 3 heater plug, preheating unit track 2 cylinder 4 heater plug, preheating unit track 6 cylinder 1 heater plug, preheating unit track 7 cylinder 2 heater plug. Check for + 12 V battery feed on track 3 of the preheating relay (via fuse). Check the engine earthing.

AFTER REPAIR

MR-391-X24-13B000$350_eng.mif V2


13B - 44



13B

DF061 CONTINUED

If the fault is still present: Check the injection computer connections. Repair if necessary. Check the continuity, insulation and absence of interference resistance of the following connections: Injection computer grey, 32-track connector C, track A4 track 9 preheating unit connector Injection computer grey, 32-track connector C, track E2 track 8 of the preheating unit connector If the fault is still present, replace the pre-postheating unit.

AFTER REPAIR

MR-391-X24-13B000$350_eng.mif V2


13B - 45




13B

CAMSHAFT/ENGINE SPEED SENSOR CONSISTENCY 1 DEF: inconsistent signal

Conditions for applying fault finding procedures to stored faults: The fault becomes present following an attempt to start the engine. NOTES Special notes: Use bornier Elé. 1590 for all operations on the injection computer connectors.

Check the engine speed sensor and camshaft sensor connectors. Check the injection computer connections. Repair if necessary. Check the continuity of the following connections: engine management computer, connector B track A1 track 1 of the camshaft sensor. engine management computer, connector B track D1 track 2 of the camshaft sensor. Engine management computer, connector B track B1 track 1 of the engine speed sensor. Engine management computer, connector B track C1 track 2 of the engine speed sensor. Repair if necessary. Check that the engine earthing is in order (oxidation, tightness, etc.). Check the mounting, the air gap and the condition of the engine speed sensor. If one of the sensors is faulty, replace it. Measure the camshaft sensor resistance between tracks 1 and 3. Replace the camshaft sensor if its resistance is not 10250 ± 500 Ω.

AFTER REPAIR

MR-391-X24-13B000$350_eng.mif V2


13B - 46




13B

PEDAL SENSOR CIRCUIT GANG 1 CO.0 : open circuit or short circuit to earth CC.1 : short circuit to + 12 V 1.DEF: signal incoherence

Priorities when dealing with a number of faults: Deal with DF091 Sensor feed voltage no. 1 fault first if it is present or stored. Conditions for applying the fault finding procedure to stored faults: The fault is declared present after a series of full load/no load actions on the accelerator pedal. NOTES

CO.0

Special notes: The turbocharging and cruise control functions are inhibited. The level 1 warning light is lit. The engine speed is limited to 3000 rpm only if the pedal sensor circuit gang 1 fault is present. If a pedal sensor circuit gang 2 fault is present at the same time as a pedal sensor circuit gang 1 fault, the speed is then frozen at 1400 rpm. Use bornier Elé. 1590 for any work on the computer connectors.

NOTES

Priorities when dealing with a number of faults: If there is a simultaneous occurrence of fault DF073 Pedal circuit gang 2, check that the pedal sensor connector is connected correctly.

Check the accelerator pedal sensor connectors. Check the injection computer connections. Repair if necessary. Check the continuity absence of interference resistance on the following connections: Injection computer black 32-track connector A track H2 Track 3 accelerator pedal sensor connector Injection computer black 32-track connector A track G2 Track 4 of the accelerator pedal sensor connector Repair if necessary. Measure the accelerator pedal sensor resistance on gang 1 between tracks 4 and 2. Ω ± 0.9. Replace the sensor if the internal resistance is not 1.7 kΩ

AFTER REPAIR

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13B

DF071 CONTINUED 1

CC.1

NOTES

None

Check the accelerator pedal sensor connectors. Check the injection computer connections. Repair if necessary. Check for continuity and the absence of interference resistance of the following connections: Injection computer black 32-track connector A track H2 Track 3 accelerator pedal sensor connector Injection computer black 32-track connector A track H3 Track 2 of the accelerator pedal sensor connector Repair if necessary. Measure the accelerator pedal sensor resistance on gang 1 between tracks 4 and 2. Ω ± 0.9. Replace the sensor if the resistance is not: 1.7 kΩ

AFTER REPAIR

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13B

DF071 CONTINUED 2

1.DEF

NOTES

None

Check the connectors of the accelerator pedal sensor. Check the injection computer connections. Repair if necessary. Check the continuity, insulation and absence of interference resistance on the following connections: Injection computer black 32-track connector A track H2 Track 3 accelerator pedal sensor connector Injection computer black 32-track connector A track G2 Track 4 of the accelerator pedal sensor connector Injection computer black 32-track connector A track H3 Track 2 of the accelerator pedal sensor connector Injection computer black 32-track connector A track F3 Track 6 accelerator pedal sensor connector Injection computer black 32-track connector A track F2 Track 5 of the accelerator pedal sensor connector Injection computer black 32-track connector A track F4 Track 1 of the accelerator pedal sensor connector Repair if necessary. If the fault is still present, replace the accelerator pedal sensor.

AFTER REPAIR

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13B

PEDAL SENSOR CIRCUIT GANG 2 CO.0 : open circuit or short circuit to earth C1.1 : short circuit to + 12 V 1.DEF: signal incoherence

Priorities when dealing with a number of faults: Deal with fault DF092 Sensor feed voltage no. 2 first if it is present or stored. Conditions for applying the fault finding procedure to stored faults: The fault is declared present after a series of full load/no load actions on the accelerator pedal. NOTES

CO.0

Special notes: The turbocharging and cruise control functions are inhibited. The level 1 warning light is lit. The engine speed is limited to 3000 rpm only if the pedal sensor circuit gang 2 fault is present. If pedal sensor circuit gang 1 fault is present at the same time as a pedal sensor circuit gang 2 fault, the speed is then frozen at 1400 rpm. Use bornier Elé. 1590 for any work on the computer connectors.

NOTES

Priorities when dealing with a number of faults: If fault DF071 Pedal sensor circuit gang 1 is present at the same time, check that the pedal sensor connector is connected correctly.

Check the accelerator pedal sensor connectors. Check the injection computer connections. Repair if necessary. Check the continuity and absence of interference resistance of the following connections: Injection computer black 32-track connector A track F3 Track 6 accelerator pedal sensor connector Injection computer black 32-track connector A track F2 Track 5 of the accelerator pedal sensor connector Repair if necessary. Measure the resistance of the accelerator pedal sensor on gang 2 between tracks 1 and 5. Ω ± 2.05. Replace the sensor if the resistance is not: 2.85 kΩ

AFTER REPAIR

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13B

DF073 CONTINUED 1

CC.1

NOTES

None

Check the accelerator pedal sensor connectors. Check the injection computer connections. Repair if necessary. Check for continuity and the absence of interference resistance of the following connections: Injection computer black 32-track connector A track F3 Track 6 accelerator pedal sensor connector Injection computer 32-track black connector A track F4 Track 1 of the accelerator pedal sensor connector Repair if necessary. Measure the resistance of the accelerator pedal sensor on gang 2 between tracks 1 and 5. Ω ± 2.05. Replace the sensor if the resistance is not: 2.85 kΩ

AFTER REPAIR

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13B

DF073 CONTINUED 2

1.DEF

NOTES

None

Check the accelerator pedal sensor connectors. Check the injection computer connections. Repair if necessary. Check the continuity, insulation and absence of interference resistance on the following connections: Injection computer black 32-track connector A track F3 Track 6 accelerator pedal sensor connector Injection computer black 32-track connector A track F2 Track 5 of the accelerator pedal sensor connector Injection computer black 32-track connector A track F4 Track 1 of the accelerator pedal sensor connector Injection computer black 32-track connector A track H2 Track 3 accelerator pedal sensor connector Injection computer black 32-track connector A track G2 Track 4 of the accelerator pedal sensor connector Injection computer black 32-track connector A track H3 Track 2 of the accelerator pedal sensor connector Repair if necessary. If the fault is still present, replace the accelerator pedal sensor.

AFTER REPAIR

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13B

PREHEATING RELAY CIRCUIT CC.1 : CC.0 : CO : 1.DEF:

short circuit to + 12 V open circuit or short circuit to earth open circuit internal electrical fault

Conditions for applying fault finding procedures to stored faults: The fault is declared present after actuator command AC010 Preheating relay, or after an attempt to start the engine. NOTES

CC.1

Special notes: The level 1 warning light is lit. If the fault is present, it is difficult or even impossible to start the engine when cold. Use bornier Elé. 1590 for all operations on the injection computer connections.

NOTES

None

Check the preheating unit connections and the heating plug supply cables. Check the injection computer connections. Repair if necessary. Check the continuity and insulation against + 12 V of the following connections: Injection computer grey 32-track connector C, track E2 Track 8 preheating unit Injection computer grey 32-track connector C, track A4 Track 9 preheating unit Repair if necessary. If the fault is still present, replace the pre/postheating unit.

AFTER REPAIR

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13B

DF081 CONTINUED 1

CC.0 CO

NOTES

Special notes: If the unit has a short circuit to earth there is a risk that the heater plugs will operate continuously. The heater plugs and the engine may be damaged.

Step 1: Using a multimeter fitted with a current clamp, group the 4 heater plug leads together. Actuate the preheating relay via command AC010 Preheating relay and measure the current used by the 4 heater plugs. If the current is not between 20 and 30A, go to step 2, otherwise end of fault finding. Step 2: Check the injection computer connections. Repair if necessary. Check the preheating unit connections and the heating plug supply cables. Measure the resistance of the heater plugs. Replace any heater plugs whose resistance is not less than 2 Ω at + 20 ˚C. Check the continuity, absence of interference resistance and insulation against earth on the following connections: Injection computer, grey 32-track connector C, track E2 Track 8 preheating unit Injection computer, grey 32-track connector C, track A4 Track 9 preheating unit Repair if necessary. If the fault is still present, replace the pre/postheating unit.

AFTER REPAIR

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13B

DF081 CONTINUED 2

1.DEF

NOTES

None

Check the preheating unit connections and the heating plug supply cables. Check the injection computer connections. Repair if necessary. Check the following connection for continuity and make sure there is no interference resistance: Injection computer grey 32-track connector C, track E2 Track 8 preheating unit Repair if necessary. If the fault is still present, check that the computer output is working correctly. With the preheating unit connected: – connect the negative test pin of the voltmeter to track 8 of the preheating unit, – connect the positive test pin of the voltmeter to the + 12 V battery feed, – run command AC010 "Preheating unit". If the voltmeter does not indicate the battery voltage while the command is running (ten one-second ON/OFF cycles), contact the Techline.

AFTER REPAIR

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13B

LOW PRESSURE PUMP RELAY CIRCUIT

Conditions for applying fault finding procedures to stored faults: The fault is declared present after actuator command AC005 Low pressure pump relay. NOTES

Special notes: The level 1 warning light is lit. If the fault is present, it is difficult or even impossible to start the vehicle when cold Use bornier Elé. 1590 for all operations on the injection computer connections.

Check the low pressure pump relay and injection computer connections. Repair if necessary. Check the condition and the conformity of fuses F2 10A, F1 20A and F3 40A. Replace them, if necessary. Check the operation and conformity of the R15A relay: condition of the switches, winding resistances, operation of the after supply command stage. Replace it if necessary. Use command AC005 Low pressure pump relay. If the relay does not run on command, check for continuity and insulation to earth on the following connections: + battery feed Track A3 of relay mounting R15A. + after ignition feed Track A1 of relay mounting R15A. Injection computer grey 32-track connector C track C1 Track A2 of relay mounting R15A. Repair if necessary. If the fault is still present, contact the Techline.

AFTER REPAIR

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13B

EGR VALVE POSITION SENSOR CIRCUIT CO.0 : open circuit or short circuit to earth CC.1 : short circuit to + 12 V

Priorities when dealing with a number of faults: Deal with fault DF092 Sensor feed voltage no. 2 first if it is present or stored. Conditions for applying fault finding procedures to stored faults: The fault is declared present after an attempted start, or with the engine running. NOTES Special notes: If the fault is present: – there is smoke coming from the exhaust, – the EGR function and the turbocharging are deactivated. Use bornier Elé. 1590 for all operations on the injection computer connectors.

CO.0

NOTES

None

Check the EGR valve connections. Check the injection computer connections. Repair if necessary. Measure the resistance of the EGR valve potentiometer between tracks 2 and 6 of the EGR valve connector. Ω, replace the EGR valve. If its resistance is not 6.5 ± 2.6 kΩ Check the continuity and insulation to earth of the following connections: Injection computer 48-track brown connector B, track J2 Track 6 EGR valve Injection computer 48-track brown connector B, track F4 Track 2 EGR valve Repair if necessary. Reinitialise the EGR valve using command RZ010 EGR valve fault adaptives (see Replacement of components). If the fault is still present, replace the EGR valve.

AFTER REPAIR

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13B

DF084 CONTINUED

CC.1

NOTES

None

Check the EGR valve connections. Check the injection computer connections. Repair if necessary. Check the continuity and insulation to + 12 V on the following connections: Injection computer 48-track brown connector B, track J2 Track 6 EGR valve Injection computer grey 32-track connector C, track C2 Track 4 EGR valve Repair if necessary. Reinitialise the EGR valve using command RZ010 EGR valve fault adaptives (see Replacement of components). If the fault is still present, check that the EGR valve is not blocked. Display the feedback parameter PR088 EGR valve position feedback. If the value is not between 0 and 20 %: – remove the EGR valve, – in case of irreparable blockage, replace the EGR valve.

AFTER REPAIR

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13B

SENSOR FEED NO. 1 VOLTAGE 1.DEF: signal outside lower limit 2.DEF: signal outside upper limit

Conditions for applying the fault finding procedure to stored faults: The fault is declared present after attempting to start the engine or with the engine running NOTES

Special notes: If the fault is present: – the level 1 warning light is lit, – turbocharging and cruise control functions are deactivated, – engine torque is limited. Use bornier Elé. 1590 for all operations on the injection computer connections.


AFTER REPAIR

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13B

DF091 CONTINUED 1

1. Procedure to follow if the engine is equipped with a Turbocharger with Fixed Geometry: The sensor connected to feed no. 1 is the following: – accelerator potentiometer sensor, gang 1 To locate a possible internal sensor fault, disconnect one of these sensors then check if the fault becomes stored. If following a disconnection the fault becomes stored, replace the faulty sensor. Clear the faults created by the multiple disconnections. If the fault is still present when the sensor has been disconnected: – Check the continuity and insulation to earth and + 12 V on the following connections: Injection computer black 32-track connector A, track G2 Track 4 accelerator pedal potentiometer Injection computer black 32-track connector A, track H2 Track 3 of the accelerator pedal potentiometer – Check the insulation of the following connections: Tracks 2 and 4 of the accelerator pedal potentiometer Repair if necessary. If the fault is still present, apply the fault finding procedure to the accelerator pedal potentiometer.

AFTER REPAIR

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13B

DF091 CONTINUED 2

2. Procedure to follow if the engine is equipped with a Turbocharger with Variable Geometry: The following sensors are connected to supply no. 1: – Turbocharging pressure sensor, – Accelerator potentiometer sensor, gang 1. To locate a possible internal sensor fault, disconnect one of these sensors then check if the fault becomes stored. If the fault remains present, repeat the operation with the other sensor (wait for a few seconds between disconnecting so that the computer can take its measurement). Replace the faulty sensor if the fault becomes stored after a disconnection. Clear the faults created by the multiple disconnections. If the fault is still present when both these sensors have been disconnected: – Check the continuity and insulation to earth and + 12 V on the following connections: Injection computer brown 48-track connector B, track B4 Track 3 air flowmeter Injection computer brown 48-track connector B, track G1 Track 5 air flowmeter Injection computer black 32-track connector A, track G2 Track 4 accelerator pedal potentiometer Injection computer black 32-track connector A, track H2 Track 3 accelerator pedal potentiometer – Check the insulation of the following connections: Tracks 2 and 4 of the accelerator pedal potentiometer Track 2 and 3 of the air flowmeter Repair if necessary. If the fault is still present, apply the fault finding procedure to the air flowmeter and the accelerator pedal potentiometer.

AFTER REPAIR

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13B

SENSOR FEED VOLTAGE NO. 2 1.DEF: signal outside lower limit 2.DEF: signal outside upper limit

Conditions for applying fault finding procedures to stored faults: The fault is declared present after attempting to start the engine or with the engine running. NOTES

Special notes: If the fault is present: – the level 1 warning light is lit, – the cruise control, turbocharging and the EGR are no longer commanded, – engine torque is limited. Use bornier Elé. 1590 for all operations on the injection computer connections.


AFTER REPAIR

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13B

DF092 CONTINUED

The following sensors are connected to supply no. 2: – EGR valve position sensor, – track 2 of the accelerator potentiometer sensor. To locate a possible internal sensor fault, disconnect one of these sensors then check if the fault becomes stored. If the fault remains present, repeat the operation with the other sensor (wait for a few seconds between disconnecting so that the computer can take its measurement). Replace the faulty sensor if the fault becomes stored after a disconnection. Clear the faults created by the multiple disconnections. If the fault is still present when both these sensors have been disconnected: – Check the continuity and insulation to earth and + 12 V on the following connections: Injection computer brown 48-track connector B, track F4 Track 2 EGR valve injection computer brown 48-track connector B, track G2 Track 4 EGR valve Injection computer black 32-track connector A, track F2 Track 5 accelerator pedal potentiometer Injection computer black 32-track connector A, track F3 Track 6 accelerator pedal potentiometer Injection computer black 32-track connector A, track F4 Track 1 accelerator pedal potentiometer – Check the insulation of the following connections: Tracks 2 and 4 of the EGR valve. Tracks 1 and 5 of the accelerator pedal potentiometer. Repair if necessary. If the fault is still present, apply the fault finding procedure to the EGR valve position sensor and to the accelerator potentiometer.

AFTER REPAIR

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13B

VEHICLE SPEED SIGNAL 1.DEF: CAN connection fault

Conditions for applying fault finding procedures to stored faults: The fault is declared present after a road test.

NOTES

Special notes: If the fault is present: – the level 2 warning light is lit, – cruise control is deactivated, – performance is limited. Use bornier Elé. 1590 for all operations on the injection computer connections.

Check the ABS computer connections. Check the injection computer connections. Repair if necessary. Run fault finding on the ABS. If there are no present or stored faults, carry out a multiplex network fault finding procedure. If the fault is still present, contact the Techline.

AFTER REPAIR

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13B

CYLINDER 1 INJECTOR CIRCUIT CC.1 : CO : CC : 1.DEF:

short circuit to + 12 volts open circuit short circuit injector control

Conditions for applying fault finding procedures to stored faults: The fault is declared present after the engine has been started. NOTES

Special notes: If the fault is still present, the engine is unstable and performance is reduced. Use bornier Elé. 1590 for all operations on the injection computer connections. Cylinder no. 1 is located at the timing end.


CC.1

NOTES

Special notes: Level 2 warning light lit.

Check the connections on injector no 1. Check the injection computer connections. Repair if necessary. Measure the resistance of injector no. 1. If the resistance is not approximately 0.33 Ω at 20 ˚C, replace injector no. 1. Check for continuity and insulation to + 12 V on the following connections: Injection computer grey 32-track connector C, track G3 Track 2 injector no. 1 Injection computer grey 32-track connector C, track H1 Track 1 injector no. 1 If the fault is still present, replace injector no. 1.

AFTER REPAIR

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13B

DF099 CONTINUED 1

CO

NOTES


Check the connections on injector no 1. Check the injection computer connections. Repair if necessary. Measure the resistance of injector no. 1. If the resistance is not approximately 0.33 Ω at 20 ˚C, replace injector no. 1. Check the continuity and absence of interference resistance of the following connections: Injection computer grey 32-track connector C track G3 Track 2 injector no. 1 Injection computer grey 32-track connector C track H1 Track 1 injector no. 1 If the fault is still present, replace injector no. 1.

AFTER REPAIR

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13B

DF099 CONTINUED 2

CC

NOTES


Check the connections on injector no 1. Check the injection computer connections (no conductive particles or bent pins). Repair if necessary. Measure the resistance of injector no. 1. If the resistance is not approximately 0.33 Ω at 20 ˚C, replace injector no. 1. Disconnect grey 32-track connector C from the injection computer and reconnect the injector. Measure the resistance between terminals G3 and H1 on connector C. If this resistance is not approximately 0.33 Ω at 20 ˚C, disconnect the injector and perform the measuring procedure again. If the resistance equals 0 Ω , the 2 injector control wires are in short circuit. Repair if necessary. If the fault is still present, replace injector no. 1.

1.DEF

NOTES


Measure the resistance of injector no. 1. If the resistance is not approximately 0.33 Ω at 20 ˚C, replace injector no. 1. Check the continuity and absence of interference resistance of the following connections: Injection computer grey 32-track connector C track G3 Track 2 injector no. 1 Injection computer grey 32-track connector C track H1 Track 1 injector no. 1 Disconnect grey 32-track connector C from the injection computer and reconnect the injector. Measure the resistance between terminals G3 and H1 on connector C. If this resistance is not approximately 0.33 Ω at 20 ˚C, disconnect the injector and perform the measuring procedure again. If the resistance equals 0 Ω , the 2 injector control wires are in short circuit. Repair if necessary. If the fault is still present, replace injector no. 1.

AFTER REPAIR

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13B






CC.1

NOTES


Check the connections on injector no 2. Check the injection computer connections. Repair if necessary. Measure the resistance of injector no. 2. If the resistance is not approximately 0.33 Ω at 20 ˚C, replace injector no. 2. Check for continuity and insulation to + 12 V on the following connections: Injection computer grey 32-track connector C, track G2 Track 2 injector no. 2 Injection computer grey 32-track connector C, track G4 Track 1 injector no. 2 If the fault is still present, replace injector no. 2.

AFTER REPAIR

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13B

DF100 CONTINUED 1

CO

NOTES


Check the connections on injector no 2. Check the injection computer connections. Repair if necessary. Measure the resistance of injector no. 2. If the resistance is not approximately 0.33 Ω at 20 ˚C, replace injector no. 2. Check the continuity and absence of interference resistance of the following connections: Injection computer grey 32-track connector C, track G2 Track 2 injector no. 2 Injection computer grey 32-track connector C, track G4 Track 1 injector no. 2 If the fault is still present, replace injector no. 2.

AFTER REPAIR

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13B

DF100 CONTINUED 2

CC

NOTES


Check the connections on injector no 2. Check the injection computer connections (no conductive particles or bent pins). Repair if necessary. Measure the resistance of injector no. 2. If the resistance is not approximately 0.33 Ω at 20 ˚C, replace injector no. 2. Disconnect grey 32-track connector C from the injection computer and reconnect the injector. Measure the resistance between terminals G2 and G4 on connector C. If this resistance is not approximately 0.33 Ω at 20 ˚C, disconnect the injector and perform the measuring procedure again. If the resistance equals 0 Ω , the 2 injector control wires are in short circuit. Repair if necessary. If the fault is still present, replace injector no. 2.

1.DEF

NOTES


Measure the resistance of injector no. 2. If the resistance is not approximately 0.33 Ω at 20 ˚C, replace injector no. 2. Check the continuity and absence of interference resistance of the following connections: Injection computer grey 32-track connector C, track G4 Track 2 injector no. 2 Injection computer grey 32-track connector C, track G2 Track 1 injector no. 2 Disconnect grey 32-track connector C from the injection computer and reconnect the injector. Measure the resistance between terminals G3 and H1 on connector C. If this resistance is not approximately 0.33 Ω at 20 ˚C, disconnect the injector and perform the measuring procedure again. If the resistance equals 0 Ω , the 2 injector control wires are in short circuit. Repair if necessary. If the fault is still present, replace injector no. 2.

AFTER REPAIR

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13B






CC.1

NOTES


Check the connections on injector no 3. Check the injection computer connections. Repair if necessary. Measure the resistance of injector no. 3. If the resistance is not approximately 0.33 Ω at 20 ˚C, replace injector no. 3. Check for continuity and insulation to + 12 V on the following connections: Injection computer grey 32-track connector C, track H4 Track 2 injector no. 3 Injection computer grey 32-track connector C, track H2 Track 1 injector no. 3 If the fault is still present, replace injector no. 3.

AFTER REPAIR

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13B

DF101 CONTINUED 1

CO

NOTES


Check the connections on injector no 3. Check the injection computer connections. Repair if necessary. Measure the resistance of injector no. 3. If the resistance is not approximately 0.33 Ω at 20 ˚C, replace injector no. 3. Check the continuity and absence of interference resistance of the following connections: Injection computer grey 32-track connector C, track H4 Track 2 injector no. 3 Injection computer grey 32-track connector C, track H2 Track 1 injector no. 3 If the fault is still present, replace injector no. 3.

AFTER REPAIR

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13B

DF101 CONTINUED 2

CC

NOTES


Check the connections on injector no 3. Check the injection computer connections (no conductive particles or bent pins). Repair if necessary. Measure the resistance of injector no. 3. If the resistance is not approximately 0.33 Ω at 20 ˚C, replace injector no. 3. Disconnect grey 32-track connector C from the injection computer and reconnect the injector. Measure the resistance between terminals H2 and H4 on connector C. If this resistance is not approximately 0.33 Ω at 20 ˚C, disconnect the injector and perform the measuring procedure again. If the resistance equals 0 Ω , the 2 injector control wires are in short circuit. Repair if necessary. If the fault is still present, replace injector no. 3.

1.DEF

NOTES


Measure the resistance of injector no. 3. If the resistance is not approximately 0.33 Ω at 20 ˚C, replace injector no. 3. Check the continuity and absence of interference resistance of the following connections: Injection computer grey 32-track connector C, track G3 Track 2 injector no. 3 Injection computer grey 32-track connector C, track H1 Track 1 injector no. 3 Disconnect grey 32-track connector C from the injection computer and reconnect the injector. Measure the resistance between terminals H2 and H4 on connector C. If this resistance is not approximately 0.33 Ω at 20 ˚C, disconnect the injector and perform the measuring procedure again. If the resistance equals 0 Ω , the 2 injector control wires are in short circuit. Repair if necessary. If the fault is still present, replace injector no. 3.

AFTER REPAIR

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13B






CC.1

NOTES


Check the connections on injector no 4. Check the injection computer connections. Repair if necessary. Measure the resistance of injector no. 4. If the resistance is not approximately 0.33 Ω at 20 ˚C, replace injector no. 4. Check for continuity and insulation to + 12 V on the following connections: Injection computer grey 32-track connector C, track H3 Track 2 injector no. 4 Injection computer grey 32-track connector C, track G1 Track 1 injector no. 4 If the fault is still present, replace injector no. 4.

AFTER REPAIR

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13B

DF102 CONTINUED 1

CO

NOTES


Check the connections on injector no 4. Check the injection computer connections. Repair if necessary. Measure the resistance of injector no. 4. If the resistance is not approximately 0.33 Ω at 20 ˚C, replace injector no. 4. Check the continuity and absence of interference resistance of the following connections: Injection computer grey 32-track connector C, track H3 Track 2 injector no. 4 Injection computer grey 32-track connector C, track G1 Track 1 injector no. 4 If the fault is still present, replace injector no. 4.

AFTER REPAIR

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13B

DF102 CONTINUED 2

CC

NOTES


Check the connections on injector no 4. Check the injection computer connections. (no conducting particles or bent pins). Repair if necessary. Measure the resistance of injector no. 4. If the resistance is not approximately 0.33 Ω at 20 ˚C, replace injector no. 4. Disconnect grey 32-track connector C from the injection computer and reconnect the injector. Measure the resistance between terminals H3 and G1 on connector C. If this resistance is not approximately 0.33 Ω at 20 ˚C, disconnect the injector and perform the measuring procedure again. If the resistance equals 0 Ω , the 2 injector control wires are in short circuit. Repair if necessary. If the fault is still present, replace injector no. 4.

1.DEF

NOTES


Measure the resistance of injector no. 4. If the resistance is not approximately 0.33 Ω at 20 ˚C, replace injector no. 4. Check the continuity and absence of interference resistance of the following connections: Injection computer grey 32-track connector C, track G3 Track 2 injector no. 4 Injection computer grey 32-track connector C, track H1 Track 1 injector no. 4 Disconnect grey 32-track connector C from the injection computer and reconnect the injector. Measure the resistance between terminals H3 and G1 on connector C. If this resistance is not approximately 0.33 Ω at 20 ˚C, disconnect the injector and perform the measuring procedure again. If the resistance equals 0 Ω , the 2 injector control wires are in short circuit. Repair if necessary. If the fault is still present, replace injector no. 4.

AFTER REPAIR

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13B

REFRIGERANT PRESSURE SENSOR CIRCUIT CC.1 : short circuit to + 12 V CO.0 : open circuit or short circuit to earth

Conditions for applying the fault finding procedure to stored faults: The fault is declared present when air conditioning is requested, engine running. NOTES

CC.1

Special notes: If the fault is present, the air conditioning is inhibited. Use bornier Elé. 1590 for any work on the computer connectors.

NOTES

None

Check the refrigerant pressure sensor connectors. Check the injection computer connections. Repair if necessary. Check the continuity and insulation against + 12 V of the following connections: Injection computer connector B track F3 Track B of the refrigerant pressure sensor Injection computer connector B track F1 Track C of the refrigerant pressure sensor Injection computer connector C track C3 Track A of the refrigerant pressure sensor Repair if necessary.

AFTER REPAIR

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13B

DF113 CONTINUED

CO.0

NOTES

None

Check the refrigerant pressure sensor connectors. Check the injection computer connections. Repair if necessary. Check the continuity and insulation from earth of the following connections: Injection computer connector B track F3 Track B of the refrigerant pressure sensor Injection computer connector B track F1 Track C of the refrigerant pressure sensor Injection computer connector C track C3 Track A of the refrigerant pressure sensor Repair if necessary.

AFTER REPAIR

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13B

RAIL PRESSURE SENSOR CIRCUIT CC.0 : CO.1 : 1.DEF: 2.DEF:

short circuit to earth open circuit or short circuit to + 12 V offset at minimum threshold offset at maximum threshold

Priorities when dealing with a number of faults: Apply the procedure for dealing with fault DF211 Sensor feed voltage no. 3 first if it is present or stored.

NOTES

Conditions for applying the fault finding procedure to stored faults: The fault is declared present after repeated engine starts or with the engine running. Special notes: The level 2 warning light is lit if CC.0, CO.1 is present The level 1 warning light is lit if 1.DEF, 2. DEF is present. Use bornier Elé. 1590 for any work on the computer connectors. If the fault is present, an immediate engine stop request is issued.

CC.0

NOTES

None

Check the rail pressure sensor connectors. Check the injection computer connections. Repair if necessary. Check the continuity and insulation to earth of the following connections: Brown injection computer 48-track connector B track G3 Track 2 rail pressure sensor Brown 48-track injection computer connector B track A4 Track 3 rail pressure sensor Repair if necessary. If the fault is still present, replace the rail pressure sensor. Follow the safety instructions which apply to the system (see Introduction).

AFTER REPAIR

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13B

DF117 CONTINUED 1

CO.1

NOTES

None

Check the rail pressure sensor connectors. Check the injection computer connections. Repair if necessary. Check the continuity and insulation to + 12 V on the following connections: Brown 48-track injection computer connector B track C4 Track 1 rail pressure sensor Brown injection computer 48-track connector B track G3 Track 2 rail pressure sensor Repair if necessary. If the fault is still present, replace the rail pressure sensor, and follow the safety instructions (see Introduction).

AFTER REPAIR

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13B

DF117 CONTINUED 2

1.DEF 2.DEF

NOTES

Special notes: The minimum value is 0.2 bar, and the maximum value is 1,600 bar.

Check the rail pressure sensor connectors. Check the injection computer connections. Repair if necessary. Check the continuity and absence of interference resistance of the following connections: Brown 48-track connector B Injection computer track G3 Track 2 rail pressure sensor Brown 48-track connector B injection computer track A4 Track 3 rail pressure sensor Brown 48-track connector B injection computer track C4 Track 1 rail pressure sensor Repair if necessary. With the ignition on and the engine stopped for over 1 minute: Check the pressure value displayed on the diagnostic tool PR217 Rail pressure in the Fuel circuit, Engine management function tab, – If the value is below 50 bar, the sensor is in order. In this case, contact the Techline. – If the pressure is above 50 bar, replace the rail pressure sensor. Observe the safety instructions (see Introduction).

AFTER REPAIR

MR-391-X24-13B000$400_eng.mif V2

Clear the fault memory, then switch off the ignition. Carry out a road test followed by another check with the diagnostic tool. Deal with any declared fault, or carry out a conformity check if there are none.

13B - 81



13B

CRUISE CONTROL/SPEED LIMITER FUNCTION DF118

1.DEF: Signal incoherence 2.DEF: Inconsistent vehicle speed 3.DEF: Cruise control/Speed limiter steering wheel control

Conditions for applying the fault finding procedure to stored faults: The fault is declared present after the cruise control/speed limiter button is pressed, or when driving. NOTES Special notes: If the fault appears when driving, the cruise control/speed limiter function will be inhibited. Use bornier Elé. 1590 for all operations on the injection computer connectors.


1.DEF/ 3.DEF

NOTES

None

Display the status ET256 Cruise control/Speed limiter switch, and check that it varies according to presses on the ON/OFF cruise control or speed limiter button. Carry out the same test by pressing the "+" and "-" buttons and display status ET257 "Cruise control/speed limiter function". If it does not vary after pressing the button, consult the interpretation of status ET256. If the fault is present, check the connectors on the injection computers. Repair if necessary. If the fault is still present, check the continuity and absence of interference resistance between the following tracks: Engine management computer connector A, track A2 Track A3 of the button 6-track connector Cruise control "ON/OFF" Engine management computer connector A, track C3 Track B1 of the button 6-track connector Cruise control "ON/OFF" Repair if necessary.

AFTER REPAIR

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13B

DF118 CONTINUED

2.DEF

NOTES

None

Check the ABS computer connections. Check the injection computer connections. Repair if necessary. Carry out a multiplex network test. Check whether the ABS computer is faulty. If faults are present (see 38C, Anti-lock Braking system). If the fault is still present, check the continuity and the absence of interference resistance between the following tracks: ABS computer track B1 Injection computer connector B track B3 Repair if necessary. If the fault is still present, contact the Techline.

AFTER REPAIR

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13B

MAIN RELAY control CIRCUIT DF125 STORED

NOTES

1.DEF: relay cut out too soon 2.DEF: relay cut out too late

Conditions for applying the fault finding procedure to stored faults: Apply the fault finding procedure for present or stored faults. Special notes: level 2 warning light is lit if 1.DEF, 2.DEF present.

Check the condition of the main relay supply fuse FM3 30A. Replace the fuse if necessary. Check the injection computer connections, and the injection computer supply relay R8. Repair if necessary. Remove the R8 relay and check it is working correctly. If this relay is defective, replace it and clear the faults. Check the condition and tightness of the battery terminals and its engine earth connection. Check the continuity and make sure there is no interference resistance on the following connection: Injection computer 48-track brown connector B track E1 Relay mounting R8 track 15 Repair if necessary. If the fault is still present, contact the Techline.

AFTER REPAIR

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13B

RAIL PRESSURE REGULATION FUNCTION


CC.1 : CC.0 : CO : 1.DEF: 2.DEF: 3.DEF: 4.DEF: 5.DEF: 6.DEF: 7.DEF:

short circuit to + 12 V short circuit to earth open circuit internal electrical fault pressure measured too low pressure measured too high insufficient pressure pressure < minimum pressure > maximum infected pump command

Priorities when dealing with a number of faults: Apply the interpretation of fault DF082 Low pressure pump relay first if it is present or stored.

NOTES

Conditions for applying the fault finding procedure to stored faults: The fault is declared present after repeated engine starts or with the engine running. Special notes: The level 1 warning light is lit if 3.DEF is present. Otherwise, level 2 warning light is lit. Engine stop is requested and starting is impossible. Use bornier Elé. 1590 for any work on the computer connectors.

CC.1

NOTES

None

Check the flow regulator connections. Check the injection computer connections. Repair if necessary. Measure the resistance of the flow regulator between tracks 1 and 2. If the resistance is not: 3 Ω ± 0.1 at 20 ˚C, replace the fuel flow regulator. Check the insulation from the + 12 V feed of the following connection: Injection computer brown 48-track connector B, track M4

Track 2 of the fuel flow regulator

If the fault is still present, replace the fuel flow regulator.

AFTER REPAIR

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13B

DF137 CONTINUED 1

CC.0/CO

NOTES

None

Check the fuel flow regulator connections. Check the injection computer connections. Repair if necessary. Measure the resistance of the flow regulator between tracks 1 and 2. If the resistance is not: 3 Ω ± 0.1 at 20 ˚C, replace the fuel flow regulator. Check the continuity and insulation to earth of the following connection: Injection computer brown 48-track connector B, track M4 Track 2 of the fuel flow regulator With the ignition on, check for the + 12 V after relay feed on track 1 of the fuel flow regulator. If the fault is still present, replace the fuel flow regulator.

AFTER REPAIR

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13B

DF137 CONTINUED 2

NOTES

1.DEF

None

Measure the resistance across tracks 1 and 2 of the flow regulator. If the resistance is not: 3 Ω ± 0.1 at 20 ˚C, replace the fuel flow regulator. Check for continuity and the absence of interference resistance on the following connection: Injection computer brown 48-track connector B, track M4 Track 2 of the fuel flow regulator With the ignition on, check for the + 12 V after relay feed on track 1 of the fuel flow regulator. If the fault is still present, check that the computer output is working correctly. ● Either using an ammeter: With the solenoid valve connected, connect the current clamp to the track 1 connection of the solenoid valve (in the direction of the current). Clear any fuel pressure solenoid valve fault, then run command AC624 Rail pressure regulator: The ammeter should display ten cycles of two successive currents: ~ 0.6 A then ~ 2 A ● Using a voltmeter: With the solenoid valve connected, connect the voltmeter earth lead to track 2 of the fuel pressure solenoid valve and the positive cable to track 1. Clear any fuel pressure solenoid valve fault, then run command AC624 Rail pressure regulator: The voltmeter should display two successive values ~ = battery voltage X current OCR i.e. successively: AC 3.15 Volts for an OCR of 25 % then 9.45 V for an OCR of 75 % (ten cycles) ● Or using an oscilloscope (range 5 V/division and with time base 1 ms/division): With the solenoid valve connected, connect the oscilloscope earth to the battery earth and the positive test pin to track 2 of the fuel pressure solenoid valve; clear any fuel pressure solenoid valve faults then run command AC624 Rail pressure regulator: The oscilloscope should display a square pulse signal of an amplitude of 12.5 V at a frequency of 185 Hz (with an OCR alternating from 25 to 75 %).

*Opening Cyclic Ratio

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13B

DF137 CONTINUED 3

2.DEF at 7.DEF

NOTES

None

In the event of rail overpressure: – check the operation of the injectors (see Test, Injector test), – check the operation of the rail pressure sensor (see Conformity check). If these checks reveal no irregularities, replace the regulator. In the event of rail underpressure: – check the priming of the low-pressure diesel circuit. – disconnect the diesel supply pipe from the diesel filter and run command AC005 Low pressure pump relay several times. – check that the low pressure pump operates correctly and feeds the low pressure circuit, – check the conformity of the diesel filter connections, – check the condition of the filter (clogging and water saturation), – check that there are no air bubbles between the filter and the high pressure pump, – check the low and high pressure diesel fuel circuit sealing (visual checks, odour, etc.): pump casing, pressure relief valve, pipes, rail and injector unions, injector wells, etc. – check that the rail pressure sensor operates correctly by checking the conformity check values, – check the conformity of the seal fitting on the pressure regulator, – check the operation of the injectors (See Test, Injector test), Carry out the required repairs. If the fault is still present, replace the fuel flow regulator. If the fault is still present, replace the high pressure pump.

AFTER REPAIR

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13B

COMPRESSOR RELAY CONTROL LINE

Conditions for applying the fault finding procedure to stored faults: The fault is declared present when an air conditioning request is made, or after actuator command AC599 Air conditioning compressor has run. NOTES

Special notes: If the relay is not supplied, the air conditioning is disabled. If the relay is continuously supplied, the battery is completely discharged. Use bornier Elé. 1590 for any work on the computer connectors.

Check the injection computer connections. Repair if necessary. Check the condition and operation of the relay R10A from the air conditioning compressor command. Replace the relay if necessary. If the relay is in order, check the following connection for continuity and make sure there is no interference resistance: Engine management computer, connector A track B1 Track A2 of the air conditioning compressor control relay mounting. Repair if necessary. If the fault is still present, contact the Techline.

AFTER REPAIR

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13B

COMPUTER SUPPLY VOLTAGE 1.DEF: signal incoherence

Conditions for applying fault finding procedures to stored faults: The fault is declared present following an attempt to start engine or when the engine is running. NOTES Special notes: Computer operating voltage: 9 V < operating voltage < 16.5 V. Use bornier Elé. 1590 for all operations on the injection computer connections.

Check the condition of the fuses FM3 30A and FM6 10A. Replace if necessary. Remove the computer supply relay R8 and check that it is working properly. Ifit is faulty, replace it. Check the + 12 V after ignition feed to the following tracks: Track G1 of the injection computer black connector A Track D1 of the injection computer black connector A If there is no feed on track G1 of the injection computer black connector A, check the continuity and make sure there is no interference resistance between: Track G1 Relay mounting R8 track 13 Repair if necessary. If there is no feed on track D1 of the injection computer black connector A, check the continuity and make sure there is no interference resistance between: Track D1 Engine fuse and relay box track 28 Repair if necessary. If all these checks have been carried out and there are no faulty components, check the continuity and that there is no interference resistance between: Injection computer brown connector B track E1 Relay mounting R8 track 15 Repair if necessary. If the fault is still present, contact the Techline.

AFTER REPAIR

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13B

EGR VALVE CONTROL CIRCUIT 1.DEF: blocked valve open 2.DEF: blocked valve closed

Conditions for applying fault finding procedures to stored faults: The fault is declared present after attempting to start the engine or with the engine running. NOTES

Special notes: – if 1.DEF the level 1 warning light is lit. – if 2.DEF the warning light is not lit, – there is a significant amount of smoke. – the EGR valve and the turbocharging are inhibited. Use bornier Elé. 1590 for all operations on the injection computer connectors.

Check the EGR valve connections. Check the injection computer connections. Repair if necessary. Measure the resistance of the EGR valve motor between tracks 1 and 5. If the resistance is not 3 ± 0.3 Ω, replace the EGR valve. Measure the resistance of the EGR valve potentiometer between tracks 2 and 4. Ω, replace the EGR valve. If the resistance is not 6.5 ± 2.6 kΩ Check the continuity and insulation of the following connections: Injection computer brown 48-track connector B, track D2 Injection computer brown 48-track connector B, track C2

Track 5 of the EGR valve connector Track 1 of the EGR valve connector

Repair if necessary. Reinitialise the EGR valve using command RZ010 EGR valve fault adaptives (see Replacement of components). If the fault is still present and the valve remains blocked open, replace the EGR valve. Carry out a fault check; if the fault is still present, replace the EGR valve.

AFTER REPAIR

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13B

INJECTOR CODE PROGRAMMING DF173 PRESENT

1.DEF: internal electronic fault during programming 2.DEF: no code stored

Fault finding procedure application conditions: This fault appears on any blank computer (new or recently reprogrammed). NOTES

1.DEF

Special notes: If the fault is present: – the level 1 warning light is lit, – engine speed is limited.

NOTES

None

Program the injector codes by using command SC004 Injector calibration data input (see Interpretation of commands). If the fault is still present, after the ignition is switched off and dialogue is established, contact the Techline.

2.DEF

NOTES

None

WARNING A computer without the IMA option can be replaced by a computer with this option. The codes have therefore not been saved during command SC005 Computer replacement data save. In this case, fault DF173 "Injector code programming" is present and the engine runs in defect mode. – programme the injector codes by using command SC004 "Injection calibration data input" (follow the procedure described in the Interpretation of commands) section. – after the codes have been written: – switch off the ignition, – wait until power latch closes down and then switch the ignition back on, – establish dialogue and check that the fault is no longer present, – end of operation. If the fault is still present, contact the Techline.

AFTER REPAIR

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13B

TURBOCHARGING SOLENOID VALVE CONTROL CIRCUIT CO : CC.0 : CC.1 : 1.DEF:

open circuit short circuit to earth short circuit to + 12 V internal electrical fault

Conditions for applying fault finding procedures to stored faults: The fault is declared present after running command AC622 Turbocharging solenoid valve.

NOTES

CO

Special notes: If the fault is present: – turbocharging is no longer authorised, – exhaust gas recirculation is deactivated, – the level 1 warning light is lit. Use bornier Elé. 1590 for all operations on the engine management computer connectors.

NOTES

None

Check the turbocharging solenoid valve connections. Repair if necessary. Measure the resistance of the turbocharging solenoid valve between tracks 1 and 2: Replace the solenoid valve if its resistance is not 15.4 Ω ± 0.7 at 20 ˚C. Check the injection computer connections. Check for continuity and the absence of interference resistance on the following connection: Injection computer grey 32-track connector C, track E1 Track 1 turbocharging solenoid valve Repair if necessary. Check for + 12 V after relay on track 2 of the turbocharging solenoid valve. If there is not + 12 V on track 2, consult the interpretation of fault DF125 Main relay control circuit. If the fault is still present, replace the turbocharging solenoid valve.

AFTER REPAIR

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13B

DF208 CONTINUED 1

CC.0

NOTES

None

Check the continuity and insulation to earth of the following connection: Injection computer grey 32-track connector C, track E1

Track 1 turbocharging solenoid valve

Repair if necessary.

CC.1

NOTES

None

Check the continuity and insulation against + 12 V of the following connection: Injection computer grey 32-track connector C, track E1 Track 1 turbocharging solenoid valve Repair if necessary.

AFTER REPAIR

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13B

DF208 CONTINUED 2

1.DEF

NOTES

None

Check the turbocharging solenoid valve connections. Repair if necessary. Measure the resistance of the turbocharging solenoid valve between its tracks 1 and 2: Replace the solenoid valve if its resistance is not: 15.4 Ω ± 0.7 at 20 ˚C. Check the injection computer connections. Check the continuity, insulation, and the absence of interference resistance of the following connection: Injection computer grey 32-track connector C, track E1 Track 1 turbocharging solenoid valve Repair if necessary. Check for + 12 V after relay feed on track 2 of the turbocharging solenoid valve. If the fault is still present, check that the computer output is working correctly. With the turbocharging solenoid valve connected: Using a voltmeter: – Connect the voltmeter earth lead to track 1o f the solenoid valve and the positive lead to track 2, – Clear any solenoid valve faults then run command AC622 Turbocharging solenoid valve: The voltmeter should display ten cycles of two successive voltages ~ = battery voltage X current OCR*. either: ~ 2.5 V (OCR of 20 %) then ~ 8.75 V (OCR of 70 %). Or using an oscilloscope (range 5 V/division and with time base 1 ms/division): – Connect the earth of the oscilloscope to the battery earth and the positive test pin to track 2 of the solenoid valve, – Clear any solenoid valve faults then run command AC622 Turbocharging solenoid valve: The oscilloscope should display a square pulse signal with an amplitude of 12.5 V (equal to the battery voltage) at a frequency of 140 Hz (with an OCR changing successively from ~ 20 to ~ 70 %). – If the measurement is correct, replace the solenoid valve. – If the measurement shows no actuation or a constant voltage, contact your Techline.

AFTER REPAIR

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13B

TURBOCHARGING PRESSURE SENSOR CIRCUIT CO.0 : open circuit or short circuit to earth CC.1 : short circuit to + 12 V 1.DEF: signal incoherence

Conditions for applying fault finding procedures to stored faults: The fault is declared present after an attempted start, or with the engine running.

NOTES

CO.0

Special notes: Use bornier Elé. 1590 for all operations on the engine management computer connectors. If the fault is present: – the exhaust gas recirculation valve is cut off, – the turbocharging pressure enters defect mode, i.e.: PR082 = 750 mbar, The level 1 warning light is lit.

NOTES

None

Check the turbocharger pressure sensor connections. Check the injection computer connections. Repair if necessary. Check the continuity and insulation to earth of the following connections: Injection computer brown 48-track connector B, track K2 Track 3 turbocharging pressure sensor connector Injection computer brown 48-track connector B, track G4 Track 1 turbocharging pressure sensor connector Repair if necessary. If the fault is still present, replace the turbocharger pressure sensor.

AFTER REPAIR

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13B

DF209 CONTINUED 1

CC.1

NOTES

None

Check the turbocharger pressure sensor connections. Check the injection computer connections. Repair if necessary. Check the continuity and insulation to + 12 V of the following connections: Injection computer brown 48-track connector B, track D4 Track 2 turbocharger pressure sensor connector Injection computer brown 48-track connector B, track K2 Track 3 turbocharging pressure sensor connector Repair if necessary. If the fault is still present, replace the turbocharger pressure sensor.

AFTER REPAIR

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13B

DF209 CONTINUED 2

1.DEF

NOTES

None

Check the turbocharger pressure sensor connections. Check the injection computer connections. Repair if necessary. Check the continuity, insulation and absence of interference resistance on the following connections: Injection computer brown 48-track connector B, track G4 Track 1 turbocharging pressure sensor connector Injection computer brown 48-track connector B, track D4 Track 2 turbocharger pressure sensor connector Injection computer brown 48-track connector B, track K2 Track 3 turbocharging pressure sensor connector Repair if necessary. If these checks are carried out, and if fault DF209 is still present following clearance, replace the turbocharger pressure sensor. If the fault is still present, contact the Techline.

AFTER REPAIR

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13B

SENSOR FEED VOLTAGE No. 3 1.DEF: signal outside lower limit 2.DEF: signal outside upper limit

Conditions for applying the fault finding procedure to stored faults: The fault is declared present after attempting to start the engine or with the engine running. NOTES

Special notes: If the fault is present: – the level 2 warning light is lit, – turbocharging and cruise control functions are deactivated, – engine torque is limited. Use bornier Elé. 1590 for all operations on the injection computer connections.

WARNING This fault may appear if the wiring has been damaged. Follow the procedure described in the Wiring Check in the Introduction. This test enables the condition and the conformity of the engine wiring harness to be checked.

AFTER REPAIR

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13B

DF211 CONTINUED

The following sensors are connected to supply no. 3: – rail pressure sensor, – air flowmeter. To locate a possible internal sensor fault, disconnect one of these sensors then check if the fault becomes stored. If the fault remains present, repeat the operation with the other sensor (wait for a few seconds between disconnecting so that the computer can take its measurement). Replace the faulty sensor if the fault becomes stored after a disconnection. Clear the faults created by the multiple disconnections. If the fault is still present when both these sensors have been disconnected: – Check the continuity and insulation to earth and + 12 V on the following connections: Injection computer brown 48-track connector B, track A4 Track 3 rail pressure sensor Injection computer brown 48-track connector B, track C4 Track 1 rail pressure sensor Injection computer brown 48-track connector B, track B4 Track 3 air flowmeter Injection computer brown 48-track connector B, track E2 Track 2 of the air flowmeter – Check the insulation of the following connections: Tracks 1 and 3 of the rail pressure sensor. Tracks 2 and 3 of the air flowmeter Repair if necessary. If the fault is still present, apply the fault finding procedure to the air flowmeter and the rail pressure sensor.

AFTER REPAIR

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13B

TURBOCHARGING PRESSURE REGULATION CIRCUIT 1.DEF: pressure too low 2.DEF: pressure too high

Conditions for applying fault finding procedures to stored faults: The fault is declared present after the engine has been started.

NOTES

AFTER REPAIR

MR-391-X24-13B000$450_eng.mif V2

Special notes: If the fault is present: – turbocharging is no longer authorised, – exhaust gas recirculation is deactivated, – the level 1 warning light is lit. Use bornier Elé. 1590 for all operations on the engine management computer connectors.


13B - 101



13B

DF233 CONTINUED 1

1.DEF

NOTES

None.

Check the turbocharger pressure sensor connections. Check the connections of the turbocharging pressure relief solenoid valve. Check the engine management computer connections. Repair if necessary. Check the conformity of the turbocharging pressure values by checking the conformity check values (Values from PR082 Turbocharging pressure). Check the sealing of the high pressure air circuit: – disconnected or pierced pipes, – pressure sensor disconnected or poorly fitted (seal present), – intercooler pierced (to check the intercooler: with the vehicle stationary, stabilise the engine speed at between 3500 and 4000 rpm and check that there are no leaks). Check that the turbocharger and the control circuit are working: – With the engine stopped, make sure that the control rod is in the resting position. – Start the engine and check that the control shaft moves to its upper stop (when the engine is stopped, the control shaft should return to its rest position). If the control rod movements do not conform, carry out the following checks: 1) Vacuum pressure control check: – Disconnect the solenoid valve inlet hose and connect it to a pressure gauge, – start the engine and stabilise it at idle speed, – If the vacuum does not reach 800 mbar ± 100: check the vacuum pressure circuit from the vacuum pump, – stop the engine, reconnect the inlet hose and proceed to step 2. 2) Solenoid valve control check: – Disconnect the solenoid valve outlet hoses, – Start the engine and keep it at idle speed, – place your hand on the solenoid valve and block the outlet connection with your thumb. – If there is no detectable vibration of the solenoid valve, check that the computer output is working correctly (see DF208 Turbocharging solenoid valve control circuit). 3) Solenoid valve operation check: – Attach the pressure gauge to the outlet union of the solenoid valve, – start the engine and keep it at idle speed. If the vacuum pressure does not reach 800 mbar ± 100, replace the solenoid valve. Check that the exhaust gas recirculation valve is not stuck open.

AFTER REPAIR

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13B

DF233 CONTINUED 2

2.DEF

NOTES

Priority when dealing with a number of faults: Deal with fault DF209 Turbocharging pressure sensor circuit first if it is present or stored.

Check the turbocharger pressure sensor connections. Check the connections of the turbocharging pressure relief solenoid valve. Check the engine management computer connections. Repair if necessary. Check the conformity of the turbocharging pressure values by checking the conformity check values (Values from PR082 Turbocharging pressure). ● Make sure the turbocharging pressure relief solenoid valve is not jammed open: – with the engine switched off, disconnect the inlet and outlet hoses from the solenoid valve. – connect a vacuum pump to the inlet union and apply a vacuum pressure. – if the vacuum pressure is not maintained, replace the solenoid valve. ● Check that the turbocharger control rod has not seized: – with the engine stopped, check that the turbocharger control rod is in the rest position, – apply a vacuum pressure of 800 mbar ± 100, to the hose connected to the turbocharger control diaphragm, – if the diaphragm holds the vacuum, check the movement and setting of the turbocharger control rod (see Technical Note 3818, Special Notes on the Master Propulsion Phase II, 12B, Turbocharger). If the control rod is seized, replace the turbocharger.

AFTER REPAIR

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13B

CAMSHAFT SENSOR CIRCUIT 1.DEF: signal incoherence 2.DEF: no signal

Conditions for applying fault finding procedures to stored faults: The fault is declared present following a road test or after attempting to start the engine. NOTES

Special notes: The level 1 warning light is lit. If the fault is present with the engine stopped, starting the engine is impossible. Use bornier Elé. 1590 for all operations on the injection computer connectors.

Check the camshaft sensor connections. Check the camshaft sensor mounting and positioning. Also check the general condition (damaged housing, heating up, etc.). Carry out the necessary repairs. Measure the camshaft sensor resistance. If the resistance is not 10250 ± 500 Ω, replace the sensor. Check the injection computer connections. Check the continuity and absence of interference resistance of the following connections: Injection computer brown 48-track connector B, Track D1 Track 2 Camshaft sensor Injection computer brown 48-track connector B, Track A1 Track 1 Camshaft sensor With the ignition on and the camshaft sensor connected: Use a voltmeter to measure the voltage between tracks 1 and 3 of the camshaft sensor (This voltage must equal the battery voltage): – If the voltage is outside permitted tolerance values, take the measurement again with the camshaft sensor disconnected, – if the voltage is still outside permitted tolerance values, check the continuity and make sure there is no interference resistance on the following connection: Camshaft sensor, track 3 + after ignition feed – if the voltage comes within the tolerance values, replace the camshaft sensor. If the fault is still present, – check the timing belt tension, – check the timing setting. If the fault is still present, contact the Techline.

AFTER REPAIR

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13B

EGR SOLENOID VALVE SERVO-CONTROL 1.DEF: insufficient EGR valve flow 2.DEF: excessive EGR valve flow

Conditions for applying fault finding procedures to stored faults: The fault is declared present after clearing the faults from the memory or following an engine start. NOTES

Special notes: If there is a significant amount of smoke, the EGR valve and the turbocharger are blocked. If 2.DEF the level 1 warning light is lit. Use bornier Elé. 1590 for all operations on the injection computer connectors.

Check the resistance of the exhaust gas recirculation valve motor between tracks 1 and 5. If the resistance is not 3 ± 0.3 Ω, replace the EGR valve. Measure the resistance of the exhaust gas recirculation valve potentiometer between tracks 2 and 4. Ω, replace the EGR valve. If the resistance is not 6.5 ± 2.6 kΩ Remove the exhaust gas recirculation valve. Check that nothing is blocking the valve piston in the open position. If the valve is blocked open or seized, remove the particle and clean the piston travel surface. Refit the EGR valve and run command RZ010 Adaptives on EGR valve fault. Clear the faults when the command has finished. If the fault DF253 is still present, replace the EGR valve.

AFTER REPAIR

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13B - 105


DIESEL INJECTION Fault finding - Parameter summary table

Tool Parameter

Diagnostic tool title

PR001

Fuel temperature

PR002

Coolant temperature

PR003

Air temperature

PR004

Computer feed voltage

PR006

Engine speed

PR007

Inlet air flow

PR008

Pedal potentiometer voltage gang 1

PR009


PR016

Atmospheric pressure

PR018

Vehicle speed

PR020

Fuel flow setpoint

PR025

Air flowmeter feed voltage

PR033

Fuel flow

PR034

EGR vale opening setpoint

PR035

Idling speed correction

PR039

Air flow setpoint for the EGR

PR062

Engine idle speed setpoint.

PR082

Turbocharging pressure

PR088

EGR valve position feedback

PR089

EGR valve position feedback loop difference

PR095

EGR valve OCR

PR097

Rail pressure regulation valve OCR

PR100

Atmospheric pressure sensor voltage

PR104

Fuel temperature sensor voltage

PR107

Air temperature sensor voltage

MR-391-X24-13B000$500_eng.mif V2

13B - 106

13B


DIESEL INJECTION Fault finding - Parameter summary table

Tool Parameter


PR109

Coolant temperature sensor voltage

PR150

Turbocharging pressure setpoint

PR192

Refrigerant pressure

PR203

Refrigerant sensor voltage

PR216

Rail pressure setpoint

PR217

Rail pressure

PR240

Accelerator pedal position

PR458

Maximum vehicle speed

PR459

Minimum engine speed

PR460

Maximum engine speed

PR461

Engine default speed

PR470

Sensor reference voltage

PR506

EGR valve position sensor voltage

PR524

Cylinder no. 1 fuel flow correction

PR525


PR548

Fuel pressure difference

PR550

Air flow difference

PR551

EGR valve position correction

PR556

Rail pressure sensor voltage

PR583

New EGR valve offset

PR584

Last EGR valve offset

PR589


PR590


PR597

Rail pressure regulator current setpoint

PR598

Rail pressure regulator current

PR600

Engine torque

PR611

Maximum authorised speed

MR-391-X24-13B000$500_eng.mif V2

13B - 107

13B

DIESEL INJECTION Fault finding - Conformity check


NOTES

13B

Only check conformity after a complete check using the diagnostic tool. The values shown in this conformity check are given as a guide. Execution conditions: ENGINE STOPPED, IGNITION ON.

AIR CIRCULATION (TURBOCHARGING - INLET)

Order

Function

Parameter or Status checked or Action

Display and Notes

Fault finding

1

Engine speed

PR006:

Engine speed

X = 0 rpm

In the event of a fault consult the interpretation for fault DF023 "Engine speed sensor circuit".

2

Temperature

PR003:

Inlet air temperature

Indicates the inlet air temperature Default value: 50 ˚C

In the event of a fault, refer to the interpretation for parameter PR003.

PR016:


Indicates the atmospheric pressure in mbar The sensor is built into the computer. Default value: 750 mbar

In the event of a fault consult the interpretation of fault DF024 Atmospheric pressure sensor circuit.

PR150:


X = 1000 mbar Default value: 750 mbar

PR082:


X = PR150 ± 50 mbar

3

4

Pressure IMPORTANT: Parameters PR150 and PR082 only concern engines equipped with Variable Geometry turbochargers. If this is not the case PR150 = PR082 = 0 mbar

Sensor feed

PR107:


1.90 V < X < 2.10 V Safe value: 5 V

In the event of a fault, consult the interpretation for fault DF022 "Air temperature sensor circuit".

PR025:


X = 0.6 V Safe value: 5 V

In the event of a fault, consult the interpretation of fault DF019 Air flow sensor circuit.

PR100:


3.80 V < X < 4 V

In the event of a fault, consult the interpretation of fault DF024 Atmospheric pressure sensor circuit.

*OCR: Opening cyclic ratio.

MR-391-X24-13B000$550_eng.mif V2

In the event of a fault, consult the interpretation of faults DF209 Turbocharger pressure sensor circuit and DF208 Turbocharging solenoid valve control circuit.

13B - 108


NOTES


13B


FUEL CIRCUIT

Order

1

2

3

4

Function

Engine speed

Injector codes

Temperature


Display and Notes

Fault finding

Engine speed

X = 0 rpm


Injector code use

YES or FAULTY

If status ET235 as DEFAULT, consult the interpretation of the command SC004 Injector calibration data input.

Fuel temperature

Indicates the fuel temperature Default value: 75 ˚C

In the event of a fault, consult the interpretation of fault DF021 Fuel temperature sensor circuit.

PR216:


Indicates the theoretical pressure value for optimum engine operation X = 680 bar Default value: 350 bar

NONE

PR097:


X = 15 % Default value: 50 %

PR217:

Rail pressure

X = 0 bar

PR006:

ET235:

PR001:

Pressure

PR548:

MR-391-X24-13B000$550_eng.mif V2


X = 680 bar PR548 = PR216 PR217

13B - 109

In the event of a fault, consult the interpretation for fault DF117 "Rail pressure sensor circuit". The calculated pressure difference is the difference between the rail pressure and the rail pressure setpoint. In the event of a fault, consult the interpretation for fault DF117 "Rail pressure sensor circuit".


NOTES


13B


FUEL CIRCUIT (Continued)

Order

5

6

7

8

Function


Display and Notes

PR033:

Fuel flow

X = 40 mg/st

PR020:

Fuel flow setpoint

X = 40 mg/st

PR598:


X = 400 mA Default value: 1700 mA

In the event of a fault, consult the interpretation for fault DF117 "Rail pressure sensor circuit".

PR597:


X = 400 mA Default value: 1700 mA

NONE

PR104:


X=3V Safe value: 5 V

PR556:



PR524:


PR589:


Flow

NONE

Rail current

Rail supply

Flow correction

MR-391-X24-13B000$550_eng.mif V2

Fault finding

X = 0 mg/st PR590:


PR525:


13B - 110

In the event of a fault, consult the interpretation of faults DF091 Sensor supply voltage No. 1, DF092 Sensor supply voltage No. 2, DF211 Sensor supply voltage No. 3.

In the event of a fault, consult the interpretation of test 1 Injectors test


NOTES


13B


EGR CIRCUIT

Order

1

2

Function

Engine


PR006:

Display and Notes

Fault finding

X = 0 rpm


Engine speed

PR095:

EGR valve OCR

90 % < X < 95 %

In the event of a fault, consult the interpretation of fault DF253 EGR solenoid valve servocontrol system

PR034:

EGR valve opening setpoint

0 % < X < 20 %

NONE

PR088:


PR088 = PR034

In the event of a fault, consult the interpretation for fault DF084 "EGR valve position sensor circuit".

PR089:


PR089 = PR551 PR088

The EGR valve position feedback loop difference must equal the difference between the EGR valve position and the position feedback.

PR551:


0 % < X < 10 %

In the event of a fault, consult the interpretation of fault DF253 EGR solenoid valve servocontrol system

EGR valve

MR-391-X24-13B000$550_eng.mif V2

13B - 111


NOTES


13B


EGR CIRCUIT (Continued)

Order

3

Function

EGR valve Continued

MR-391-X24-13B000$550_eng.mif V2


Display and Notes

Fault finding

PR039:

Air flow setpoint for EGR

approximately 750 mg/rev

NONE

PR550:

Air flow difference

PR550 = PR039

NONE

PR506:


0.75 V < X < 1 V


PR583:


0 % < X < 20 %

In the event of a fault, run command RZ010 EGR valve fault adaptives.

PR584:


0 % < X < 20 %


13B - 112


NOTES


13B


DRIVER PARAMETERS

Order

1

2

3

Function

Engine speed



Display and Notes

Fault finding

Engine speed

X = 0 rpm


PR240:


Indicates the pedal position percentage between no load and full load X=0% (If no pressure is exerted on the pedal) 0 % < X < 100 %

In the event of a fault consult the interpretation of fault DF071 Pedal sensor circuit gang 1 or DF073 Pedal sensor circuit gang 2.

PR008:

Pedal potentiometer gang 1 voltage

0.73 V no load

PR009:


0.37 V no load

PR006:

Sensor feed

The voltage value of gang 2 is approximately equal to half the voltage value of gang 1. In the event of a fault, consult the interpretation of fault DF071 Pedal sensor circuit gang 1 or DF073 Pedal sensor circuit equals gang 2.

(*) PEDAL VOLTAGES - COLD, IGNITION ON (Average values given as examples). Pedal load

0%

25 %

50 %

100 %

Gang 1 voltage

0.73 V

1.60 V

2.79 V

3.93 V

Gang 2 voltage

0.36 V

0.8 V

1.40 V

1.96 V

MR-391-X24-13B000$550_eng.mif V2

13B - 113


NOTES


13B


DRIVER PARAMETERS (Continued)

Order

4

5

Function


ET013:

Brake contact no. 1 signal

ET014:

Brake contact signal no. 2

Brake contact

Clutch contact

MR-391-X24-13B000$550_eng.mif V2

ET142:

Clutch pedal

Display and Notes

Indicates recognition of brake pedal contacts ACTIVE or INACTIVE

Indicates recognition of the clutch pedal contacts as RELEASED or DEPRESSED

13B - 114

Fault finding In the event of a fault, consult the interpretation for status ET013 Brake contact no. 1. In the event of a fault, consult the interpretation for status ET014 Brake switch no. 2.

In the event of a fault, consult the interpretation for status ET142 Clutch pedal.


NOTES


13B


PREHEATING

Order

1

Function


Display and Notes

Fault finding

PR004:


9 V < X < 16 V

In the event of a fault consult the interpretation of fault DF146 "Computer supply voltage".

ET001:

+ After ignition computer feed

PRESENT or ABSENT

In the event of a fault, consult the interpretation for status ET001 "Computer + after ignition feed"

Power supply

2

Engine speed

PR006:

Engine speed

0 rpm


3

Engine

ET118:

Engine

STALLED or STOPPED

NONE

Coolant temperature

Displays the engine coolant temperature in ˚C Default value: 105 ˚C

In the event of a fault, consult the interpretation for fault DF002 "Coolant temperature sensor circuit".

PR003:



In the event of a fault, consult the interpretation for fault DF022 "Air temperature sensor circuit".

ET239:

Pre-postheating control

ACTIVE or INACTIVE

In the event of a fault, consult the interpretation for fault DF081 "Preheating relay circuit".

PR002: 4

5

Temperature

Preheating

MR-391-X24-13B000$550_eng.mif V2

13B - 115


NOTES


13B


AIR CONDITIONING

Order

1

2

3

Function

Temperature


PR002:

Coolant temperature

Display and Notes

Fault finding

Shows the engine coolant temperature in ˚C Default value: 105 ˚C

In the event of a fault, consult the interpretation of fault parameter DF002 Coolant temperature sensor circuit.

ET102:

Air conditioning request

YES or NO

Status ET102 changes to "YES" when the driver presses one of the air conditioning command buttons. In the event of a fault, consult the interpretation of status ET102.

ET117:

Air conditioning authorisation

NO

NONE

PR192:


X = 0 bar Default value: 35 bar

PR203:


0V
If there is a fault, consult the interpretation for fault DF113 "Refrigerant pressure sensor circuit".

Programming

Refrigerant

MR-391-X24-13B000$550_eng.mif V2

13B - 116


NOTES


13B

Only check conformity after a full check with the diagnostic tool. The values shown in this conformity check are given as a guide. Execution conditions: ENGINE STOPPED, IGNITION ON.

CRUISE CONTROL/SPEED LIMITER

Order

Function


ET256: Cruise control/ speed limiter

Display and Notes

Fault finding

CRUISE CONTROL or SPEED LIMITER

Test the operation of the cruise control/speed limiter "ON/OFF" buttons, consulting the interpretation of status ET256 "Cruise control/speed limiter".

INACTIVE STATUS 1: Traction control request STATUS 2: Brake pedal depressed

Deactivation of cruise control/ speed limiter

Cruise control 1

ET258:

Note: The cruise control function can only be activated if V > 30 mph (50 km/h).

STATUS 3: Cruise control or speed limiter fault STATUS 4: Engine/ gearbox decoupling STATUS 5: Fault detected by injection computer STATUS 6: Vehicle speed invalid STATUS 7: Suspend button pressed STATUS 8: Gear lever in neutral STATUS 9: Inconsistency between the request and the vehicle speed

MR-391-X24-13B000$550_eng.mif V2

13B - 117

All these statuses can identify a fault inhibiting the cruise control/speed limiter. If the cruise control/speed limiter is faulty, consult the interpretation of status ET258 Cruise control/ speed limiter deactivation. Test the operation of the "ON/OFF" and "+" and "-" buttons, consulting the interpretation of statuses ET257 "Cruise control/ speed limiter function" and ET256 "Cruise control/ speed limiter"


NOTES


13B

Only check conformity after a full check with the diagnostic tool. The values shown in this conformity check are given as a guide. Execution conditions: ENGINE STOPPED, IGNITION ON.

CRUISE CONTROL/SPEED LIMITER (contd.)

Order

Function


Display and Notes

Fault finding

Vehicle speed

0 mph with engine off

Test the multiplex network. If faults appear (see 38C, Anti-lock Braking system).

ET257:

Cruise control/ speed limiter function

"PLUS" or "MINUS" indicates whether the driver has selected a cruising speed or if he/she wishes to increase it.

In the event of a fault, consult the interpretation of status ET257 Cruise control/ speed limiter function.

ET013:

Brake switch no. 1 signal

PR018: 2

3

Vehicle speed

Brake contact ET014:

4

Clutch contact

MR-391-X24-13B000$550_eng.mif V2

ET142:

Brake switch no. 2 signal

Clutch pedal

Indicates recognition of the brake pedal contacts ACTIVE or INACTIVE


13B - 118

In the event of a fault, consult the interpretation for status ET013 Brake contact no. 1 In the event of a fault, consult the interpretation for status ET014 "Brake contact no. 2". In the event of a fault, consult the interpretation of status ET142 Clutch pedal



NOTES

13B


STARTING

Order

1

Function


Display and Notes

Fault finding

PRESENT


ET001:


PR004:


9 V < X < 16 V

In the event of a fault, consult the interpretation of fault DF146 Computer supply voltage.

If status ET238 is PROHIBITED (see 82A, Engine immobiliser.

In the event of a fault, consult the interpretation of status ET157.

Power supply

2

Starting

ET238:

Starting

AUTHORISED: The injection has given starting authorisation or PROHIBITED: The injection system does not authorise starting.

3

Synchronisation

ET157:

Synchronisation

NOT PERFORMED

4

Engine operation.

ET118:

Engine

STOPPED or STALLED

5

ET003:

Engine immobiliser

ET133:

Code programmed

ACTIVE or INACTIVE

Engine immobiliser

MR-391-X24-13B000$550_eng.mif V2

13B - 119

YES or NO

NONE If status ET003 remains Active during starting, consult the interpretation for status ET003. If status ET133 remains NO, consult the interpretation for status ET133.


NOTES


13B


STARTING (Continued)

Order

Function

6

Impact detected

MR-391-X24-13B000$550_eng.mif V2


ET207:

Display and Notes

Impact detected by the computer

13B - 120

YES or NO

Fault finding If status ET207 is YES, refer to the interpretation of ET207 Impact detected by the computer.


NOTES


13B


FEED VOLTAGE

Order

1

2

Function

Power supply


Fault finding

PRESENT

In the event of a fault, consult the interpretation for status ET001 Computer + after ignition feed.

ET001:


PR004:


9 V < X < 16 V


PR025:


0.5 V < X < 1 V Safe value: 5 V

In the event of a fault, consult the interpretation of fault DF019 Air flow sensor circuit

PR470:


3.4 V < X <3.8 V

NONE

PR100:


3.7 V < X < 4 V


PR107:


2 V < X < 2.5 V at 20 ˚C Safe value: 5 V

In the event of a fault, consult the interpretation of fault DF022 Air temperature sensor circuit.

PR109:


2.5 < X < 3 V at 20 ˚C Safe value: 5 V

In the event of a fault, consult the interpretation of fault DF002 Coolant temperature sensor circuit.

Sensor voltages

MR-391-X24-13B000$550_eng.mif V2

Display and Notes

13B - 121


NOTES


13B


FEED VOLTAGE (Continued)

Order

2

Function

Sensor voltage (continued)

MR-391-X24-13B000$550_eng.mif V2


Display and Notes

Fault finding

2V

PR104:


PR556:


0.2 V < X < 1 V

In the event of a fault, consult the interpretation of fault DF117 Rail pressure sensor circuit.

PR008:


0.73 V no load ignition on

In the event of a fault, consult the interpretation of fault DF071 Pedal sensor circuit gang 1.

PR009:


0.37 V no load, ignition on


PR506:


0.2 V < voltage < 3 V

In the event of a fault, consult the interpretation of fault DF084 EGR valve position sensor circuit.

13B - 122


NOTES


13B


POWER TAKE-OFF

Order

1

Function


Display and Notes

PR458:


X = 13 mph (22 km/h)

PR459:


X = 900 rpm

PR460:


X = 3500 rpm

PR461:

Default engine speed

X = 1200 rpm This value must be between PR459 and PR460

Power take-off

MR-391-X24-13B000$550_eng.mif V2

13B - 123

Fault finding The power take-off parameter values are defined by default in the computer. If the computer is replaced or reprogrammed, they are stored by the command SC005 Computer replacement data save. For security reasons, none of these values can be modified. If one of the values is not correct, consult the interpretation of command VP032 Commercial vehicle specific parameters. If the fault is still present, contact the Techline.



NOTES

13B

Only check conformity after a complete check using the diagnostic tool. The values shown in this conformity check are given as a guide. Execution conditions: ENGINE AT IDLE SPEED AND WARM: ENGINE COOLANT TEMPERATURE > 80 ˚C.

AIR CIRCULATION (TURBOCHARGING/INLET)

Order

Function


Display and Notes

Fault finding

1

Engine speed

PR006:

Engine speed

X = 750 rpm

In the event of a fault consult the interpretation of fault DF023 Steering wheel position sensor circuit.

2

Temperature

PR003:


Indicates the inlet air temperature Default value: 50˚

In the event of a fault, refer to the interpretation for parameter PR003.

PR016:


Indicates the atmospheric pressure in mbar. The sensor is built into the computer. Default value: 750 mbar


PR150:


X = 1100 mbar Default value: 750 mbar

PR082:


X = 1050 mbar

PR081:

Turbocharging pressure loop difference

0 mbar < X < 50 mbar

PR107:


3

4

Pressure IMPORTANT: Parameters PR150 and PR082 only concern engines equipped with Variable Geometry turbochargers. Otherwise PR150 = PR082 = 0 mbar

Sensor feed

2.2 V < X < 2.40 V Safe value: 5 V


PR100:


3.80 V < X < 4 V


PR025:




*OCR: Opening cyclic ratio. MR-391-X24-13B000$550_eng.mif V2

In the event of a fault, consult the interpretation of faults DF209 Turbocharger pressure sensor circuit, and DF208 Turbocharging solenoid valve control circuit.

13B - 124


NOTES


13B

Only check conformity after a complete check using the diagnostic tool. The values shown in this conformity check are given as a guide. Execution conditions: ENGINE AT IDLE SPEED AND WARM: ENGINE COOLANT TEMPERATURE > 80˚C.

FUEL CIRCUIT

Order

1

2

3

4

Function

Engine speed

Injector codes

Temperature


Display and Notes

Fault finding

Engine speed

X = 750 rpm


Injector code use

YES or FAULTY

If status ET235 as DEFAULT, consult the interpretation of the command SC004 Injector calibration data input.

Fuel temperature

Indicates the fuel temperature Default value: 75 ˚C


PR216:


Indicates the theoretical pressure value for optimum engine operation X = 750 bar Default value: 350 bar

NONE

PR097:


35 % < X < 40 % Default value: 50 %

PR217:

Rail pressure

700 bar < X < 800 bar

PR006:

ET235:

PR001:

Pressure

PR548:

MR-391-X24-13B000$550_eng.mif V2


0 bar < X < 50 bar PR548 = PR216 PR217

13B - 125

In the event of a fault, consult the interpretation of fault DF117 Rail pressure sensor circuit. The calculated pressure difference is the difference between the rail pressure and the rail pressure setpoint. In the event of a fault, consult the interpretation of fault DF117 Rail pressure sensor circuit.


NOTES


13B

Only check conformity after a complete check using the diagnostic tool. The values shown in this conformity check are given as a guide. Execution conditions: ENGINE AT IDLE SPEED AND WARM: ENGINE COOLANT TEMPERATURE > 80˚C.

FUEL CIRCUIT (Continued)

Order

5

6

7

8

Function


Display and Notes

Fault finding

PR033:

Fuel flow

0 mg/st < X < 60 mg/st

PR020:

Fuel flow setpoint

PR020 = PR033

In the event of a fault, consult the interpretation of the fault command AC624 Rail pressure regulator.

PR598:


1390 bar < X < 1450 bar Default value: 1700 mA


PR597:


1390 bar < X < 1450 bar Default value: 1700 mA

NONE

PR104:


1.7 V < X < 3 V Safe value: 5 V

PR556:


1.5 V < X < 2.5 V Safe value: 5 V

PR524:


PR589:


Flow

Rail current

Rail supply

Flow correction

MR-391-X24-13B000$550_eng.mif V2

PR590:


PR525:


13B - 126

- 5 mg/st < X < + 5 mg/st

In the event of a fault, consult the interpretation of faults DF091 Sensor supply voltage No. 1, DF092 Sensor supply voltage No. 2, DF211 Sensor supply voltage No. 3.

In the event of a fault, consult the interpretation of test 1 “Injector test”.


NOTES


13B


EGR CIRCUIT

Order

1

2

Function

Engine


PR006:

MR-391-X24-13B000$550_eng.mif V2

Fault finding

X = 750 rpm


90 % < X < 95 %

In the event of a fault, consult the interpretation of fault DF253 EGR solenoid valve servo-control system

0 % < X < 30 %

In the event of a fault, consult the interpretation of fault DF163 EGR valve control circuit.

PR088 = PR034


PR089 = PR551 PR088

The EGR valve position feedback loop difference must equal the difference between the EGR valve position and the position feedback.

0 % < X < 10 %

In the event of a fault, consult the interpretation of fault DF253 EGR solenoid valve servo-control system

Engine speed

PR095:

EGR valve OCR

PR034:

EGR valve opening setpoint

PR088:


PR089:


PR551:


EGR valve

Display and Notes

13B - 127


NOTES


13B


EGR CIRCUIT (Continued)

Order

3

Function

EGR valve Continued

MR-391-X24-13B000$550_eng.mif V2


Display and Notes

Fault finding

PR039:

Air flow setpoint for EGR


NONE

PR550:

Air flow difference


NONE

PR506:


1V

PR583:


0 % < X < 20 %


PR584:


0 % < X < 20 %


13B - 128


NOTES


13B


DRIVER PARAMETERS

Order

1

2

3

Function

Engine speed



Display and Notes

Fault finding

Engine speed

X = 750 rpm

In the event of a fault, consult the interpretation of fault DF023 Flywheel signal sensor circuit.

PR240:


Indicates the pedal position percentage between no load and full load X= 0% (if there is no pressure on the pedal) 0 % < X < 100 %

In the event of a fault, consult the interpretation of fault DF071 Pedal sensor circuit gang 1 or DF073 Pedal sensor circuit gang 2.

PR008:


0.73 V no load

PR009:


0.37 V no load

PR006:

Sensor feed

The voltage value of gang 2 is approximately equal to half the voltage value of gang 1. In the event of a fault consult the interpretation of fault DF071 Pedal sensor circuit gang 1 or DF073 Pedal sensor circuit gang 2.

(*) PEDAL VOLTAGES - COLD, IGNITION ON (Average values given as examples). Pedal load

0%

25 %

50 %

100 %

Gang 1 voltage

0.73 V

1.60 V

2.79 V

3.93 V

Gang 2 voltage

0.36 V

0.8 V

1.40 V

1.96 V

MR-391-X24-13B000$550_eng.mif V2

13B - 129


NOTES


13B


DRIVER PARAMETERS (Continued)

Order

4

5

Function


ET013:


ET014:


Brake contact

Clutch contact

MR-391-X24-13B000$550_eng.mif V2

ET142:

Clutch pedal

Display and Notes

Indicates recognition of brake pedal contacts ACTIVE or INACTIVE

Indicates recognition of clutch pedal contacts RELEASED or DEPRESSED

13B - 130

Fault finding In the event of a fault, consult the interpretation of status ET013 Brake switch no. 1. In the event of a fault, consult the interpretation of status ET014 Brake switch no. 2. In the event of a fault, consult the fault finding procedure for status ET142 Clutch pedal.


NOTES


13B


PREHEATING

Order

1

Function


PR004:


ET001:


Display and Notes

Fault finding

9 V < voltage < 16 V


PRESENT


Power supply

2

Engine speed

PR006:

Engine speed

X = 750 rpm

In the event of a fault, consult the interpretation of fault DF023 Flywheel signal sensor circuit.

3

Engine

ET118:

Engine

RUNNING

NONE

PR002:

Coolant temperature

Displays the engine coolant temperature in ˚C Default value: 105 ˚C


PR003:




ET239:

Pre-postheating control

INACTIVE

In the event of a fault, consult the interpretation of fault DF081 Preheating circuit relay.

4

5

Temperature

Preheating

MR-391-X24-13B000$550_eng.mif V2

13B - 131


NOTES


13B


AIR CONDITIONING

Order

1

Function

Temperature


PR002:

ET102:

2

3

Coolant temperature

Display and Notes

Fault finding

Shows the engine coolant temperature in ˚C Default value: 105 ˚C

In the event of a fault, consult the interpretation for parameter DF002 Coolant temperature sensor circuit.

YES or NO

Status ET102 changes to "YES" when the driver presses one of the air conditioning command buttons. In the event of a fault, consult the interpretation of status ET102. Status ET117 becomes YES if the vehicle is not under full load. In the event of a fault, consult the interpretation of status ET117.


Programming

ET117:


YES or NO

PR192:


2 bar < X < 35 bar Default value: 35 bar

PR203:


0V
Refrigerant

MR-391-X24-13B000$550_eng.mif V2

13B - 132

In the event of a fault, consult the interpretation of fault DF113 Refrigerant sensor circuit.


NOTES


13B

Only check conformity after a full check with the diagnostic tool. The values shown in this conformity check are given as a guide. Execution conditions: ENGINE AT IDLE SPEED AND WARM: ENGINE COOLANT TEMPERATURE > 80˚C. CRUISE CONTROL/SPEED LIMITER

Order

Function


ET256: Cruise control/ speed limiter

Display and Notes

Fault finding

"CRUISE CONTROL" OR “SPEED LIMITER”

Test the operation of the cruise control/speed limiter "ON/OFF" buttons, consulting the interpretation of status ET256 "Cruise control/ speed limiter".

INACTIVE STATUS 1: Traction control STATUS 2: Brake pedal depressed

ET258: Cruise control/ speed limiter deactivation

1

Cruise control

Note: Cruise control can only be activated if V > 30 mph (50 km/h) or V > 18mph (30 km/h) if “eco” cruise control/speed limiter.

STATUS 3: Cruise control or speed limiter fault STATUS 4: Engine/ gearbox decoupling STATUS 5: Fault detected by the injection computer STATUS 6: Vehicle speed invalid STATUS 7: Cancel button pressed STATUS 8: Gear lever in neutral position

All these statuses can identify a fault inhibiting the cruise control/speed limiter. If the cruise control/speed limiter is faulty, consult the interpretation of status ET258 Deactivation of cruise control/speed limiter. Test the operation of the "ON/OFF" and "+" and "-" buttons, consulting the interpretation of statuses ET257 "Cruise control/speed limiter" function and ET256 "Cruise control/speed limiter"

STATUS 9: Inconsistency between the request and the vehicle speed INACTIVE: no button pressed INCREASE: increase button pressed ET257: Cruise control/ speed limiter function

DECREASE: decrease button pressed SUSPEND: Suspend button pressed RESUME: Resume button pressed

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In the event of a fault, refer to the interpretation of statuses ET257 Cruise control/Speed limiter function and ET258 Cruise control/Speed limiter deactivation.


NOTES


13B

Only check conformity after a full check with the diagnostic tool. The values shown in this conformity check are given as a guide. Execution conditions: ENGINE AT IDLE SPEED AND WARM: ENGINE COOLANT TEMPERATURE > 80˚C.

CRUISE CONTROL/SPEED LIMITER (Contd.)

Order

2

Function


Display and Notes

Fault finding

PR018: Vehicle speed

0 mph (km/h) when stationary

Test the multiplex network. If faults appear (see 38C, Anti-lock Braking system).

ET257: Cruise control/ speed limiter function

"PLUS" or "MINUS" indicates whether the driver has selected a cruising speed or if he/she wishes to increase it.

In the event of a fault, consult the interpretation of status ET257 Cruise control/ speed limiter function.

Vehicle speed

ET013: Brake switch no. 1 contact 3

Brake contact ET014: Brake switch no. 2 contact

4

Clutch contact

MR-391-X24-13B000$550_eng.mif V2

ET142: Clutch pedal

Indicates recognition of the brake pedal contacts ACTIVE or INACTIVE


13B - 134

In the event of a fault, consult the interpretation for status ET013 Brake contact no. 1 In the event of a fault, consult the interpretation of status ET014 Brake contact no. 2

In the event of a fault, consult the interpretation of status ET142 Clutch pedal



NOTES

13B


STARTING

Order

1

Function


Display and Notes

Fault finding

PRESENT


ET001:


PR004:


9 V < X < 16 V


Power supply

2

Starting

ET238:

Starting

AUTHORISED: The injection has given starting authorisation

If status ET238 is PROHIBITED (see 82A, Engine immobiliser).

3

Synchronisation

ET157:

Synchronisation

DONE

In the event of a fault, consult the interpretation of status ET157.

4

Engine operation

ET118:

Engine

RUNNING

NONE

ET003:

Engine immobiliser

INACTIVE

If status ET003 remains ACTIVE during start-up, consult the interpretation of status ET003

ET133:

Code programmed

YES

If status ET133 remains NO, consult the interpretation of status ET133.

5

Engine immobiliser

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NOTES


13B


STARTING (Continued)

Order

Function

6

Impact detected

MR-391-X24-13B000$550_eng.mif V2


ET207:

Display and Notes

Impact detected by the computer

13B - 136

YES or NO

Fault finding If status ET207 is YES, refer to the interpretation of ET207 Impact detected by the computer.


NOTES


13B


FEED VOLTAGE

Order

1

2

Function

Power supply


Display and Notes

Fault finding

PRESENT


9 V < X < 16 V

In the event of a fault consult the interpretation of fault DF146 "Computer supply voltage".

ET001:


PR004:


PR025:


0.5 V < X < 3 V


PR470:


3.4 V < X <3.8 V

NONE

PR100:


3.7 V < X < 4 V


PR107:


1.5 V < X < 2.5 V at 20 ˚C


PR109:


2V

Sensor voltage

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13B - 137


NOTES


13B


FEED VOLTAGE (Continued)

Order

2

Function

Sensor voltage (continued)

MR-391-X24-13B000$600_eng.mif V2


PR104:


PR556:


PR008:


PR008:


PR506:


Display and Notes

Fault finding

1.5 V < X < 3 V at 20 ˚C


1.5 V < X < 2.5 V


0.73 V no load


0.37 V no load


0.2 V < X < 3 V


13B - 138


NOTES


13B


POWER TAKE-OFF

Order

1

Function


Display and Notes

PR458:


X = 13 mph (22 km/h)

PR459:


X = 900 rpm

PR460:


X = 3500 rpm

PR461:

Default engine speed

X = 1200 rpm This value must be between PR459 and 460

Power take-off

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13B - 139

Fault finding The power take-off parameter values are defined by default in the computer. If the computer is replaced or reprogrammed, they are stored by the command SC005 Computer replacement data save. For security reasons, none of these values can be modified. If one of the values is not correct, consult the interpretation of command VP032 Commercial vehicle specific parameters. If the fault is still present, contact the Techline.


DIESEL INJECTION Fault finding - Status summary table

Summary of injection system statuses:

Tool status

MR-391-X24-13B000$650_eng.mif V2


ET001


ET003

Engine immobiliser

ET013


ET014


ET102


ET117


ET118

Engine

ET133

Code programmed

ET142

Clutch pedal

ET157

Synchronisation

ET207

Impact detected by computer

ET235

Injector code use

ET238

Starting

ET239

Preheating unit control

ET256

Cruise control/Speed limiter

ET257

Cruise control/speed limiter function

ET258

Deactivation of cruise control/speed limiter

13B - 140

13B


DIESEL INJECTION Fault finding - Interpretation of statuses

13B

COMPUTER + AFTER IGNITION FEED ET001

ABSENT

NOTES

Ignition on

Check the FM3 (30A) supply fuse from the injection computer main supply relay. Use a multimeter to check for a + 12 V feed on the fuse holder with the ignition on. Repair if necessary. Check the continuity and insulation to earth of the following connection: Computer main supply relay mounting (R8) track 15 Track E1 of injection computer connector B Check the following connection for continuity and make sure that there is no interference resistance: Track G4 black 32-track connector A, injection computer Battery earth Track H4 black 32-track connector A, injection computer Battery earth Track H1 black 32-track connector A, injection computer Battery earth Repair if necessary.

PRESENT

NOTES

Ignition on

Normal operating conditions. With the ignition off check for a + 12 V feed on the injection computer connector B track E1 with a multimeter. Repair if necessary.

AFTER REPAIR

MR-391-X24-13B000$700_eng.mif V2

Carry out another fault finding check on the system. Deal with any faults.

13B - 141



13B

ENGINE IMMOBILISER ET003

ACTIVE

INACTIVE

AFTER REPAIR

MR-391-X24-13B000$700_eng.mif V2

If status ET003 is locked at ACTIVE status, refer to the UCH fault finding procedure (see 88C, Airbag and pretensioners).

When the ignition is switched on, and while driving, status ET003 should be INACTIVE, if this is not the case, refer to the UCH fault finding note (see 88C, Airbag and pretensioners).

Carry out another fault finding check on the system. Deal with any faults. Clear the stored faults.

13B - 142



13B

BRAKE CONTACT SIGNAL No. 1

ET013 ET014

IMPORTANT Statuses ET013 and ET014 must change at the same time. If there is inconsistency between these 2 statuses, refer to the interpretation of fault DF051 Brake pedal contact circuit.

INACTIVE

NOTES

Brake pedal depressed

If the brake lights are working: – Check the continuity and that there is no interference resistance between: Injection computer black 32-track connector A, track E4 Track B3 Brake light switch Repair if necessary. If the brake lights are not working: – Check for an + after ignition feed on tracks 2 and 4 of the brake light switch connector. – Check the condition and fitting of the brake light switch and brake lights fuse. – Remove the brake light switch and check that it is operating correctly: Continuity between tracks

Insulation between tracks

Switch depressed (Brake pedal released)

3 and 4

1 and 2

Switch released (Brake pedal depressed)

1 and 2

3 and 4

– Replace the brake light switch if necessary.

AFTER REPAIR

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13B

AIR CONDITIONING REQUEST ET102

NOTES

Only perform the tests if the statuses do not correspond with the system programming functions.

YES

The air conditioning request has been made by the driver when pressing one of the air conditioning controls (Auto, or AC). Status ET102 becomes YES if the computer authorises air conditioning. If status ET102 does not change to YES after the control button is pressed, consult the air conditioning fault finding procedure (see 62A, Air conditioning, conformity check).

NO

When the driver deactivates the air conditioning, the status ET102 must become NO. If this does not happen, consult the air conditioning fault finding procedure (see 62A, air conditioning, conformity check).

AFTER REPAIR

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13B

AIR CONDITIONING AUTHORISATION ET117

NOTES

YES

NO


The air conditioning authorisation only becomes YES if: – the air conditioning request was made by the driver, – the engine is not under full load, – air conditioning switch is in AC or AUTO position with minimum ventilation. If status ET117 does not become YES consult the air conditioning fault finding procedure (see 62A, air conditioning, conformity check).

IMPORTANT Status ET117 remains at "NO" ignition on even if the air conditioning request switch is activated. The computer does not authorise air conditioning if the engine has not been started. If status ET117 remains NO, switch released and engine started, check: – that the air conditioning compressor is activated correctly, – the supply fuses, – the presence of refrigerant in the air conditioning circuit, – that the refrigerant fluid pressure value seems consistent at idle speed. If this fault is still present, consult the fault finding procedure for the air conditioning (see 62A, Air conditioning, conformity check).

AFTER REPAIR

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13B

Engine ET118

STOPPED

The status ET118 is "stopped" when the ignition is switched on but the starter motor is not operating.

STALLED

Status ET118 is stalled when the engine has stalled. The vehicle will still be under + after ignition feed.

RUNNING

Status ET118 is running if the engine has started.

STARTER

Status ET118 is starter when the engine is in its starting phase.

AFTER REPAIR

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13B

CODE PROGRAMMED ET133

YES

Status ET133 becomes YES if dialogue is possible between the UCH computer and the injection computer and the key code is recognised. The engine is only authorised to start if the key code is recognised by the UCH computer and if status ET003 Immobiliser becomes INACTIVE.

NO

Status ET133 becomes NO if dialogue is possible between the UCH computer and the injection computer and the key code is recognised. Authorisation for engine starting is only issued if the code is correctly recognised by the UCH computer and status ET003 Engine immobiliser changes to ACTIVE. This fault may be caused by incorrect key programming or no key programming. In this case, refer to the UCH fault finding note and follow the programming procedure for the keys. If this fault is not due to programming, run a multiplex network test, and check that dialogue between the UCH and the injection computer can be established. If dialogue is not established, contact Techline.

AFTER REPAIR

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13B

CLUTCH PEDAL ET142

INACTIVE

NOTES

Clutch pedal depressed.

– Check the condition and fitting of the clutch switch. – Check for the earth connection on track B3 of the clutch switch connector. – Remove the clutch switch and check that it is operating correctly: Continuity between tracks


Switch pressed (Clutch pedal released)

1 and 2

-

Switch released (Clutch pedal depressed)

-

1 and 2

If the checks above are not in order, replace the switch. – Check the continuity of the connection between track A1 of the clutch switch connector and track C4 of the computer's 32-track black connector A. Repair if necessary.

AFTER REPAIR

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13B

ET142 CONTINUED

ACTIVE

NOTES

Clutch pedal depressed.

– Check the condition and fitting of the clutch switch. – Remove the clutch switch and check that it is operating correctly Continuity between tracks


Switch pressed (Clutch pedal released)

1 and 2

-

Switch released (Clutch pedal depressed)

-

1 and 2

– Replace the switch if necessary. – Check the continuity and insulation from earth of the connection between track A1 of the clutch switch connector and track C4 of the computer's 32-track black A connector.

AFTER REPAIR

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13B

SYNCHRONISATION ET157

NOTES

NOT PERFORMED

DONE

AFTER REPAIR

MR-391-X24-13B000$700_eng.mif V2

Special notes: Perform these checks if the statuses are not consistent with the system operation programming.

Status ET157 is NOT DONE with the ignition on. Engine synchronisation has not been carried out yet.

Status ET157 becomes “NOT DONE” when the starter is activated and the engine running. If engine synchronisation is never DONE, consult the interpretation of faults DF023 Flywheel signal sensor circuit, and DF235 Camshaft sensor circuit.


13B - 150



13B

IMPACT DETECTED BY THE INJECTION COMPUTER ET207

NOTES


YES

When the vehicle has been involved in an accident, the injection computer detects the signal transmitted by the Airbag computer and status ET207 is YES. Switch off the ignition for 10 seconds, then switch it back on, so the engine can be restarted. Clear the Airbag circuit faults.

NO

If the vehicle has not undergone any impact or the starting procedure described above has been established, status ET207 will be NO.

AFTER REPAIR

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13B

INJECTOR CODE USE ET235

NOTES

YES

NO


Status ET235 is YES if the IMA option (individual injector correction) is activated in the injection computer. All the injectors have IMA codes etched on the bakelite body, but not all computers use them. In the case of a computer configured with the IMA option, the injector codes must be entered into the injection computer in the following scenarios: – when one or more injectors is replaced, – when the injection computer is replaced, – when the injection computer is reprogrammed. If the injector codes are not programmed after these operations, fault DF173 Injector code programming will be present, and the engine will operate in defect mode. Use command SC004 "Injector code input" applying the procedure described in the interpretation of this command.

Status ET235 is NO if the computer is not configured to interpret the IMA codes (individual injector correction). WARNING A computer without the IMA option can be replaced by a computer with this option. In this case status ET235 changes to YES after replacing the computer. Fault DF173 Injector code programming is present and the engine runs in defect mode. Use command SC004 "Injector code input" applying the procedure described in the interpretation of this command.

AFTER REPAIR

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13B

ET235 CONTINUED 2

FAULTY

AFTER REPAIR

MR-391-X24-13B000$700_eng.mif V2

Status ET235 is FAULTY if the computer does not have IMA codes in the memory. Fault DF173 Injector code programming is present and the engine runs in defect mode. Use command SC004 "Injector code input" applying the procedure described in the interpretation of this command. If at the end of the procedure status ET235 remains DEFAULT, contact Techline.


13B - 153



13B

STARTING ET238

AUTHORISED

When the driver inserts the key and the code is recognised by the engine immobiliser system, the ECU authorises the injection computer to start; status ET238 changes to AUTHORISED and the vehicle can be started.

PROHIBITED

When the key code is no longer recognised by the UCH computer it prohibits engine starting, status ET238 changes to PROHIBITED and the vehicle cannot be started. Carry out a fault finding procedure on the UCH.

AFTER REPAIR

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13B - 154



13B

PREHEATING UNIT CONTROL ET239

NOTES


ACTIVE

When the vehicle is started from cold, the injection computer controls the prepostheating unit so that the vehicle can be started. The status becomes ACTIVE when switching on the ignition and during the starting phase. If the vehicle does not start and status ET239 becomes ACTIVE during the engine starting phase or after switching on the ignition, check: – the supply fuse track 3 (70A) on the preheating unit, – the heater plug resistance and the continuity of the connections between the plugs and the pre-postheating unit. If the vehicle starts and status ET239 remains at YES during the engine operating phase, refer to the interpretation of faults: – DF081 Preheating relay circuit, – DF061 Heater plug circuit.

INACTIVE

After the vehicle starts, and after a variable postheating period, dependent on engine coolant temperature, the injection computer should stop actuating the pre/ postheating unit. Status ET239 is INACTIVE during the operating phase. If the vehicle does not start or the status remains INACTIVE and preheating has not been carried out during the starting phase, check the following connections: Injection computer Track A4 grey 32-track connector C Track 9 preheating unit Injection computer Track E2 grey 32-track connector C Track 8 preheating unit Repair if necessary.

AFTER REPAIR

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13B

CRUISE CONTROL/SPEED LIMITER ET256

NOTES

Special note: Only perform the tests if the statuses do not correspond with the system programming functions.

Note: Vehicles equipped with the "eco" regulator function have an "ON/OFF" button for the cruise control, and a "SET" increment button. Vehicles equipped with the "eco" regulator/limiter function have an "ON/OFF" button for the cruise control/speed limiter, and a "±" increment/decrement button.

INACTIVE

Status ET256 is INACTIVE if: – vehicle under + after ignition feed, – no cruise control/speed limiter function pushbuttons are pressed, – no fault present inhibiting cruise control/speed limiter.

Status ET256 is CRUISE CONTROL if the cruise control on/off button is activated by the user. The cruise control is active, but no speed setpoint is saved.

CRUISE CONTROL

If status ET256 never goes to CONTROL after several ON/OFF button presses, check: – The condition of the cruise control ON/OFF button (connections, damage, oxidation of contacts). – The continuity between tracks A2 and A3 of the cruise control pushbutton in pressed position. – The insulation between tracks A2 and A3 of the cruise control button in rest position. If the ON/OFF button is faulty, replace it. Check the continuity and the absence of interference resistance on the following connection: Injection computer connector A track A2 Track A3 of the cruise control button Check for + after ignition feed on track A2 of the control button connector. If there is no + 12 V after ignition feed, repair the connection. Check for earth on track A1 of the cruise control button connector. If there is no earth, repair the electrical connection.

AFTER REPAIR

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13B

ET256 CONTINUED

Status ET256 is LIMITER if the speed limiter ON/OFF button is activated by the user. The speed limiter is active, but no speed setpoint is saved. If status ET256 never goes to LIMITER after several ON/OFF button presses, check: – The condition of the ON/OFF button (connections, damage, oxidation of contacts). – The continuity between tracks A2 and B1 of the speed limiter on/off button in the pressed position. – The insulation between tracks A2 and B1 of the speed limiter ON/OFF button in the OFF position. SPEED LIMITER

If the ON/OFF button is faulty, replace it. Check the continuity and the absence of interference resistance on the following connection: Injection computer connector A, track C3 button

Track B1 of the ON/OFF

Check for the + after ignition feed on track A2 of the on/off button connector. If there is no + 12 V after ignition feed, repair the connection. Check for earth on track A1 of the speed limiter ON/OFF button connector. If there is no earth, repair the electrical connection.

AFTER REPAIR

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13B

CRUISE CONTROL/SPEED LIMITER FUNCTION ET257

NOTES

Special note: Only perform the tests if the statuses do not correspond with the system programming functions.

Note: Vehicles equipped with the "eco" regulator function have an "ON/OFF" button for the cruise control, and a "SET" increment button. Vehicles equipped with the "eco" regulator/limiter function have an "ON/OFF" button for the cruise control/speed limiter, and a "±" increment/decrement button.

INACTIVE

PLUS

Status ET257 is INACTIVE if: – vehicle under + after ignition feed, – no cruise control/speed limiter function pushbuttons are pressed, – no fault present inhibiting cruise control/speed limiter.

Status ET257 is PLUS if the increase button is activated by the user. The cruise control/speed limiter speed setpoint increases when the driver presses the pushbutton + (or SET). To be able to remove the driver's airbag and carry out the measures in complete safety (see 88C, Airbag and pretensioners). If status ET257 never changes to PLUS after several button presses, check: – the condition of the + (or SET) button (connections, damage, oxidation of contacts), – the continuity between tracks A2 and B1 of the ± (or SET) button of the cruise control/speed limiter in pressed position, – the insulation between tracks A2 and B1 of the ± button of the cruise control in rest position. Check the continuity and the absence of interference resistance on the following connections: Injection computer connector A track D3 Track A2 of the ± button Injection computer connector A track D2 Track B1 of the ± button If the connection is broken, repair it. Measure the resistance of the following connection, after pressing the ± button: Injection computer connector A track D2 Track A2 of the ± button If the resistance is not approximately 300 Ω, check the continuity of the connection when the button is not pressed. If there is continuity, replace the ± control button; if the connection is broken, repair it.

AFTER REPAIR

MR-391-X24-13B000$700_eng.mif V2

Carry out another fault finding check on the system. Deal with any other faults. Clear the stored faults.

13B - 158



13B

ET257 CONTINUED 1

Status ET257 is MINUS if the decrease button is activated by the user. The cruise control/speed limiter programmed speed is reduced when the driver presses the "-" button. To be able to remove the driver's airbag and carry out the measures in complete safety (see 88C, Airbag and pretensioners).

DECREASE

If status ET257 never goes to MINUS after several button presses, check: – the condition of the "-" button (connections, damage, oxidation of contacts), – the continuity between tracks A2 and B1 of the cruise control/speed limiter "±" button in pressed position, – the insulation between tracks A2 and B1 of the "±" button of the cruise control in rest position. Check the continuity and the absence of interference resistance on the following connections: Injection computer connector A track D3 Track A2 of the "±" button Injection computer connector A track D2 Track B1 of the "±" button If the connection is broken, repair it. Measure the resistance of the following connection, after pressing the "±" button: Injection computer connector A track D2 Track A2 of the "±" button If the resistance is not approximately 100 Ω , check the continuity of the connection when the button is not pressed. If there is continuity, replace the "±" control button. If the connection is broken, repair it.

AFTER REPAIR

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13B

CRUISE CONTROL/SPEED LIMITER DEACTIVATION ET258

NOTES

Cruise control remains deactivated as long as the vehicle speed does not exceed 30 mph (50 km/h). Status ET258 can have 9 different specifications. When status ET258 changes specification, the cruise control/speed limiter is immediately deactivated. Special note: Only perform the tests if the statuses do not correspond with the system programming functions.

INACTIVE

Status ET258 is INACTIVE if: – vehicle under + after ignition feed, – no cruise control/speed limiter function push buttons are pressed, – no fault present inhibiting cruise control/speed limiter. Traction control request

STATUS 1

If the vehicle being diagnosed is fitted with a traction control system, the cruise control/speed limiter function is deactivated each time the traction control is selected. Status ET258 only becomes STATUS 1 when driving. If this status appears with the ignition on and the vehicle stopped, (see 38C, Anti-lock braking system). Brake pedal depressed

STATUS 2

If the driver depresses the brake pedal, the cruise control/speed limiter will become INACTIVE. Status ET258 changes to STATUS 2 when driving or during a cruise control/speed limiter function test when stationary. If status ET258 remains locked on STATUS 2, refer to the interpretation of statuses ET013 and ET014 Brake switch signal nos. 1 and 2 Cruise control or speed limiter fault

STATUS 3

If status ET258 is at STATUS3, consult the fault finding procedure for status ET257 Cruise control/speed limiter function, to test the cruise control system components and find the faulty component. Disconnection of the engine/gearbox

STATUS 4

AFTER REPAIR

MR-391-X24-13B000$700_eng.mif V2

The cruise control/speed limiter function is deactivated if the gearbox is no longer linked to the engine (clutch pedal applied or gearbox in neutral). If status ET258 is locked at STATUS 4 with the vehicle stationary, contact the Techline.


13B - 160



13B

ET258 CONTINUED 1

Fault detected by the injection computer Status ET258 changes to STATUS 5 if the injection computer detects a fault on the injection system. STATUS 5 Carry out a multiplex network test, and then an injection system test, and run fault finding on any faults. If the fault is still present, contact Techline. Invalid vehicle speed

STATUS 6

Status ET258 becomes STATUS 6 if the vehicle speed received by the computer is invalid. Consult the fault finding for fault DF095 Vehicle speed signal, and run fault finding on the ABS computer. If faults are present (see 38C, Anti-lock braking system). If the fault is still present, contact Techline. Suspend button pressed N.B.: this status should not appear because the SUSPEND button is not present on the vehicle. Status ET258 becomes "STATUS7" if the driver presses the "0" button to the right of the steering wheel.

STATUS 7

This suspends the cruise control/speed limiter. If the status ET257 never becomes “SUSPEND” after pressing the button several times, check the status of the "0" button (connections, damage, oxidation of contacts). If status ET258 remains locked at “STATUS7”, consult the information on ET257 "Cruise control/speed limiter function" SUSPEND. Gear lever in neutral position If status ET258 becomes "STATUS8" if the driver moves the gear lever to neutral position when driving.

STATUS 8

This action deactivates the Cruise control/Speed limiter. If status ET258 remains stuck at "STATUS8" when driving after engaging a gear, contact the Techline.

AFTER REPAIR

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13B

ET258 CONTINUED 2

Inconsistency between the request and the vehicle speed If status ET258 changes to "STATUS9" if the computer detects a fault between the speed requested by the driver and the vehicle speed. STATUS 9

The vehicle signal is getting interference or is wrong. Consult the interpretation for fault DF095 "Vehicle speed signal" . Run fault finding on the ABS circuit (see 38C, Anti-lock braking system). If the fault is still present, contact Techline.

AFTER REPAIR

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DIESEL INJECTION Fault finding - Command summary table

13B

Summary of available commands

NOTES

LC034: LC047: SC004: SC005: SC007: RZ001: RZ003: RZ010: AC005: AC010: AC599: AC622: AC624: CF001: VP001: VP010: VP011: VP026: VP032:

Use the commands to check that certain components are working properly or to carry out part replacement.

Air conditioning Type of turbocharger Injector calibration data input Data save when replacing a computer Writing after computer replacement Fault memory Engine parameter adaptives Adaptives on EGR valve fault Low pressure pump relay Preheating relay Air conditioning compressor Turbocharging solenoid valve Rail pressure regulator Passenger compartment heating resistor Write VIN Reducing the idling speed Increase the idling speed Fuel supply inhibition Special notes on commercial vehicles

MR-391-X24-13B000$750_eng.mif V2

13B - 163


DIESEL INJECTION Fault finding - Interpretation of commands

13B

ENTER INJECTOR CALIBRATION DATA SC004

NOTES

This command is run after replacing the injectors and only if the vehicle is IMA configured (ET235 Injector code exploitation). If this command is not run by a technician, fault DF173 Injector code programming is present.

WARNING: The letters J and Q, and figures 0 and 9 are not used in IMA coding. If these characters are used, the entry is invalid. Cylinder no. 1 is the cylinder located at the timing end.

Select the CLIP tool specific configurations mode, and choose command SC004. Procedure to be followed: – read the 6-character alphanumeric codes etched on the upper section of the injector bodies, – enter each injector code on the associated cylinder, – confirm the change of injector code configuration, – when the command is completed, the modified codes appear in the current column, – check that the codes correspond to those read earlier, – if the codes entered appear in neither the current column nor the desired column, check the codes read and make sure the data has been entered correctly, – exit fault finding mode, – switch off the ignition and wait for the end of power latch*, – switch the ignition back on and check for faults, – DF173 Injector code programming must be stored. If the DF173 fault is still present, the command has not been executed correctly. Start the procedure again and follow the instructions. Then check whether the power latch* has been performed correctly: Switch off the ignition and check that the immobiliser warning light flashes 2 seconds after switching the ignition off. If the warning light flashes as soon as the ignition is switched off, the power latch* has not been performed and the command will be ignored. If all these checks still do not enable the command to be confirmed, contact the Techline.

* The immobiliser warning light will flash a few seconds after switching off the ignition.

AFTER REPAIR

MR-391-X24-13B000$800_eng.mif V2

Repeat the conformity check from the start.

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13B

DATA BACKUP FOR COMPUTER REPLACEMENT SC005

NOTES

This save is carried out before computer reprogramming or replacement.

Select the CLIP tool specific configurations mode, and choose command SC005. Confirming this command saves the following vehicle-specific data: – vehicle-specific idling, – injector calibration codes (if the vehicle is fitted with IMA), – programming the EGR valve data, – options available on the vehicle and managed by the computer (Example: Air conditioning). – the values of the power take-off function. This information is saved in the Clip tool. Once the save is complete, use command SC007 Write data after replacing computer to reconfigure the computer.

AFTER REPAIR

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13B

DATA ENTRY AFTER COMPUTER REPLACEMENT SC007

NOTES

The data must be saved using command SC005 Save data for computer replacement to carry out this command. Writing is carried out after the computer has been reprogrammed or replaced.

Select the Clip tool specific configurations mode and then select SC007. Confirming this command writes the data saved using command SC005 Data backup for computer replacement. The data is as follows: – vehicle-specific idling, – injector calibration codes (if the vehicle is fitted with IMA), – the EGR valve data programming; – options available on the vehicle and managed by the computer (Example: Air conditioning). – the minimum and maximum fast idle speed if the vehicle has power take-off. They configure the computer and enable it to avoid: – engine malfunction after reprogramming or replacing the computer, – faulty interpretation of information provided by the CLIP tool.

AFTER REPAIR

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13B

ENGINE PARAMETER ADAPTIVES RZ003

NOTES

This command is only executed after replacing the computer.

Command RZ003 reconfigures the computer. When clearing data RZ003 is carried out, the computer is no longer configured for air conditioning or for fast idle speed. The following configuration readings take on a default value: LC001: Passenger compartment resistors becomes "None" LC034: Air conditioning becomes "None" LC044: Water in diesel fuel detector becomes "None" Once the reset has finished, command the air conditioning to reconfigure the computer. The fast idle speed is stored again in the computer.

AFTER REPAIR

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13B

EGR FAULT ADAPTIVES RZ010

NOTES

This command is only run after replacing the EGR valve. Deal with all the faults which do not involve the EGR valve before programming the valve.

After replacing the exhaust gas recirculation valve, the computer has to store the new valve offset (at 0 miles), and the measured offset from the last time the ignition was switched off (in power latch phase*). Using this data, the computer can detect whether the valve is clogged or seized. 1. Procedure to follow after replacing the EGR valve: – select the CLEAR menu, – run the clearing command RZ010 EGR valve fault adaptives: – display the parameters of the EGR circuit sub-function: PR583 and PR584 = 0 %, – switch off the ignition, – wait until power latch closes down for + 10 seconds i.e. 20 seconds minimum, – as soon as the ignition is switched on again the new EGR valve offset is automatically reinitialised, – display the parameters of the EGR circuit sub-function: 0 % < PR583 < 20 % – start the vehicle to enable the latest EGR valve offset to be programmed, – switch off the ignition, – display the parameters of the EGR circuit sub-function: 0% < PR088 = PR583 = PR584 < 20% 2. Static test: Exit fault finding mode and switch off the ignition, – wait 20 seconds, and switch on the ignition again, – clear any faults, – start the engine, – let the engine idle for 1 min, accelerate to 2500 rpm for 5 s, and return to idle speed, – repeat this procedure 5 times. Check for faults. If the fault does not recur, end the fault finding procedure. If the fault reappears, restart the procedure after disconnecting and reconnecting the EGR valve. If the fault is still present, replace the EGR valve.

AFTER REPAIR

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13B

LOW PRESSURE PUMP RELAY AC005

NOTES

There must be no present or stored faults. Carry out this fault finding check if a malfunction appears on the "Command" menu, or if there are starting faults. – See Mascott phase 2 Wiring diagrams, to locate the fuses and relays concerned.

If the low pressure pump relay does not respond to command AC005, check the low pressure relay pump connections and the injection computer connections. Repair if necessary. Check the condition and the conformity of the fuses F2 10A, F1 20A, and F3 40A. Replace the fuses if necessary. Check the correct operation and the conformity of the relay R15A. Replace it if necessary. Use command AC005 Low pressure pump relay. If the relay does not run on command, check the continuity and insulation to earth on the following connections: + battery feed Track A3 of relay mounting R15A. + after ignition feed Track A1 of relay mounting R15A. Injection computer grey 32-track connector C track C1 Track A2 of relay mounting R15A. Repair if necessary. If the fault is still present, contact the Techline.

AFTER REPAIR

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13B

PREHEATING RELAY AC010

NOTES

Carry out this fault finding check if a malfunction appears on the "Command" menu, or if there are starting faults. – See Mascott phase 2 Wiring diagrams, to locate the fuses and relays concerned.

Before applying the following fault finding procedure, check that the battery voltage is not below 12 V. Step 1: Using a multimeter fitted with a current clamp, group the 4 heater plug supply wires together. Use the preheating relay via command AC010 and measure the current used by the 4 heater plugs. If the current consumed is not between 20 and 30 A inclusive, go to step 2, otherwise end of fault finding procedure. Step 2: Check the connections on the pre-postheating unit, heater plugs and injection computer. Repair if necessary. Measure the resistance of the heater plugs. If this resistance is not 0.6 ± 0.1 Ω replace the faulty heater plugs. Check the continuity and for the absence of interference resistance between: preheating unit track 1 cylinder 3 heater plug preheating unit track 2 cylinder 4 heater plug preheating unit track 6 cylinder 1 heater plug preheating unit track 7 cylinder 2 heater plug Check the condition of preheating unit supply fuse F01 (70A). Replace it if necessary. Check for + 12 V on track 3 of the preheating relay connector. Check the continuity and absence of interference resistance between: Injection computer connector B track B3 Track 9 of the preheating unit connector Injection computer connector B track C3 Track 8 of the preheating unit connector If the fault is still present, replace the preheating unit.

AFTER REPAIR

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13B

AIR CONDITIONING COMPRESSOR AC599

NOTES

There must be no present or stored faults Perform this fault finding procedure after a fault appears on the command menu or following an air conditioning fault. – See Mascott phase 2 Wiring diagrams, to locate the fuses and relays concerned.

If during command AC599 the relay is not activated – Check the insulation, continuity and the absence of interference resistance on the connection between: Engine management computer, connector A track B1 track 2 Compressor relay mounting – Check the compressor relay coil power feeds: Compressor relay mounting Track 3 + 12 V after relay. Check the operation of the compressor relay by the computer: – remove the compressor relay, – control the relay with command AC599, – check the + 12 V feed (10 "ON-OFF" cycles), on track 2 of the compressor relay mounting, – if the voltmeter indicates the battery voltage (10 "ON-OFF" cycles), replace the compressor relay. – if the voltmeter does not indicate the battery voltage (10 "ON-OFF" cycles), contact Techline. If, when running command AC599, the compressor relay operates, but the compressor does not start: – Check that the resistance of the compressor clutch coil is 3.5 Ω ± 0.5, – Also check the insulation of the coil in relation to the compressor body. – Check for an earth on track B of the compressor connector, – Check the continuity and insulation of the following connection: Compressor relay mounting, track 5 track A of the compressor connector, – Check the power supply of the normally open compressor relay contact: Compressor relay mounting, track 3 + 12 V after ignition. – Check the conformity of the normally open compressor relay contact: Continuity between tracks 3 and 5 when the relay is supplied Carry out the necessary repairs.

AFTER REPAIR

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13B

TURBOCHARGING SOLENOID VALVE AC622

NOTES

Consult the interpretation for this command if one of the values from the conformity check is not correct.

WARNING This command should only be used if the vehicle is equipped with a variable geometry turbocharger.

Introduction 1 - Check the high pressure air circuit sealing: Pipes not joined or pierced, pressure sensor disconnected or poorly fitted (seal present), intercooler pierced. To test the intercooler: stabilise the engine speed between 3,500 and 4,000 rpm with the vehicle stopped and check that there are no leaks. Measure the resistance of the turbocharging limitation solenoid valve between its tracks 1 and 2. Replace the solenoid valve if the resistance is not: 15.4 Ω ± 0.7 at 20 ˚C. Check the injection computer connections. Check for continuity and make sure there is no interference resistance on the following connection: Injection computer grey 32-track connector C, track E1 Track 1 turbocharging solenoid valve Repair if necessary. Check for + 12 V after relay feed on track 2 of the turbocharging solenoid valve.

AFTER REPAIR

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13B

AC622 CONTINUED

2 - Turbocharger control circuit check – With the engine stopped, make sure that the control rod is in the resting position. – Start the engine and check that the control rod moves to its upper limit (when the engine is stopped, the control rod should return to its rest position). If the control rod movements do not conform, carry out the following checks: 1) Vacuum pressure control check: – disconnect the solenoid valve inlet hose and connect it to a pressure gauge, – start the engine and stabilise it at idle speed, – if the vacuum does not reach 800 mbar ± 100: check the vacuum pressure circuit from the vacuum pump, – stop the engine, reconnect the inlet hoses and go to step no. 2 2) Solenoid valve control check: – disconnect the solenoid valve outlet hose, – start the engine and stabilise it at idle speed, – place your hand on the solenoid valve and block the outlet connection with your thumb, – if you do not notice any solenoid valve vibration, check the operation of the computer output stage (step 5). 3) Solenoid valve operation check: – attach the pressure gauge to the solenoid valve outlet union, – start the engine and stabilise it at idle speed, If the vacuum pressure does not reach 800 mbar ± 100, replace the solenoid valve.

AFTER REPAIR

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13B

AC622 CONTINUED

Turbocharger control circuit check (continued) 4) Turbocharger operation check: a) Attach a vacuum pump to the Hose connected to the turbocharger control diaphragm, – Apply a vacuum of 800 ± 100 mbar: If there is a leak, replace the turbocharger (diaphragm included). b) Check the control rod displacement and setting (Workshop Repair Manual section 12B). If the control rod is sticking, replace the turbocharger. c) Engine cold and stopped: – Remove the turbocharger inlet duct and check that the compressor turns freely on the axis. d) If the fault is still present: – Check that the exhaust manifold is not leaking. – Check that the exhaust is not blocked. Carry out the necessary repairs. 5) Computer output stage check (solenoid valve connected) This operation can only be carried out if the checks listed in step no. 2 are not conclusive. Using a voltmeter: – connect the voltmeter earth to track 2 of the solenoid valve and the positive cable to track 1. – clear any solenoid valve fault then run command AC622: The voltmeter should display ten cycles of two successive voltages ~ = battery voltage X OCR* in process. Either: ~ 2.5 V (OCR of 20 %) then ~ 8.7 V (OCR of 70 %). Or using an oscilloscope (range 5 V/division and with time base 1 ms/division): – Connect the earth of the oscilloscope to the battery earth and the positive test pin to track 2 of the solenoid valve, – Clear any faults in the solenoid valve, then run command AC622: The oscilloscope should display a square pulse signal with an amplitude of 12.5 V at a frequency of 140 Hz (with an OCR* alternating from ~ 20 to ~ 70 %). – If the measurement is correct, replace the solenoid valve. – If the measurement does not show any control or continuous voltage, contact the Techline.

AFTER REPAIR

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13B

RAIL PRESSURE REGULATOR AC624

NOTES

Consult the interpretation for this command if one of the values from the conformity check is not correct.

Step 1 Measure the pressure regulator resistance between tracks 1 and 2. – If its resistance is not approximately: 3 Ω ± 0.5 at 20 ˚C, replace the regulator. Check for continuity and absence of interference resistance on the connections between: Injection computer brown 48-track connector B, track M4 track 2 of the rail pressure regulator connector + 12 V after relay track 1 of the rail pressure regulator connector. If, when running command AC624, you can hear a slight whistling noise and the crunching noise from the pressure regulator, go to step 2. otherwise, ensure that the computer output stage is functioning correctly: ● Either with an ammeter: With the solenoid valve connected, connect the current clamp to the solenoid valve track 1 connection (in the direction of the current): Clear any faults in the fuel pressure solenoid valve then run command AC624: The ammeter should display ten cycles of two successive currents: ~ 0.6 A then ~ 2 A ● Using a voltmeter: With the solenoid valve connected, connect the voltmeter earth lead to track 2 of the fuel pressure solenoid valve and the positive cable to track 1. Clear any faults in the fuel pressure solenoid valve then run command AC624: The voltmeter should display two successive voltages ~ = (battery voltage X current OCR*), i.e. successively: ~ 3.15 V for an OCR of 25 % then ~ 9.45 V for an OCR of 75 % (ten cycles). ● Or using an oscilloscope (range 5 V/division and with time base 1 ms/div): With the solenoid valve connected, connect the oscilloscope earth to the battery earth and the positive test pin to track 2 of the fuel pressure solenoid valve; clear any fuel pressure solenoid valve faults then run command AC624: The oscilloscope should display a square pulse signal with an amplitude of 12.5 V at a frequency of 185 Hz (with an OCR alternating successively from 25 to 75 %). – If the measurement is correct, replace the regulator. – If the measurement is not correct, contact the Techline.

Step 2, next page * Opening Cyclic Ratio

AFTER REPAIR

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13B

AC624 CONTINUED

Step 2 In the event of rail overpressure: check the operation of the injectors (see Injector test). check that the rail pressure sensor is operating correctly. if these checks reveal no irregularities, replace the regulator. In the event of rail underpressure: – check that the rail pressure sensor is operating correctly, – check the priming of the low pressure diesel circuit, – check the conformity of the diesel filter connections, – check the condition of the filter (clogging and water saturation), – check that there are no air bubbles between the filter and the high pressure pump, – check the high pressure and low pressure diesel fuel circuit sealing, (visual checks + odours, etc.): pump body, pressure release valve, pipes, rail and injectors unions, injector wells, etc. – check the conformity of the seal fitting on the pressure regulator, – check the operation of the injectors (see Injector test).

AFTER REPAIR

MR-391-X24-13B000$800_eng.mif V2

Carry out a road test followed by a check with the diagnostic tool. Repeat the conformity check from the start.

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13B

PASSENGER COMPARTMENT HEATING RESISTOR CF001

This command is used to configure the vehicle “WITH” or “WITHOUT” passenger compartment heating resistor. Carry out this command: NOTES – After reprogramming the injection computer, or – after replacing the injection computer, without having been able to use the scenario SC003 "SAVE COMPUTER DATA" before reprogramming to save the computer data.

To run this command, select configuration CF001 "PASSENGER COMPARTMENT HEATING RESISTOR" in the CLIP tool.

MR-391-X24-13B000$800_eng.mif V2

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DECREASING THE IDLE SPEED VP010

NOTES

None

This command enables the idle speed value to be reduced. The idle speed will be decreased by 10 rpm every time this command is used. Parameter PR035 Idle speed correction enables the idle speed modification to be displayed. WARNING: The idle speed cannot be reduced by more than 50 rpm from its initial value.

AFTER REPAIR

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13B



INCREASING THE IDLE SPEED VP011

NOTES

None

This command enables the idle speed value to be increased. The idle speed will be increased by 10 rpm every time this command is used. Parameter PR035 Idle speed correction enables the idle speed modification to be displayed. WARNING: The idle speed cannot be increased by more than 50 rpm from its initial value.

AFTER REPAIR

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13B



13B

INHIBIT FUEL SUPPLY VP026

NOTES

This command restores fuel supply to the injectors. This command is carried out with the engine switched off, and ignition on.

WARNING If the ignition is switched off, or dialogue between the CLIP tool and the injection computer is lost, command VP026 becomes ineffective. Between engine starts, do not switch off the ignition for more than a few seconds. If communication is lost, run command VP026 again to run a safe compression test.

This command allows the injectors to be locked, so that starting is not possible. The command VP026 enables the cylinder compression to be checked in complete safety. – use command VP026, – check the engine compression, – switch off the ignition once the 4 compression measurements have been taken and wait for the power-latch, – establish contact again and attempt to start. If an engine start is possible, command VP026 is deactivated.

AFTER REPAIR

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13B

SPECIAL NOTES ON COMMERCIAL VEHICLES VP032

NOTES

Only use this command if command SC005 Save computer data has not worked before replacing an injection computer. Use this command with the engine stopped.

The power take-off function (fast idle speed) enables specific equipment to be used: – Main transmission power take off (crane,.etc.) – Urban roadwork equipment (tipper, concrete mixer,.etc.). The driver has the following controls to operate the power take-off function: – on/off switch for cruise control and power take-off functions, – instrument panel R button permitting the last fast idle speed stored to be re-established, – instrument panel O button allowing the power take-off function to be deactivated momentarily, – instrument panel ± button allowing the fast idle speed to be increased or decreased. Command VP032 special features of commercial vehicles enables the default values of the power take-off and permanent speed limiter to be configured. Only use this command when replacing the computer and if commands SC005 Save data for computer replacement or SC007 Write data after replacing computer do not work. The default values are as follows: – PR458 Maximum vehicle speed = 13 mph (22 km/h) – PR459 Minimum engine speed = 900 rpm – PR460 Maximum engine speed = 3,500 rpm – PR461 Engine default speed = 1,200 rpm The value of the last parameter should always be between 900 rpm (PR459) and 3,500 rpm (PR460).

AFTER REPAIR

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DIESEL INJECTION SYSTEM Fault finding - Customer complaints


13B

NO DIALOGUE WITH THE COMPUTER

FAULT FINDING CHART 1

STARTING DIFFICULT OR IMPOSSIBLE


INJECTION NOISE


POOR PERFORMANCE


IRREGULAR ENGINE OPERATION


COMPONENT OPERATION TEST

INJECTOR TEST

MR-391-X24-13B000$850_eng.mif V2

TEST 1

13B - 182


DIESEL INJECTION SYSTEM Fault finding - Fault Finding Chart

13B


No dialogue with the computer

NOTES

Before dealing with this customer complaint, check that there are no faults, and the conformity (or otherwise) of the parameters and statuses using the diagnostic tool. If the customer complaint is not resolved, perform the following checks.

Check the conformity of the vehicle type and the domain selected on your tool! Check that the tool is not faulty by trying to establish dialogue with a computer on another vehicle. Check the supply to the diagnostic socket: + before ignition on track 16 + after ignition on track 1 Earth on tracks 4 and 5 Check (according to wiring diagram and equipment): – the conformity of the after ignition fuse, – the conformity of the injection relay mounting feeds, – the conformity of the impact sensor: continuity between tracks 1 and 3 at rest (before impact) 12 V battery feed track 3 (via the fuse) continuity between track 3 and track 1 of the injection relay. – the conformity of the injection relay: 65 Ω ± 5 Ω between its tracks 1 and 2 infinite resistance between its tracks 3 and 5 (open contact) resistance < 0.2 Ω between tracks 3 and 5 (closed contact) Disconnect the injection computer and check that there are no conducting components on the computer pins. If its removal reveals any kind of contamination, clean it and try to establish dialogue. If the fault is still present, place the bornier Elé. 1590 on the engine wiring harness: Check the continuity and the absence of interference resistance on the following connection: Engine computer, 32-track connector A track B4 Diagnostic socket track 7 (line K) Ensure that the power supplies are in order: Engine computer, 32-track black connector A, track D1 + after ignition feed, Engine computer, 32-track black connector A, tracks G4, H4, and H1 Earth, By shunting the normally open injection relay contact, i.e. tracks 3 and 5 of the relay mounting: Engine computer, brown 48-track connector B, track M2 +12 V battery (via test shunt) Check the continuity of the connection between: Engine computer, brown 48-track connector B, track E track 2 of the injection computer supply voltage relay mounting

AFTER REPAIR

MR-391-X24-13B000$900_eng.mif V2

Carry out a road test followed by a complete check with the diagnostic tool.

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13B

FAULT FINDING CHART 1 CONTINUED

Try to establish dialogue with another computer on the same vehicle. If dialogue can be established with another computer on the same vehicle, go to step 2. If dialogue cannot be established with any other computer on the same vehicle, it could be that a faulty computer is causing interference on line K. To locate it, carry out a process of elimination, disconnecting in turn all the computers linked to these lines (according to the wiring diagram and equipment): airbag, ABS, UCH, instrument panel. Try to establish dialogue after disconnecting each line: If, after a disconnection, you manage to establish dialogue, perform the fault finding procedure for the relevant computer. If the fault is still present, reconnect the computers listed above and disconnect the engine computer. Try to establish dialogue with another computer. If you manage to establish dialogue, go to step 2. If you still cannot establish dialogue, disconnect all the computers connected to line K and check the insulation to +12 V and to earth on track 7 and track 15 of the diagnostic socket. Carry out the necessary repairs. STEP 2 Contact Techline.

AFTER REPAIR

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13B


Starting faults (or starting impossible)

NOTES

Before dealing with this customer complaint, check that there are no faults, and the conformity (or otherwise) of the parameters and statuses using the diagnostic tool. If the customer complaint is not eliminated, perform the following checks.

impossible Is starting difficult or impossible? difficult – Check the engine earths. – check that the engine speed reaches 250 rpm when the starter motor is operational in the parameters screen, – check that the correct fuel is being used, – check the conformity of the fuel filter connections, – ensure that the fuel filter is not saturated with water. – check there are no air bubbles between the filter and the high pressure pump, – check that the heater plugs are actuated using command AC010 Preheating relay, – check the condition of the air filter (clogging), – check the sealing of the high pressure diesel fuel circuit; pump, pipes, unions (visual inspection + odours), – check the position of the EGR valve: (jamming or mechanical seizure), – check the consistency of the signal from the engine coolant temperature sensor, – check the correct operation of the pressure regulator (see AC624 Rail pressure regulator), – check the operation of the injectors (see 13B, Injector test). – check that the compressions are balanced, in accordance with the current consumption in the starting phase (Compression test menu on the Clip tool). In the event of an imbalance, use a compression meter to complete the measurements. After the operation, clear the faults caused by disconnecting the regulator and the heater plugs.

AFTER REPAIR

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13B

FAULT FINDING CHART 2 CONTINUED

ET003 not correct, or immobiliser warning light continuously lit

From the STATUS menu on your diagnostic tool, check the conformity of the immobiliser system: ET003 Engine immobiliser should be INACTIVE. ET003 in order (Immobiliser code warning light switched off)

Consult the engine immobiliser fault finding procedure (See 82A, Engine immobiliser, conformity check).

Check the engine timing and the position of the high pressure pump sprocket. Check the engine compression (see procedure in Workshop Repair Manual if necessary). Check cylinder balancing using the Clip function, physical measurement icon Compression test.

– Check the battery charge and the condition and tightness of the terminals. – Ensure that engine speed reaches 250 rpm when the starter motor is operated which is displayed on the parameter screen, – check the engine earths, – check the conformity of the inertia switch (depending on equipment), – check the presence and conformity of fuel in the tank, – check for the presence of 12 V battery feed on track M2 of connector B in the injection computer, – check the engine fuses (and their mountings, wires and terminals).

YES

test Operate the starter: Does the pressure increase in the rail: rail pressure = ~ 170 bar at ~ 250 rpm?

NO Run a fault finding procedure on the regulator and high pressure pump by applying the interpretation for command AC624 Rail pressure regulator.

AFTER REPAIR

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13B


Injection noise

NOTES


Does the injection noise occur after starting from cold? – Check the priming of the low pressure fuel circuit. – check the fuel heater supply, – check the operation of the preheating system, – check that fuel and engine temperatures are consistent. If the complaint is still present, check the rail pressure (Parameter menu) and apply the interpretation for command AC624 Rail pressure regulator.

– – – – – – – – –

Does the injection noise occur at idling speed? check the condition of the injector connector and pressure regulator terminals, check the conformity of the air flow signal in the air circuit sub-function, check the conformity of the EGR valve position (clogging, stuck, seized), if the fault is still present, carry out a fault finding check on the injectors (see Injectors test). Does the injection noise occur at all engine speeds? perform the injector fault finding procedure (see Injector test), check the condition of the injector connector and pressure regulator terminals, ensure that the correct fuel is being used, check the conformity of the air flow signal in the air circuit sub-function, if the complaint is still present, check the rail pressure (Parameter menu) and apply the interpretation for command: AC624 Rail pressure regulator.

If the injection noise occurs at transitional speed: If the engine races during gear changes, check the conformity of the clutch switch. When changing gear during a road test, display parameter PR033 Fuel flow. If it varies, without noticeable influence on the rail pressure, consult the fault finding procedure for the command AC624 Rail pressure regulator. If the fault is still present, carry out a fault finding check on the injectors (see Injector test).

AFTER REPAIR

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13B


Poor performance

NOTES


IMPORTANT In the case of engine overheating to more than 110˚C, the computer voluntarily limits the fuel flow (ignition overheating warning light lit from 110˚C). Is the poor performance accompanied by smoke? YES

NO

Check: – That the EGR valve is not stuck in the open position. – That the injectors are properly fitted (sealing washer fitted and correct). YES Is the engine running on all cylinders? NO Check the operation of the injectors (see Injector test). If the fault is still present: Check conformity on the following components: – accelerator pedal position sensor, – brake pedal sensor, – rail pressure regulator, – EGR valve. Replace any faulty components. – Check the condition of the air filter and the air inlet ducts, – check there are no foreign bodies on the air flowmeter grille (very sensitive to impurities). Check: – the correct operation of the turbocharger (no play in the shaft, and non seizing of the fins), – that the diesel filter is not clogged, – that there are no leaks in the low pressure and high pressure diesel circuits; – that the oil vapour rebreathing system is connected, – check the engine compression (Cylinder compression balance, with the Compression test function on the CLIP tool), – check that the exhaust pipe is not blocked.

AFTER REPAIR

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13B


Irregular engine operation

NOTES


If the engine hesitates or races during gear changes, check the conformity of the clutch switch. If the fault is still present: – check that the correct fuel is being used, – check the priming of the low pressure fuel circuit (use of the command AC005 Low pressure pump relay), – check that the diesel filter is properly connected and that it is not saturated with water, – check that there are no air bubbles between the filter and the high pressure pump, – check the conformity of the rail pressure (warm engine): ± 25 bar around the rail pressure value at idle speed, (the minimum to maximum variations in the rail pressure at idle speed should not exceed 50 bar). ~ 1600 bar under full load. In the event of a fault apply the interpretation of command AC624 Rail pressure regulator. – Check the conformity of the air flow. If the fault is still present: – check the condition of the injectors using test 1 Injector test (see Injector test), – check cylinder balancing using the Clip function, physical measurement icon Compression test, – check engine compression where necessary.

AFTER REPAIR

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TEST 1

NOTES

DIESEL INJECTION SYSTEM Fault finding - Component operational test

13B

Injector test

Only apply this test after a complete check with the diagnostic tool. The injector test is only applied if all the diesel fuel low pressure circuit tests have been run.

A) Preliminary Checks: – Measure the resistance between tracks 1 and 2 of each injector: 0.33 Ω at 20˚C/2 Ω max. – Check and ensure the insulation, continuity and absence of interference resistance on the following connections: Engine computer, connector C track G3 track 2 of the injector no. 1 connector Engine computer, connector C track H1 track 1 of the injector no. 1 connector Engine computer, connector C track G4 track 2 of the injector no. 2 connector Engine computer, connector C track G2 track 1 of the injector no. 2 connector Engine computer, connector C track H4 track 2 of the injector no. 3 connector Engine computer, connector C track H2 track 1 of the injector no. 3 connector Engine computer, connector C track H3 track 2 of the injector no. 4 connector Engine computer, connector C track G1 track 1 of the injector no. 4 connector – Carefully check the clips, cables and tabs of the connections of each injector.

Check the flow correction on the following page

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DIESEL INJECTION SYSTEM Fault finding - Component operational test

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TEST1 CONTINUED

B) Flow correction check on each injector Start the engine, and display the following parameters: – PR524 Cylinder no. 1 fuel flow correction – PR589 Cylinder no. 2 fuel flow correction – PR590 Cylinder no. 3 fuel flow correction – PR524 Cylinder no. 4 fuel flow correction The normal fuel flow correction for an injector is approximately 1 mm 3 (negative or positive according to the injector requirements). Check the correction values for each injector. – If at least one of these values is > 5 or -5 mm 3: Carry out an engine compression test. If a cylinder indicates a compression value markedly lower than the others, carry out the necessary engine repairs. If the 4 cylinders have the same values after the compression measurements, replace the injector with the greatest fuel flow correction. Once the repairs are completed, start the engine, and check the fuel flow correction values by cylinder. If the 4 values are correct, end of fault finding. If one or more of the values are outside the permitted tolerance values, refer to the following customer complaint: – Fault Finding Chart 2 Starting faults or starting impossible – Fault Finding Chart 3 Injection noise – Fault Finding Chart 4 Poor performance – Fault Finding Chart 5 Irregular engine operation Note: Before replacing an injector, check that its sealing washer is fitted and correct. After replacing an injector, and if the IMA is active, follow the injector code programming procedure. IMPORTANT Note the cleanliness instructions in the Introduction section of the Workshop Repair Manual when removing or refitting the injectors.

AFTER REPAIR

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MR391X2413B000 master

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