D4 Engine Fitted On Twingo PDF

Technical Note 3472A
X06C - X06D - X06H

Reference document: Workshop Repair Manual 305 and manual Mot. D4
Special features of the Twingo fitted with

engine types D4D and D4F
77 11 301 362 JUNE 2001 EDITION ANGLAISE
"The repair methods given by the manufacturer in this document are based on the All copyrights reserved by Renault.
technical specifications current when it was prepared.
Copying or translating, in part or in full, of this document or use of the service part
The methods may be modified as a result of changes introduced by the manufacturer reference numbering system is forbidden without the prior written authority of Renault.
in the production of the various component units and accessories from which his
vehicles are constructed."
© RENAULT 2001
Contents
Page Page
07 VALUES AND SETTINGS 13 FUEL SUPPLY

Capacity - Grades 07-1 Special features 13-1
Accessories belt tension 07-2 Injector rail/injector 13-2
Tightening the cylinder head 07-3 Checking the fuel pressure 13-3
Checking the fuel pump flow 13-4
10 ENGINE AND PERIPHERALS

14 ANTI-POLLUTION
Consumables 10-1
Identification 10-1 Oil vapour rebreathing 14-1
Oil pressure 10-2 Fuel vapour rebreathing 14-2
Oil filter 10-3
Engine - gearbox 10-4
Crankshaft seal, timing end 10-12
Sump 10-14 16 STARTING - CHARGING
Oil pump 10-16
Alternator 16-1
Starter 16-3
11 TOP AND FRONT OF ENGINE

Timing belt 11-1
Cylinder head gasket 11-5
Camshaft 11-11
12 FUEL MIXTURE - TURBOCHARGING

Fuel mixture
Technical specifications 12-1
Air filter 12-3
Inlet manifold 12-4
Motorized throttle body 12-6
Cylinder head cover 12-8
Exhaust manifold 12-10
Contents
Page
17 IGNITION - INJECTION
Ignition
Ignition 17-1
Plugs 17-3
Injection
Computer 17-4
Location of components 17-6
Accelerator pedal potentiometer 17-9
Special features 17-10
Immobiliser function 17-12
Injection fault warning lights 17-13
Motorized throttle body 17-14
Injection/air conditioning program 17-15
Idle speed correction 17-17
Richness regulation 17-18
Adaptive richness correction 17-20
Features of the On Board Diagnostic
system 17-21
Conditions under which the
On Board Diagnostic light comes on 17-22
On board diagnostic detection of
misfires 17-24
On board diagnostic catalytic converter
fault finding 17-25
"On board diagnostic oxygen sensor
fault finding 17-26
Fuel supply system fault finding 17-27
Centralised coolant temperature
management (GCTE) 17-28
Computer 17-29
19 COOLING - EXHAUST
Cooling
Technical specifications 19-1
Filling - bleeding 19-2
Diagram 19-3
Coolant pump 19-4
Suspended engine mounting 19-6
Exhaust
Catalytic converter 19-7
VALUES AND 107
SETTINGS
Capacity - Grades 07
Average capacity* in litres
Components
Capacity without oil filter After replacing the oil filter
Petrol engine (oil)
D4F - D4D 4.65 4.8
Manual gearbox
JH1 3.4
JB1 3.4
* Check with dipstick
NOTE: never exceed the maximum mark on the dipstick.
Components Capacity in litres Grade
Brake circuit Standard: 0.7 SAE J 1703 and DOT 4

ABS: 1
Brake fluids must be approved by the Technical Department.
Components Capacity in litres Grade
Fuel tank Approximately 40 Unleaded petrol
Power assisted steering Separate reservoir: 1.1 ELF RENAULT MATIC

D2 or MOBIL ATF 220
Coolant circuit 5 GLACEOL RX

(type D)
Add only coolant
07-1
VALUES AND SETTINGS
Accessories belt tensioning 07
SPECIAL TOOLING REQUIRED
Mot. 1505 Belt tension setting tool Hz
measurement
Alternator belt Air conditioning belt
A Crankshaft
The alternator belt is tensioned using either a long bolt
B Alternator
(approx. 100 mm) and an M6 nut (see diagram below),
D Air conditioning compressor
or with a locally manufactured tool (threaded rod
T Wheel
100 mm in length and three M6 nuts).
→ Point for checking belt tension
Tension Multi-tooth Air conditioning

(Hertz) alternator belt compressor belt
Fitting
260 ± 5 210 ± 5
tension
07-2
VALUES AND SETTINGS
Tightening the cylinder head 07
CYLINDER HEAD
Cylinder head tightening procedure
REMINDER: Use a syringe to remove any oil which

may have entered the cylinder head mounting bolt
holes to achieve correct tightening of the bolts.
All cylinder head bolts must always be changed

after removal. Do not oil the new bolts.
Tighten all the bolts to 2 daN.m.
Check that all the bolts are tightened to 2 daNm, then

angle tighten (bolt by bolt) to 230° ± 6°.
Do not retighten the cylinder head bolts after

performing this procedure.
07-3
110
ENGINE AND PERIPHERALS
Consumables 10
Type Quantity Components
RHODORSEAL 5661 Coat Coolant pump sealing ring and oil pump
Loctite FRENBLOC
Coat Brake caliper mounting bolts
Locking and sealing resin
Loctite FRENETANCH
Coat Crankshaft pulley mounting bolts
Locking and sealing resin
Exhaust pipe paste Coat For sealing the exhaust
Identification
Manual or Cubic
Bore Stroke Compression
Vehicle type Engine sequential capacity
(mm) (mm) ratio
gearbox (cm 3)
X06C - X06D D4F JB1 - JH1 1149 69 76.8 9.8/1
X06H D4D JB1 999 69 66.8 9.8/1
For engine repairs, see manual Mot. D4.
10-1
Oil pressure 10
Mot. 836-05 Boxed kit for measuring oil
pressure
CHECKING
The oil pressure should be checked when the engine

is warm (approximately 80°C).
Contents of kit Mot. 836-05.
USE
Engine D: F + C
Connect the pressure gauge in place of the single

contact located on the rear of the oil pump.
Check
– at idling speed: 0.8 bar
– at 4000 rpm: 3.5 bars
10-2
Oil filter 10
Mot. 1330 Oil filter removing tool
TIGHTENING TORQUE (in daNm)
Oil filter 2
The two seal gaskets (2) must be replaced when the

oil filter (1) is replaced.
Hold the oil filter upside down and tap it on a piece of

wood to remove the filter element.
When refitting the oil filter, it is imperative that you oil

the two (2) seals then tighten the oil filter to a torque of
2 daNm using Mot. 1330.
10-3
Engine - Gearbox 10
Mot. 1202-01
Pliers for large hose clips
Mot. 1202-02
T. Av. 476 Ball joint extractor
Mot. 1272 Engine - gearbox assembly
positioning tool
Mot. 1448 Remote operation clip pliers for
cooling system hose clips
TIGHTENING TORQUES (in daNm)
Brake calliper mounting bolt 3.5
Shock absorber base mounting bolts 11
Steering ball joint 3.5
Driveshaft gaiter mounting bolt 2.5
Rear gearbox support mounting bolt 6.2

Front right support mounting bolt on the
engine 6.2
Front right support mounting bolt on the

side member 6.2
Front left support mounting bolt on the

side member 4.4
Left-hand front support mounting bolt on

gearbox 4.4
Wheel bolts 9
– the engine undertray,
– the exhaust downpipe mountings,
REMOVAL – bumper.
Drain:
Put the vehicle on a two-post lift.
– - the gearbox oil,
– - the engine oil if necessary.
Remove:
– the cooling circuit (bottom hose of the radiator),
– the battery,
– the wheels and right and left wheel arch liners
10-4
Engine - Gearbox 10
Right-hand side
Remove:
– the track rod end using tool T. Av. 476,
– the ABS sensor if fitted,
– the upper shock absorber bolt and slacken the lower
bolt.
Tilt the stub-axle carrier and disconnect the driveshaft.
Left-hand side
Remove:
– the two brake caliper mounting bolts, then fix to the
shock absorber spring,
– the ABS sensor if fitted,
– track rod end, using extractor tool T. Av. 476,
– driveshaft gaiter mountings,
– lower ball joint bolt
– the two bolts of the shock absorber base,
– the whole of the hub assembly together with the
driveshaft.
– the air intake tube and the air filter unit,
Take care to protect the tripod.
Disconnect:
Remove: – the upper hoses on the radiator,
– the rear gearbox support mounting bolt, – the connectors of the fan unit,
– the pipes and the connector on the canister,
– the petrol vapour rebreather pipe on the intake
distributor, then remove it.
Remove the air conditioning hoses on the compressor

and the condenser.
NOTE: plugs must be fitted onto the pipes, the

compressor and the condenser to prevent moisture
from entering the circuit.
10-5
Engine - Gearbox 10
Remove: – lens unit connectors and right wing-mounted
– the lower mounting of the radiator, then remove the indicator connector,
cooling system from below,
– the earth strap mounting bolt (1),
– the computer support (2).
Disconnect:
– the connectors (3),
– the horn connector,
disconnect the electrical wiring harness bracket (on

the front cross member),then disconnect the bonnet
opening system cable.
Remove:
– the right wing fixings (4),
10-6
Engine - Gearbox 10
– the two bumper fixing supports (5), – the heater hoses,
– the fixings (6) of the front panel, and remove it, gently – the gearbox connector at (7),
moving the right wing to one side. – the fuel supply pipe at (8),
– the connector (1) of the upstream oxygen sensor,
Disconnect:
– the bottom hose of the expansion bottle,
– the vacuum pipe from the brake servo,
10-7
Engine - Gearbox 10
– the connector (2) of the downstream oxygen sensor, – the fixing at (4) of the engine interconnection unit,
then unclip the fuse holders and relay holders (5) and
Remove: disconnect the connector (6),
– the heat shield fixings (B), then disconnect the
oxygen sensor electrical wiring loom and remove it in
the direction of the engine,
– the earth cables on the gearbox and the left-hand

side member,
– the ignition coil fixings, then remove it,
– the fixings (3) of the stabilizer bar, – the bonnet.
Attach the workshop hoist.
Support the engine-gearbox assembly using a load

positioner.
10-8
Engine - Gearbox 10
Remove: REFITTING
– the suspended engine mounting,
Please note the importance of the positioning of
the engine and gearbox assembly in the engine
compartment.
Position the rear support screws.
Fix the front right-hand engine mountings and

pretighten the bolts in the following order: bolts (1), (2)
and (3), then bolt (4).
– the gearbox mounting.
Fix the gearbox mounting without putting it under

stress.
Remove the engine and gearbox assembly.
10-9
Engine - Gearbox 10
Using tool Mot. 1272 position the engine - gearbox If this dimension is not correct (28 mm ± 1), mark the
assembly against the pilot hole in the left-hand rear current position on the side member.
sub-frame and the pilot hole in the clutch housing.
If the measurement is less than 27 mm, loosen the
pressure on the front support concerned and press on
part (A) to move it out.
Retighten.
Check the new position and repeat the procedure if

necessary.
If the measurement is greater than 29 mm, carry out

the same procedure, but move part (A) inwards.
Then tighten the mounting bolts of the gearbox

mounting to a torque of 4.4 daNm, ensuring that part
(A) is not dragged by the tightening torque and that it
remains parallel to the vertical face of the side
member.
Tighten the engine mountings in the following order:

bolts (3), (1) and (2), then bolt (4) to a torque of
6.2 daNm.
Tighten the rear gearbox support mounting bolts.
CHECKING
To check the correct positioning of the engine -

gearbox assembly, it is essential to measure the
dimension indicated below.
10-10
Engine - Gearbox 10
Refit using the same procedure as for removal in
reverse.
Apply Loctite FRENBLOC to the brake caliper

mounting bolts before fitting and tighten them to the
correct torque.
Press the brake pedal several times to bring the

pistons into contact with the brake pads.
Perform the following operations:

– top up the gearbox oil,
– top up the engine oil, if necessary,
– fill and bleed the cooling system (see Section 19
Filling - bleeding).
10-11
Crankshaft seal, timing end 10
Mot. 1054 TDC setting pin
positioning tool
Mot. 1355 Tool for fitting crankshaft seal
Mot. 1374 Tool for removing crankshaft seal
Mot. 1399 Tool for holding engine on
subframe
measurement
EQUIPMENT REQUIRED
Angular torque wrench
The oil pump seal is removed using oil pump seal

TIGHTENING TORQUES (in daNm and/or °) removal tool Mot. 1374 in the seal.
Tension wheel nut 2.4
Crankshaft pulley bolt 4+70°±5°
Front right support mounting bolt on

the engine 6.2

the side member 6.2
Water pump bolts 0.9
Wheel bolts 9
REMOVAL
Put the car on a two-post lift.
Disconnect the battery.
Remove the timing belt (see the method described in

section 11: Timing belt).
10-12
Crankshaft seal, timing end 10
Remove the seal gasket by turning the bolt (1) on tool REFITTING
Mot. 1374.
Refit the new seal onto the crankshaft output without
damaging it when passing the timing sprocket drive
groove.
Position the seal using tool Mot. 1355.
Refit the timing belt (see method described in

10-13
Sump 10
Sump mounting bolt 1
REMOVAL
Put the vehicle on a two-post lift.
Change the engine oil.
Remove:
– the engine undertray,
– the engine flywheel protection plate,
– the sump mounting bolts.
Turn the sump towards the rear of the vehicle, in the

direction of the arrow below, to disengage the oil pump
strainer from the sump compartment.
REFITTING
Clean the surfaces of the seals.
NOTE: the sump must only be sealed with a

special After Sales seal.
Cylinder side surface
10-14
Sump 10
Tighten the bolts to a torque of 1 daNm in the
recommended order.
Top up the engine oil.
10-15
Oil pump 10
positioning tool
Mot. 1355 Tool for fitting crankshaft seal
Mot. 1374 Tool for removing crankshaft seal
subframe
measurement
EQUIPMENT REQUIRED
To do so, turn the sump towards the rear of the

TIGHTENING TORQUES (in daNm and/or °) vehicle, in the direction of the arrow below, to
disengage the oil pump strainer from the sump
compartment.

the engine 6.2

the side member 6.2
Oil pump bolts 0.9
Sump mounting bolt 1
Wheel bolts 9
REMOVAL
Remove:
– the timing belt (see the method described in
– the dipstick,
– the engine flywheel guard,
– the sump mounting bolts,
– the sump.
10-16
Oil pump 10
Remove the crankshaft seal using tool Mot. 1374 (see The oil pump is sealed with RHODORSEAL 5661. The
Section 10: crankshaft seal, timing side). bead (4) must be 1.3 mm wide and be applied as
shown in the diagram below.
Remove:
– the oil pump strainer,
– the oil pump.
Clean the sealing surfaces without scratching the

aluminium.
REFITTING
Systematically replace the oil pressure seal (3).
IMPORTANT: the oil pump is driven by two studs

located on the crankshaft.
Reposition the oil pump on the engine, tighten it to a

torque of 0.9 daNm in the recommended order.
10-17
Oil pump 10
Refit the new seal onto the crankshaft output without Cylinder block side surface
damaging it when passing the timing sprocket drive
groove.
Position it using tool Mot. 1355.
Tighten the bolts to a torque of 1 daNm in the

recommended order.
Refit the strainer with a new O-ring.

Top up the engine oil.
Refit the sump.
NOTE: the sump must only be sealed with a

special After Sales seal.
10-18
TOP AND FRONT111
OF ENGINE
Timing belt 11
positioning tool
subframe
measurement
EQUIPMENT REQUIRED
Fit the engine support tool, Mot. 1399.

TIGHTENING TORQUES (in daNm and/or °)

the engine 6.2

the side member 6.2
Wheel bolts 9
REMOVAL
Remove the wheel and the mud flap.
11-1
TOP AND FRONT OF ENGINE
Timing belt 11
Remove: Insert the setting rod in the engine at top dead centre
– the crankshaft pulley, locking the flywheel using a using Mot. 1054, and aligning mark (4) on the
screwdriver, crankshaft sprocket with the fixed mark (5) on the oil
– the timing covers (1), (2) then (3) and the timing belt. pump body.
Undo the tensioner nut then remove the timing belt.
11-2
Timing belt 11
REFITTING Fit the timing belt, aligning the marks on the belt with
the marks on the camshaft and crankshaft sprockets
Check that pin Mot. 1054 is in place. (the mark on the belt is on the inside).
Ensure that the lug (1) of the tensioning roller is

correctly positioned in the groove (2).
Remove pin Mot. 1054.
Using a 6 mm Allen key, bring the movable index (A) of

Tighten the crankshaft accessories pulley bolt fitted the tension wheel to the position shown below.
with its washer, tightening it to a torque of 1.5 daNm,
to hold the timing sprocket in place.
Check that mark (3) on the camshaft pulley is aligned

with the fixed marking (4).
11-3
Timing belt 11
Tighten the tension wheel nut to a torque of 2.4 daNm. Fix the engine mountings and pretighten the bolts in
the following order: bolts (1), (2) and (3), then bolt (4).
Rotate the crankshaft through six revolutions in a
clockwise direction (timing side).
Insert the setting rod in the engine at top dead centre,

then remove.
Loosen the tension wheel nut by a maximum of one

revolution while holding it using a 6 mm Allen key, then
gradually bring the movable index (A) to the centre of
the timing window (B) and tighten the nut to a torque of
2.4 daNm.
Using tool Mot. 1272 position the engine - gearbox

assembly against the pilot hole in the left-hand rear
sub-frame and the pilot hole in the clutch housing.
Remove the crankshaft accessories pulley bolt.
Refit the timing gear cases.
Fit the crankshaft pulley and tighten to a torque of

4 daNm plus an angle of 70º ± 5 º.
Refit the accessories belt(s) (see section 07

"Accessories belt tension").
Tighten the bolts to a torque of 5.5 daNm in the

following order: (1), (2) and (3), then (4).
11-4
Cylinder head gasket 11
Mot. 1202-01
Mot. 1202-02
positioning tool
subframe
Mot. 1448 Remote caliper for hose clip
measurement
EQUIPMENT REQUIRED
12-sided torx socket
Cylinder head testing tool
– the air filter unit,

TIGHTENING TORQUES (in daNm and/or °) – the engine cover,
– the mounting (1) of the anti-interference capacitor.
Crankshaft pulley bolt 4+70°±5° Disconnect:
Front right support mounting bolt on – the connectors (2), (3) and (4).
the engine 6.2 – pipes (5) and (6), then remove the latter,
disconnecting it from the canister,
the side member 6.2
Inlet distributor mounting bolts 1

Cylinder head cover mounting bolt 1
Ignition coil mounting bolt 0.7
Wheel bolts 9
REMOVAL

Drain the cooling circuit through the lower radiator

hose.
Remove:
– the dipstick, – the high voltage leads from the spark plugs,
– the fuel hose on the injector rail,
– the coolant temperature sensor connector on the
cylinder head.
11-5
Disconnect the electrical wiring loom of the pinking CLEANING
sensor on the inlet manifold.
It is very important not to scratch the mating
Remove the inlet manifold mounting bolts. surfaces of any aluminium components.
Disconnect the motorized throttle body, air Wear gloves whilst carrying out this operation.
temperature sensor and injector connectors, by
shifting the inlet manifold to the right, then removing it. Use the Décapjoint product to dissolve any part of the
gasket which remains attached.
Remove:
– the ignition coil, Apply the product to the part to be cleaned, wait
– the valve cover bolts, approximately 10 minutes, then remove it using a
wooden spatula.
Do not allow this product to drip on to the paintwork.
Great care should be taken when performing this

operation, to prevent foreign objects entering the
pipes taking oil under pressure to the camshafts
(pipes in both the cylinder head and its cover) and
the oil return pipes.
CHECKING THE GASKET FACE
Check for mating surface bow using a ruler and a set

of shims.
Maximum bow: 0.05 mm
NO REGRINDING OF THE CYLINDER HEAD IS

PERMITTED.
Test the cylinder head to detect possible cracks

– the cylinder head cover by shifting it towards the using the cylinder head test tools (comprising a tray
battery, and a kit suited to the cylinder head, plug, sealing
– the heater hoses on the cylinder head coolant pipe plate, blanking plate). The approval number of the
housing outlet, cylinder head test container is 664000
– the cylinder head mounting bolts,
– the cylinder head.
11-6
Setting the valve clearances
Valve clearance setting values (in mm):
– inlet 0.05 to 0.12

– exhaust 0.15 to 0.22
Open exhaust valve method
Bring the exhaust valve of cylinder no. 1 to the fully open position, then adjust the inlet valve clearance for cylinder
no. 3 and the exhaust valve clearance for cylinder no. 4.
Follow the same method for the other cylinders, in the order shown by the table below.
Exhaust valve to be fully opened. Inlet valve to be adjusted. Exhaust valve to be adjusted.
11-7
REFITTING
Position the pistons at mid-stroke.
Fit the cylinder head gasket using the centring sockets

of the cylinder block.
Tighten the cylinder head using an angular tightening

wrench (see section 07: Tightening the cylinder
head).
Replace the cylinder head cover seal.
Apply RHODORSEAL 5661 to bearings 1 and 5 on the

camshaft and on the four rear mounting holes (A) of
the cylinder head cover.
11-8
Refit the fourteen bolts on the cylinder head cover and Check that the wiring harness is correctly positioned at
finger tighten them. (1) and (2) before refitting the inlet manifold.
Refit the cylinder head cover, tightening the bolts to a

torque of 1 daNm in the recommended order.
Replace the inlet manifold seals and the oil vapour

rebreathing seal.
Refit the new spark plug well seals using a socket with Replace the inlet manifold, reconnecting the injector,
a diameter of 41 mm (32 mm socket for example). air temperature sensor and motorized throttle body
connectors.
11-9
Place a drop of Loctite FRENETANCH on the inlet
manifold bolts.
Tighten the eight bolts by hand, then pretighten bolts

(4) and (5) to a torque of 0.6 daNm.
Loosen bolts (4) and (5) until they are completely free.
Tighten the eight bolts to a torque of 1 daNm in the

recommended order.
Tighten the four upper bolts in a cross on the inlet

manifold to a torque of 1 daNm.

Refitting is the reverse of removal.
Fill and bleed the cooling system, (see Section 19:

Filling and Bleeding).
11-10
Camshaft 11
Refer to manual Mot. D4T for the features of camshaft removal and refitting as well as for the procedure for
replacing camshaft seals.
11-11
112
FUEL MIXTURE
Specifications 12
Engine
Vehicles Gearbox Type Index Bore Stroke Cubic Compression Catalytic Depollution
(mm) (mm) capacity ratio converter standard
(cm 3 )
X06C JB1 D4F 702 69 76.8 1149 9.8/1 C 127 EU 00

X06D JH1
X06H JB1 D4D 712 69 66.8 999 9.8/1 C 165 US 87
Checks made at idle speed (warm engine)*

Engine
Fuel***
Engine Pollutant emission **
(minimum octane rating)
speed
Type Index (rpm) CO (%) (1) CO2 (%) HC (ppm) Lambda (λ)
Super unleaded
D4F 702 750 ± 50 0.5 max 14.5 min 100 max 0.97<λ<1.03
(95 RON)
D4D 712 850±50 0.5 max - - - Unleaded (OR 91)
(1) at 2500 rpm, the CO content should be 0.3 maximum.
* For a coolant temperature greater than 80 ºC and after the engine speed has stabilized at 2500 rpm for
approximately 30 seconds.
** Refer to your country specification for the values required by legislation.
*** IO91 unleaded compatible.
Temperature in °C - 10 25 50 80 110
Air sensor 10,450 to 8,625 2,065 to 2,040 815 to 805 - -

NTC type resistance in Ohms
Coolant sensor - 2,360 to 2,140 850 to 770 290 to 275 117 to 112
NTC type resistance in Ohms
12-1
FUEL MIXTURE
Specifications 12
DESCRIPTION MARQUE/TYPE SPECIAL NOTES
Injection and ignition computer MAGNETI MARELLI 96 tracks

Sequential multipoint injection
5 NR Static ignition
Motorized throttle body ∅ 40 mm MAGNETI MARELLI

(double track integrated
potentiometer)
Accelerator sensor CTS Double track potentiometer

(mounted on sub-frame) Track 1 resistance = 1700 ± 900 Ω
Track 2 resistance = 3000 ± 2200 Ω
Ignition coils ELECTRICFIL Two coils with two grouped outputs

Primary resistance = 0.4 ± 0.02 Ω
Secondary resistance (including high-tension
leads) = 9.8 ± 0.5 KΩ
Manifold pressure sensor DELCO Piezoelectric type
Pinking sensor SAGEM Piezoelectric type
Magnetic sensor AUTOMATIC Variable reluctance type

(TDC and engine speed) TRANSMISSION Resistance = 200 to 270 Ω to 25°C
Oxygen sensors (upstream and NTK Heater resistance = 3.3 ± 0.5 Ω at 25 ºC

downstream) Rich mixture > 850 mV
Lean mixture < 100 mV
Injectors MAGNETI MARELLI Resistance: 14.5 ± 0.7 Ω at 20ºC

"PICO"
Canister solenoid valve SAGEM Integrated into the canister

NF type in rest position
Resistance: 26 ± 4 Ω at 23°C
Coolant pressure sensor. TEXAS INSTRUMENTS -
Fuel pump - Pressure: 3.5 bar ± 0.06

Minimum flow: 80 at 100 l/h
Spark plugs Champion REA 8 MCL Gap: 0.9 mm
Idle speed manifold pressure - 350 ± 50 mbars
12-2
FUEL MIXTURE
Air filter 12
REPLACING THE FILTER ELEMENT
Remove:
– the air intake channel, and disconnect the hose on
the air filter unit,
– the three screws on the air filter unit to gain access to
the filter element.
12-3
FUEL MIXTURE
Inlet distributor 12
Disconnect:
– the vacuum pipe from the brake servo (manifold
side),
Inlet manifold/cylinder head (bolts 4
– the fuel vapour rebreathing pipe,
and 5) 0.6
– the fuel supply pipe,
then all the bolts 1 – the starter cables.
Inlet manifold/cylinder head cover 1
REMOVAL
Remove:
– the air filter unit,
– the engine cover.
Disconnect:
– the injection computer connectors,
– interconnection (A) on the engine wiring harness,
– the manifold pressure sensor (1).
Remove the anti-interference condenser located

Remove:
behind the engine (arrow B). – the inlet manifold bolts,
– the inlet manifold by shifting it to the right while
Disconnect:
disconnecting the motorized throttle body connector,
– the ignition coil connector and remove the anti-
the air temperature sensor and the injectors.
interference condenser,
– the high voltage spark plug leads by pulling them
through the extension cable,
– the pinking sensor and release the inlet manifold
wiring,
– the coolant temperature sensor (2).
12-4
FUEL MIXTURE
Inlet distributor 12
REFITTING Refit and tighten the four upper mounting bolts on
manifold in a cross-wise pattern, applying a torque of
1 daNm.
WARNING: the mounting bolts on the inlet
manifold on the cylinder head open into the
Continue the refitting procedure in the reverse order to
cylinder head. It is vital that you fit them using
removal.
Loctite FRENETANCH.
Replace the seals on the inlet manifold, the cylinder

head cover / inlet manifold seal and the oil vapour
rebreather pipe seal.
Refit:
– the inlet manifold, reconnecting the injectors, the air
temperature sensor and the motorized throttle body,
– the eight bolts on the inlet manifold using Loctite
FRENETANCH and pre-tighten to 0.6 daNm on bolts
(4) and (5).
Loosen bolts (4) and (5).
Tighten bolts (1) to (8) definitively, applying a torque of

1 daNm.
12-5
FUEL MIXTURE
Motorized throttle body 12
REFITTING
Replace the O-ring on the throttle body.
Motorized throttle body bolt 0.7
Clean the threads on the four mounting bolts on the
throttle body.
IMPORTANT: after removal, the motorized
throttle body cannot be repaired. Refit the throttle body.
Tighten the bolts, distributing the torque evenly.

REMOVAL
N.B.: once the motorized throttle body has been
To remove the motorized throttle body you must replaced, the minimum throttle stop must be
remove the inlet manifold (see section 12: Fuel reprogrammed.
mixture - Inlet manifold)
Using the diagnostic tool, erase the fault codes and
Remove: reinitialize the programming.
– the four mounting bolts on the throttle body.
– the motorized throttle body. The programming of the minimum throttle stop is
carried out when the ignition is first switched on; to
do this:
– switch the ignition on for approx. 3 seconds then
start up the engine,
– stop the engine then switch off the ignition.
– wait for the end of the self-feed of the computer
(power latch), approx. 5 seconds, then restart the
engine.
Allow the engine to run at idle speed until the coolant

temperature reaches 60°C (estimated time starting
from a coolant temperature of 20°C: approximately
3 minutes), then run a road test to enable the new
throttle body parameters to be learned.
12-6
FUEL MIXTURE
ALLOCATION OF CONNECTOR TRACKS
MOTORIZED THROTTLE BODY CONNECTOR
Track Description
1 Potentiometer earth.
2 Track 1 potentiometer signal
3 Engine supply
4 Engine earth
5 5 volt supply
12-7
FUEL MIXTURE
Cylinder head cover 12
REFITTING
Replace the gasket with a new gasket.
Ignition coils 0.7
Cylinder head cover 1 Apply RHODORSEAL 5661 to bearings (1) and (5) on
the camshaft and on the four rear mounting holes of
REMOVAL
To remove the cylinder head cover you must remove

the inlet manifold (see section 12: Fuel mixture -
inlet manifold.
Remove:
– the ignition coils
– the fourteen bolts on the cylinder head cover,
– the cylinder head cover by shifting it towards the
battery,
– the plug well seals.
Refit the fourteen bolts on the cylinder head cover and

finger tighten them.
12-8
FUEL MIXTURE
Tighten to 1 daN.m observing the tightening order.
Refit the new spark plug well seals using a socket with
a diameter of 42 mm (32 mm socket for example).
12-9
FUEL MIXTURE
Exhaust manifold 12
Remove:
– the upstream oxygen sensor,
– the exhaust down pipe mounting nuts, then
Manifold mounting nut 2.5
disconnect and remove the catalytic converter,
Manifold mounting stud (Loctite – the three mounting bolts (1) of the heat shield, then
FRENETANCH) 1.2 disconnect the heat shield,
– the five mounting nuts (2) of the exhaust manifold,
Mounting bolts on the heat shield 1.5 using a flex head wrench across the sub-frame and
the housing,
Exhaust down pipe mounting stud 1.2
– the manifold.
Exhaust down pipe mounting nut 2.5
Oxygen sensor 4.4 ± 0.7
REMOVAL
Disconnect the battery then remove the front right

wheel.
Remove the engine undertray.
Remove the front right driveshaft; to do so:

– disconnect the ABS sensor connector,
– remove the ABS cable retaining lug,
– remove the brake caliper the attach it to the wheel
arch,
– disconnect the steering ball joint,
– remove the lower ball joint bolt
– remove the shock absorber base bolts,
– remove the driveshaft.
Disconnect the upstream then the downstream oxygen

sensors.
12-10
FUEL MIXTURE
Exhaust manifold 12
REFITTING
Replace the manifold gasket and exhaust downpipe

seal.
Refit the manifold, then tighten the nuts, observing the

correct torque and order of tightening.
Refit in the reverse order to removal for the other

refitting operations.
12-11
113
FUEL SUPPLY
Special notes 13
The petrol fuel supply system for the engine is a no-return circuit.
The petrol fuel pressure no longer varies as a function of the engine load.
The circuit comprises:

– a rail (1) without a union to return piping and without a supply pressure regulator,
– a single pipe (2) coming from the tank,
– a pump/feed gauge assembly (3) fitted with a pressure regulator (4) (located in the tank),
– a fuel filter (5) located under the car,
– a tank for reabsorbing fuel vapour (6).
OPERATING DIAGRAM OF THE PETROL CIRCUIT
13-1
FUEL SUPPLY
Injector rail - Injector 13
– the injector mounting clips,
– the injectors.
Injection rail mounting bolt 0.7
To remove the motorized throttle body you must

remove the inlet manifold (see section 12: Fuel
mixture - inlet manifold.
REMOVAL
Remove:
– the two injection rail mounting bolts (1) on the inlet
manifold,
REFITTING
The injector O-rings must be replaced with new seals.

The fastening clips also need replacing.
Use the correct tightening torque for the rail mounting

bolts.
Listen for the click that indicates the fuel supply union
is correctly fastened.
For information on other removal operations, see

section 12: Fuel mixture - Inlet manifold.
13-2
FUEL SUPPLY
Checking the fuel pressure 13
Mot. 1311-01 Fuel pressure testing unit with
pressure gauge and sockets
Mot. 1311-08 "T" branch union
IMPORTANT: when carrying out this operation, it is

essential to:
– refrain from smoking or bringing incandescent
objects close to the work area,
– protect against fuel ejected due to the residual
pressure in the pipes,
– protect areas likely to be affected by leaking fuel.
Disconnect the quick-release union (1) on the fuel

supply rail.
Fit union (1) with "T" union, Mot. 1311-08, equipped

with the pressure gauge for testing unit Mot. 1311-01.
Start the car in order to start the fuel pump running.
Read the pressure, which should be constant.
Pressure read: 3.5 bars ± 0.06.
13-3
FUEL SUPPLY
Checking the fuel pump flow 13
Mot. 1311-01 Fuel pressure testing unit with
pressure gauge and sockets
Mot. 1311-08 "T" branch union
EQUIPMENT REQUIRED
2 000 ml measuring cylinder
Start the pump running by bridging tracks 3 and 5 of

IMPORTANT: when carrying out this operation, it is
fuel pump relay (2). In one minute, the pump flow must
essential to:
be a minimum of 1.3 litres with a voltage of 12 volts.
– refrain from smoking or bringing incandescent
objects close to the work area,
Flow read: 80 to 100 litres/hour.
– protect against fuel ejected due to the residual
pressure in the pipes,
– protect areas likely to be affected by leaking fuel.
Disconnect the quick-release union (1) on the fuel

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

connect a hose of sufficient length to discharge the
pump into a calibrated measuring cylinder.
13-4
114
ANTI-POLLUTION
Oil vapour rebreathing 14
The oil decanter is located beneath and is built into the
cylinder head cover.
CIRCUIT DIAGRAM
CHECKING
To ensure the correct operation of the anti-pollution

system, the oil vapour rebreathing circuit must be kept
clean and in good condition.
1 Engine
2 Cylinder head cover
3 Air intake compartment
4 Throttle housing
5 Air distributor
A Circuit upstream of throttle body.

This circuit is used for medium and heavy loads.
The vapors are rebreathed by the vacuum set up
in the air duct.
B Circuit downstream of throttle body.

This circuit is used for low loads. The vapors are
rebreathed via a calibrated orifice, by the vacuum
present between the throttle valve and the engine.
14-1
ANTI-POLLUTION
Fuel vapors rebreathing 14
OPERATING DIAGRAM OF THE CIRCUIT
A Rebreathing of the fuel vapors coming from the tank.

B Rebreathing of the fuel vapors going to the engine.
1 Inlet manifold C Breather
2 Recycling solenoid valve
3 Fuel vapour absorber with solenoid valve IMPORTANT: the vent to the free air must not be
4 Fuel tank plugged in normal operation.
M Venting valve
14-2
ANTI-POLLUTION
OPERATING PRINCIPLE CHECKING CANISTER BLEED OPERATION
Venting to the air from the tank is through the fuel A system malfunction may result in an unstable idle or
vapour absorber (canister). stalling of the engine.
The fuel vapors are retained on their passage by the Check the conformity of the circuit (see operational
active charcoal contained in the absorber (canister). diagrams)
The fuel vapors trapped in the canister are eliminated Check the condition of the pipes to the fuel tank.
and combusted by the engine.
This is done by connecting, through piping and a

solenoid valve, the canister and the inlet manifold. This
solenoid valve is an integral part of the canister.
The principle behind the solenoid valve is to open a

passage of variable size (as a function of the RCO
signal sent by the injection computer).
The variation in the passage made available to the fuel

vapors in the solenoid valve is a consequence of the
balance between the magnetic field created by the
electrical supply to the coil and the spring force for the
closure of the solenoid valve.
1 Inlet manifold
2 Recycling solenoid valve
3 Fuel vapour absorber with solenoid valve
4 Fuel tank
M Venting valve
14-3
ANTI-POLLUTION
CANISTER PURGE CONDITIONS REMOVING THE CANISTER
The canister bleed solenoid valve, "normally closed" The canister (1) is located behind the front left-hand
type, is controlled by track A M3 of the computer headlight and fixed to the engine radiator.
when:
– the coolant temperature is greater than 70 ºC, Disconnect the battery.
– the engine is not idling,
– the engine speed is stabilized in the acceleration Remove:
phase (outside injection cut-out and deceleration), – the air inlet duct,
– the upstream and downstream loops are closed and – the front left-hand headlight.
the mixture adjustments have been made.
Disconnect:
The cyclical behaviour can be viewed using diagnostic – the canister bleed solenoid valve connector (2),
tools, taking account of parameter PR023: canister – the pipe (3) bringing the fuel vapour from the tank,
bleed solenoid valve RCO signal. – the circulation pipes (4) taking the vapors to the inlet
manifold.
The solenoid valve is closed at a value of 0 %.
Remove:
– the canister mounting bolt (5),
– the canister, pulling it carefully upwards, then
disconnecting it by the base.
REFITTING
14-4
ANTI-POLLUTION
Check:
– at idle speed,
– by blocking the circuit coming from the tank at the canister,
– by connecting a pressure gauge (-3 / +3 bar, Mot. 1311-01) on the vent outlet from the canister,
– that there is no vacuum (in the same way, the control value read by the diagnostic tool in the PR023 "Canister
bleed solenoid valve RCO signal" parameter remains minimal X ≤ 1.5 %).
Is there a vacuum ?
YES: with the ignition off, use a vacuum pump to apply a vacuum of 500 mbars to the solenoid valve at its output.
The vacuum should not vary by more than 10 mbars in 30 seconds.
Does the pressure vary?
YES: the solenoid valve is faulty, replace the solenoid valve.
NO: there is an electrical problem; check the circuit.
NO: in the bleed conditions (see bleed conditions) an increase in the vacuum should be detected (at the same time,
the value of the parameter should increase on the diagnostic tool).
CHECKING THE CONNECTION BETWEEN CANISTER AND TANK
This connection can be checked by connecting the vacuum pump onto the tube going to the canister.
14-5
116
STARTING - CHARGING
Alternator 16
IDENTIFICATION
Vehicle type Engine Alternator Current
X06C Valéo A11VI 110 75

D4F
X06D Valéo S67S 012 75
X06H D4D Valéo S69B 035 90
CHECKING
After 15 minutes warming up at a voltage of 13.5 volts.
rpm 75 amps 90 amps
1300 28 -
1500 - 52
2000 40 52
2700 60 -
3000 - 76
4000 72 82
16-1
STARTING - CHARGING
Alternator 16
measurement
REMOVAL
Remove:
– the alternator drive belt and the air conditioning drive
belt (if fitted),
– the electrical connections to the alternator,
– the fixings (1) of the stabilizer bar,
– the alternator.
REFITTING
Proceed in the reverse order to removal.
Refer to Section 07: Accessories belt tension for the

tensioning procedure.
16-2
STARTING - CHARGING
Starter 16
IDENTIFICATION
Vehicle type Engine Starter
X06C
D4F
X06D Valéo D7E1
X06H D4D
REMOVAL
Remove:
– the air intake tube and the air filter unit,
– starter electrical connections,
– starter motor.
REFITTING
16-3
117
IGNITION
Ignition 17
Checks on high voltage leads
N.B.: the high voltage leads are inseparable from the
Ignition coils 0.7
coil; the inspection of the secondary coil includes the
high voltage leads.
Electrical connector
Secondary resistance (including high voltage leads):
– leads 1 and 4: 9.8 ± 0.5 kΩ
Terminals Description – leads 2 and 3: 9.6 ± 0.5 kΩ
1 Cylinders 2 - 3 ignition coil Resistance between 1 - 2, 1 - 3, 2 - 4, 3 - 4: infinite

control
Length of high voltage leads
2 + after ignition
Cylinder no. 1: 640 mm
3 +anti-interference condenser
4 Ignition coil control cylinders 1 - 4 Cylinder no. 3: 445 mm
Track no. 1 is towards the front of the vehicle. N.B.: to disconnect the spark plug leads, pull firmly on
the extensions.
The high voltage leads are fixed and cannot be
removed from the coil.
Checks to the coil terminals
Primary resistance:
– A and B: 0.40 ± 0.02 Ω
– C and D: 0.40 ± 0.02 Ω
Resistance between B and C: 0 ± 0.02 Ω
17-1
IGNITION
Ignition 17
The differences between a semi-static ignition with THE COILS
dual coils and a distributed ignition are:
– the suppression of the high voltage distributor, There are two coils. They are monobloc dual output
– the adoption of two monobloc dual output coils. type (they cannot be separated).
PRESENTATION They are controlled separately by the computer.
The system comprises: They create two sparks simultaneously.

– the injection computer (1) (the ignition power stage is
integrated into the computer), Both coils are connected to an anti-interference
– the two monobloc dual output coils (2) (these are condenser.
cast as a single unit),
– four high voltage leads which are inseparable from
the coil block.
– four spark plugs,
– an anti-interference condenser (3).
DESCRIPTION - OPERATING PRINCIPLE
THE COMPUTER
The injection computer (120), depending on the

information received from various sensors, but
principally depending on the engine speed and load,
determines:
– the number of degrees of advance to be used and
consequently the ignition point,
– which cylinders are at TDC and consequently the
ignition coil to be operated.
The spark is created at the two cylinders at TDC by

cutting the earth to the coil concerned.
17-2
IGNITION
Spark plugs 17
Engine Make Type
D4F and D4D CHAMPION REA 8 MCL
Flat skirt with seal
Gap: 0.9 mm
Tightening: 2 to 2.7 daNm
Remove the engine cover then disconnect the spark

plug leads by pulling on the extensions.
Remove the plugs using plug spanner Elé. 1382-01.
17-3
INJECTION
Computer 17
– the computer mounting bolts,
– the computer,
Ignition coils 0.5
Computer: tightness after

replacement of the
manifold 0.7
tightness on reused
manifold 0.5
REMOVAL
To remove the computer you must remove the inlet

manifold (see section 12: Fuel mixture - inlet
manifold.
Remove:
– the ignition coils
– the fourteen bolts on the cylinder head cover,
– the cylinder head cover by shifting it towards the
battery,
– the cylinder head cover plug well seals.
REFITTING
Refit the computer, replacing the O-ring with a new O-

ring and clean the threads on the four mounting bolts
on the computer.
Tighten the bolts, distributing the torque evenly.
Replace the cylinder head cover gasket with a new

one.
17-4
INJECTION
Computer 17
Apply RHODORSEAL 5661 to bearings (1) and (5) on Refit the new plug well seals (see section 12: Fuel
the camshaft and on the four rear mounting holes of mixture - cylinder head cover).
Continue the refitting procedure observing the method

given for refitting the inlet manifold (see section 12:
Fuel mixture - inlet manifold).
N.B.: once the computer has been replaced, the

minimum throttle stop must be reprogrammed.
Using the diagnostic tool, erase the fault codes and
reinitialize the programming.
The programming of the minimum throttle stop is
carried out when the ignition is first switched on. To
do this:
– switch the ignition on for approx. 3 seconds then
start up the engine,
– stop the engine then switch off the ignition,
– wait for the end of the automatic computer feed
(power latch), approx. 5 seconds, then restart the
engine.
Allow the engine to run at idle speed until the engine
coolant temperature reaches 60°C (estimated time
starting from a coolant temperature of 20°C:
approximately 3 minutes), then run a road test to
Refit the bolts on the cylinder head cover and finger enable the new throttle body parameters to be
tighten them. learned.
Tighten to a torque of 1.1 daNm observing the

tightening order.
17-5
INJECTION
Location of components 17
1 Impact sensor
2 Dual output coil
3 Manifold pressure sensor
4 Injection computer
5 Motorized throttle body with integrated air temperature sensor
6 Accelerator pedal potentiometer
7 Supply relay
8 Fuel vapour tank (canister) with integrated solenoid valve
9 TDC sensor
10 Coolant temperature sensor
11 Pinking sensor
12 Injector rail
13 Sequential gearbox computer (if fitted)
17-6
INJECTION
1 Injection computer 7 Motorized throttle body
2 Dual output coil 8 Air temperature sensor
3 Manifold pressure sensor 9 Injector rail
4 Vehicle speed sensor
10 Coolant temperature sensor

5 Fuel pump relay
6 Locking relay
17-7
INJECTION
11 Pinking sensor 13 Downstream oxygen sensor (except D4D engine)
12 Upstream oxygen sensor
14 Canister
15 Canister bleed solenoid valve
17-8
INJECTION
Accelerator pedal potentiometer 17
The accelerator pedal position potentiometer is Potentiometer connector:
located on the front sub-frame.
3 Track 2 feed
4 Track 1 earth
5 Track 2 earth
6 Track 1 feed
To remove, place the car on a two-post lift. There are

no special instructions for removal.
17-9
INJECTION
Special features 17
SPECIAL FEATURES OF THE SEQUENTIAL MULTIPOINT INJECTION
! 96 track MAGNETI MARELLI computer, type "5 NR" flash EEPROM controlling the injection and the ignition.
! Multipoint injection operating in sequential mode without a camshaft position sensor. This means that phasing is
carried out by software using the TDC sensor.
! Injection warning light on the instrument panel. Installation of a special injection warning light (OBD "On Board
Diagnostic" warning light). It is present due to the fitting of the EOBD ("European On Board Diagnostic") diagnostic
system.
! Only engines of type D4F/702 corresponding to the EURO 2000 standards and engines of type D4F/702 with tax
incentives (IF05), for the German market, use the EOBD (European On Board Diagnostic) system.
Engines of type D4F/702 without the EOBDdiagnostic system are made exclusively for export.
Engines of type D4F/712 are intended for the "Mercosur" markets and are not therefore fitted with the EOBD
system. This means that they are not fitted with a second oxygen sensor.
! The use of two oxygen sensors positioned upstream and downstream of the catalytic converter (engine types
D4F/702 EURO 2000 and IF05).
! The "5NR" injection system is fitted with a motorized unit for control of the air flow and the idling speed.
! uFollowing replacement of the computer or the motorized throttle body, the minimum throttle stop must be
reprogrammed.
Using the diagnostic tool, erase the fault codes and reinitialize the programming.
The programming of the minimum throttle stop is carried out when the ignition is first switched on. To do this:
– switch the ignition on for approx. 3 seconds then start up the engine,
– wait for the end of the automatic computer feed (power latch), approx. 5 seconds, then restart the engine.
Allow the engine to run at idle speed until the engine coolant temperature reaches 60°C (estimated time starting
from a coolant temperature of 20°C: approximately 3 minutes), then run a road test to enable the new throttle body
adaptive programs to be learned.
! Fuel circuit without return to the tank (the pressure regulator is located on the pump/sender unit).
17-10
INJECTION
Special features 17
! The idling speed is corrected in relation to:
– the mechanical resistant torques and the electrical consumers,
– the air conditioning.
! The max. engine speed is 6300 rpm.
! Canister drain solenoid valve controlled by Opening Cyclic Ratio (RCO). Is the "normally closed type and is located
on the canister.
! The fan unit and the coolant temperature warning light on the instrument panel are controlled by the injection
computer (GCTE = Central Coolant Temperature Management).
! Injection computer also controls the air conditioning (the air conditioning computer is no longer fitted).
17-11
INJECTION
Immobiliser function 17
This vehicle is fitted with an engine immobiliser system which is controlled by a key recognition system.
REPLACING AN INJECTION COMPUTER
The injection computers are supplied without a code but they must all be programmed with one.
If a computer is replaced, it must be programmed with the code of the vehicle and the correct operation of the engine
immobiliser function must be checked.
To do this, switch on the ignition for a few seconds without starting the engine, then switch it off. With the ignition off,
the engine immobiliser function comes into operation after approximately 10 seconds (the red engine immobiliser
warning light flashes).
WARNING:
These vehicles have a special injection computer which does not function unless it is coded.
Consequently, it is strongly recommended not to carry out tests using computers borrowed from the stores or from
another vehicle, to prevent coding and uncoding problems which could render the computers useless.
UNCODING PROCEDURE
If the injection computer has learnt a code and must be returned to the workshop it is imperative that you uncode it
before removing it. (See the Workshop Repair Manual or the engine immobiliser Technical Note).
17-12
INJECTION
Injection fault warning lights 17
The MAGNETI MARELLI 5 NRinjection system controls the illumination of three warning lights according to the
seriousness of the faults detected, with the aim of informing the customer and orientating the diagnostic tool.
! When the ignition is switched on:

– the orange injection warning light and red coolant temperature warning light are illuminated for 3 seconds and
then go out,
– the "OBD: On Board Diagnostic" indicator light is illuminated, then once the engine is started, goes out after
approx. 3 seconds.
PRINCIPLES BEHIND THE ILLUMINATION OF THE FAULT WANING LIGHTS
! In the case of an injection fault (criticality 1), the orange warning light is permanently illuminated indicating a
fault with any of the following:
– motorized throttle body,
– accelerator pedal potentiometer
– brake-pedal contact,
– inlet pressure sensor,
– intake air temperature sensor,
– computer,
– relay supply,
– computer power supply.
! In the case of an injection fault (criticality 2), the red coolant temperature warning light flashes indicating an
internal computer fault; the vehicle must be stopped immediately.
N.B.: if the engine is overheated, it is permanently illuminated and the vehicle must be stopped immediately.
! When a fault causing excessive pollution in the exhaust gases is detected, the orange OBD (On Board Diagnostic)
warning light, with an engine symbol, is illuminated:
– flashing in the case of a fault which could lead to a risk of destruction (destructive misfiring),
– permanently in the case of non-compliance with the anti-pollution standards (pollutive misfiring, catalytic
converter fault, oxygen sensor faults, fuel system faults, faulty connection between the oxygen sensors and
canister fault).
17-13
INJECTION
MOTORIZED THROTTLE BODY
! The motorized throttle body controls the functions of idle speed regulation, air intake control and thus the engine
torque requirement by means of the torque calculation sequence (air/advance).
! It comprises an electric motor operated at 12 volts by an RCO (opening cyclic ratio) signal and two throttle
potentiometers with crossed signal (one track increasing, the other decreasing).
! When the engine is idling, the throttle position is adjusted according to the idle speed setting. This setting takes
account of the engine resistant torque, the significant electrical consumers (air conditioning) and the operating
conditions of the engine (air and coolant temperature).
! When the driver presses the accelerator pedal, his request is translated as the angle of the throttle opening.
However, to improve driving pleasure, the throttle opening is not directly proportional to the driver's request.
! To eliminate misfires, facilitate gear changes and safety functions, the throttle body modulates the engine torque.
MOTORIZED THROTTLE BODY DEFECT MODES
The motorized throttle body has several types of defect mode.
! Reduced Performance Mode: this mode covers electrical faults for which there is a viable backup solution for the
injection system (loss of one of the two tracks on the pedal potentiometer or the throttle body).
This mode results in reduced acceleration and limits the maximum opening of the throttle.
! Loss of Driver Intervention Mode: this mode is also called the "Electrical Limp Home Mode". This mode is
applied when the accelerator pedal signal disappears completely, but the injection computer still controls the intake
of air to the engine (automatic throttle control is still operational).
In this mode, the injection computer imposes an engine speed between 1100 and 1400 rpm whatever the operating
phase of the engine.
Actuating the brake pedal confirms the driver's desire to slow the vehicle (consistency between accelerator/brake
pedal signals).
! Mechanical Limp Home Mode: this mode covers breakdowns which result in loss of the automatic throttle control
(the throttle can no longer be controlled).
In this case the throttle is in the mechanical rest position and the injection computer limits the engine speed by
cutting off the injection.
17-14
INJECTION
Injection/air conditioning management 17
THE COMPRESSOR IS OF VARIABLE DISPLACEMENT TYPE
There is no air conditioning computer on this type of engine. The injection computer directly controls the clutch
compressor, taking into account the power absorbed by the compressor and the pressure of the coolant fluid in the
circuit.
The computer tracks used for the air conditioning function are:
– one wire in track A A4. This wire conveys information authorizing or forbidding operation of the compressor,
– one wire in track A D2 conveying the air conditioning cycle signals,
– one wire in track A C1 and A K2 for the power supply to the refrigerant fluid pressure sensor,
– one wire in track A J1 for the pressure sensor signal.
When the air conditioning is activated, the injection computer authorizes the coupling of the compressor according
to the various parameters and adopts a fast idling speed. This speed may reach 850 rpm (engine type D4F) and
950 rpm (engine type D4D) according to the power absorbed by the compressor and the refrigerant fluid pressure.
WARNING: the value in the "PR power absorbed by the AC compressor" (PR044)parameter is equal to 0,
regardless of the state of the compressor.
COMPRESSOR OPERATION PROGRAMMING
During certain stages of operation, the injection computer stops the compressor from functioning.
Engine starting program
The compressor is prevented from operating for 10 seconds after the engine has started.
Thermal protection program
The compressor is not engaged if the engine coolant temperature is greater than 115°C or in excess of 110°C in the
case of high speed (5792 rpm) and heavy load (1017 mbars).
Timing control strategy
The compressor is disengaged if the engine speed decreases to less than 544 rpm, and cannot be engaged again
until the speed increases to 744 rpm in no load position and 1044 rpm under load and only after 3 seconds.
Fan assembly control strategy
At idling speed and also when driving, with the air conditioning on, the fan assembly is activated at high speed or low
speed depending on the pressure of the refrigerant fluid and the vehicle speed.
17-15
INJECTION
Injection/air conditioning management 17
Recovery of performance
The compressor is disengaged for 7 seconds when the following conditions are combined:
Entry conditions Exit conditions
– throttle position potentiometer at full load – Full load not recognized

– and engine speed less than 2,000 rpm. – or delay of 7 seconds expired
– and vehicle speed less than 37 mph (60 km/h). – or engine speed greater than or equal to 2,512 rpm
– and power absorbed by the compressor in excess of – or vehicle speed by the compressor in excess of
0 Watt. 62 km/h.
Recovery of power at full load when the vehicle starts moving
The air conditioning compressor is disengaged if the following conditions are met to help initial movement of the
vehicle:
Entry conditions Exit conditions
– engine speed less than 2,208 rpm – engine speed greater than 3,208 rpm
– and vehicle speed less than 2.5 mph (4 km/h). – or vehicle speed greater than 3 mph (5 km/h).
– and driver's pedal request in excess of 45%, – or driver request no load,
– and power absorbed by the compressor in excess of – or power absorbed by the compressor less than
608 Watt. 608 Watt.
Protection from excessive pressure and under pressure from the air conditioning circuit
Excessive pressure Insufficient pressure
The compressor clutch is blocked if the pressure The compressor clutch is blocked if the pressure falls
exceeds 28 bars. below 2 bars.
The compressor clutch is reauthorized once the The compressor clutch is reauthorized once the
pressure returns to 22 bars. pressure returns to above 3 bars.
17-16
INJECTION
Idle speed adjustment 17
CORRECTION DEPENDING ON MECHANICAL AND ELECTRICAL RESISTANT TORQUE
In order to maintain the idling speed at the speed set, the system takes as its basis the torque calculation sequence
(air/advance) in order to compensate for any variations in mechanical or electrical resistant torque.
CORRECTION DEPENDING ON AIR CONDITIONING
If the air conditioning control is actuated, the computer increases the idling speed of 100 rpm in accordance with the
speed set.
Engine warm at idle speed, no electrical consumers.
PARAMETERS ENGINE D4F/702 ENGINE D4D/712
Nominal idle speed 750 ± 50 rpm 850 ± 50 rpm
PR113 Motorized throttle body position

0 < X< 20°
specifications
PR132 Motorized throttle body RCO signal 30 % < X < 50%
Each time the ignition is switched off, during the automatic computer feed (power latch) phase, the computer carries
out a programming sequence of the minimum stop of the motorized throttle body.
N.B.: after the computer memory has been erased, the minimum throttle stop must be reprogrammed.
This programming is carried out when the ignition is first switched on. To do this:
– switch the ignition on for approx. 3 seconds then start up the engine,
– wait for the end of the automatic computer feed (power latch), approx. 5 seconds, then restart the engine.
Allow the engine to run at idle speed until the engine coolant temperature reaches 60 °C (estimated time starting from
a coolant temperature of 20°C: approximately 3 minutes), then run a road test to enable the new throttle body
adaptive programs to be learned.
17-17
INJECTION
Richness regulation 17
Engines operating with the "Magneti Marelli 5 NR" computer are fitted with two oxygen sensors positioned upstream
and downstream of the catalytic converter (except engine type D4D/712).
HEATING THE SENSORS
The heating of the oxygen sensors is controlled by the computer by means of an RCO signal control triggered by the
different operating phases of the engine (starting, coming up to temperature, conditions for the start of regulation
met and warm engine).
UPSTREAM SENSOR VOLTAGE
The value read on the diagnostic equipment for the Upstream oxygen sensor voltage (PR009) parameter
represents the voltage supplied to the computer by the oxygen sensor located upstream of the catalytic converter. It
is expressed in millivolts.
The voltage should fluctuate between two values during richness regulation:
– 20 mV ± 50 for a lean mixture,
– 840 mV ± 70 for a rich mixture.
The smaller the difference between the minimum and maximum values, the poorer the signal from the sensor (the
difference is usually at least 500 mV).
NOTE: if there is a difference, check the sensor heater.
DOWNSTREAM SENSOR VOLTAGE (except engine type D4D/712)
The value read on the diagnostic equipment for the Downstream oxygen sensor voltage (PR010) parameter
represents the voltage supplied to the computer by the oxygen sensor located downstream of the catalytic
converter. It is expressed in millivolts.
The function of this sensor is to locate faults on the catalytic converter and to perform a second more precise check
on the richness (slow regulation loop).
When the computer corrects the richness in accordance with the two sensors, the engine is said to be operating in a
closed loop. When the engine is operating in a closed loop, at stabilized speed, the voltage should vary within the
range 600 mV ± 100.
When the engine is decelerating, the voltage should be less than 200 mV.
17-18
INJECTION
Richness regulation 17
MIXTURE ADJUSTMENT
The value given under the "mean richness correction" (PR142) parameter on the diagnostic tool represents the
average value of richness corrections made by the computer depending on the richness of the burnt mixture as seen
by the upstream oxygen sensor and corrected if necessary by the adaptive programs of the downstream sensor
(except engine type D4D/712).
The correction value has a midpoint of 0 % and limits of -33 % and 50 %:

– value less than 0 %: request for richer mixture,
– value greater than 0 %: request for reduced mixture.
ENTRY INTO RICHNESS REGULATION MODE
Sensor loop phase
The regulation phase is entered on starting the engine, provided the coolant temperature is greater than 17°C and
the air temperature is greater than -15°C.
Sensor out of loop phase
In mixture regulation mode, the phases of operation during which the computer ignores the value of the voltage from
the sensor are:
– at full load,
– when accelerating fast (high speed and high load),
– during deceleration with a no load signal,
– when the oxygen sensor is faulty.
DEFECT MODE IN THE EVENT OF AN OXYGEN SENSOR FAULT
If the voltage from the oxygen sensor is incorrect (varies only slightly or not at all) during richness regulation, the
computer will only enter defect mode (value = 0%) if the fault has been present for a short period of time (a few
seconds). Only in that case will the fault will be stored.
If an oxygen sensor fault is present and recognized and if the fault has already been stored, the system enters the
open loop mode directly.' In this case, the "mean richness correction" parameter is equal to 0 %.
17-19
INJECTION
Adaptive richness adjustment 17
PRINCIPLE
In closed loop phase, the richness regulation system corrects the injection timing in order to obtain the closest
metering possible to richness 1. The correction value is close to 0 %, with limits of -33 % and 50 %.
The adaptive richness correction system allows the injection mapping to be shifted in order to recenter the richness
regulation to 0 %. It is operational for temperatures in excess of 70°C.
Adaptive adjustments take 0 %as an average value after initialization (erasing the memory) and have the following
limit values:
PARAMETERS ENGINE TYPES D4F/702 AND D4D/712
PR030 Adaptive operating mixture - 25.5 < X < 22 %
PR031 Adaptive idle speed mixture -50,5 < X < 43 %
PR140 Rapid richness correction - 33 < X < 50 %
PR142 Mean richness correction - 33 < X < 50 %
ROAD TEST
The adaptive programs are updated every time the vehicle is run, once two cycles of the fan unit have been
completed (minimum coolant temperature greater than 70° C).
After the test, record the values of the adaptive programs. Initially 0%, they should have changed. If not, repeat the
test ensuring that the test conditions are observed.
INTERPRETATION OF VALUES OBTAINED FROM A ROAD TEST'
In order to take account of insufficient or excessive fuel, of the distribution and age of the components, the richness
regulation is increased or decreased in order to obtain the mixture closest to 1. In the same was the adaptive
richness correction increases or decreases until the richness correction returns to a position of oscillating around
0%.
17-20
INJECTION
ENGINE
D4F 702 Features of the On board diagnostic system 17
This vehicle is fitted with the OBD On board diagnostic system, a diagnostic system started in response to the
European regulations concerning the control of pollutant gases.
! When a fault causing excessive pollution is detected, a warning light illuminates on the instrument panel (the OBD
On board diagnostic light). This warning light informs the driver that he must have his vehicle repaired.
! This system requires the use of a second oxygen sensor located downstream of the catalytic converter.
! This new computer diagnostic strategy operates as follows:

– the antipollution components are tested once each time the vehicle is driven. Only the diagnostic system for
misfiring (if the target engine programming is complete) and the fuel supply system are performed on a
permanent basis,
– these test sequences are not always operational. The vehicle should run subject to certain conditions:
temperature conditions, speed conditions (threshold, stability,etc.), timed starting period, engine conditions (inlet
manifold vacuum, speed, throttle angle, etc.).
! The OBD On board diagnostic system is in addition to the normal system for finding electrical faults. To meet this
standard the requirements are:
– to illuminate (or flash for some faults) the OBD On board diagnostic warning light,
– to store OBD On board diagnostic faults for reading by the diagnostic tool.
CONSEQUENCES FOR FAULT FINDING AND REPAIRS
! Specific attention is required when repairing the vehicle to prevent the OBD On board diagnostic warning light from
illuminating after the vehicle has been returned to the customer.
! Some faults only appear when the car is being driven, when the adaptive programs have been programmed: it is
therefore essential to validate the repair.
! In addition, the complexity of the system means that the customer has to be asked about the conditions which led
to the illumination of the warning light. This information will enable faults to be found more quickly.
NOTE: all electrical faults causing the pollution limit to be exceeded will lead to the OBD On board diagnostic
warning light illuminating.
! The functional fault finding operations used for OBD On board diagnostic are:
– diagnostics of combustion misfires which destroy the catalytic converter,
– diagnostics of polluting combustion misfires,
– diagnostics from the upstream oxygen sensor,
– diagnostics from the catalytic converter,
– diagnostics from the fuel supply system (monitoring of the mixture derivatives via the oxygen sensors).
NOTE: misfire diagnostics take precedence over all other diagnostics. They are performed practically continuously
as soon as the driving conditions are reached.
IMPORTANT: it is essential that the ignition is not switched off before the result is read on the diagnostic
tool at the end of each test. Switching off the ignition will lead to the results being misinterpreted.
17-21
INJECTION
ENGINE
D4F 702 Illumination conditions of the On board diagnostic light 17
CONDITIONS FOR ILLUMINATION OF THE OBD On board diagnostic LIGHT
! ELECTRICAL FAULT
Permanent illumination of the light after several consecutive detections of a fault (depending on the component).
! CATALYTIC CONVERTER OR DESTRUCTIVE MISFIRES
Immediate illumination and flashing of the warning light.
! CATALYTIC CONVERTER FAULT, OXYGEN SENSOR FAULT, POLLUTING MISFIRES
Illumination of the light after a fault is detected three times consecutively.
WARNING: fault finding of the catalytic converter and the upstream oxygen sensor is sequential and takes place:
– once when driving (it lasts for several seconds per test),
– only under certain specific driving conditions.
During a road test, it may be the case that diagnostics for certain functions are not run (e.g. when in a traffic jam).
⇒ Illumination of the light

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

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

If the OBD On board diagnostic fault does not reappear during three consecutive driving periods, the light is
extinguished (but the fault remains memorised in the injection computer).
The fault must not be detected during forty consecutive tests for the fault to be erased from the computer
memory without the use of a diagnostic tool.
NOTE: the fault may not be detected:

– if the fault is temporary,
– due to the way the customer drives, which does not include all of the fault detection conditions.
17-22
INJECTION
ENGINE
D4F 702 Illumination conditions of the On board diagnostic light 17
In order for the OBD (On Board Diagnostic) system to function correctly, there must be no electrical faults in the
injection system, even if the OBD warning light is not illuminated.
Fault finding of the upstream oxygen sensor and the catalytic converter can never be performed at the same time.
TEST PROCEDURE
– Repair all electrical faults.

– Erase all faults.
– Program the injection.
FULL INITIALISATION OF THE OBD SYSTEM BY COMMAND MODES
– Erasing of fault memory.

– Erasing of programming.
PROGRAMMING REQUIRED FOR OBD On board diagnostic
Richness adaptives programming

To carry out this programming, the car must be driven while complying with the conditions specified in the "Injection:
Adaptive mixture adjustment" section.
Engine target programming

There are two levels of programming:
– Full programming, used for fault finding which explores all levels of operation. This programming takes place while
the car is being driven in '2 nd or 3 rd gear to reach maximum engine speed at 120 km/h and return to idle speed by
a long deceleration.
– Programming using OBD tests. This programming takes place by initiating the tests by accelerating off-load to
reach the maximum speed, then returning to idling speed in order to pass through the widest possible engine speed
range when decelerating.
17-23
INJECTION
ENGINE
D4F 702
On board diagnostic detection of misfires 17
The aim of detecting combustion misfires is to detect a problem which would cause the OBD On board diagnostic
limit to be exceeded by HC pollutant emissions and which would damage the catalytic converter.
The diagnostic can detect:

– clogging or flooding of a spark plug,
– clogging of the injectors or an anomaly in their output,
– a fault in the supply system (pressure regulator, fuel pump, etc),
– a bad connection in the petrol or injection circuits (coil secondary, etc.).
Fault finding is performed by measuring the instantaneous variations in engine rotation speed.
Observation of a drop in torque detects combustion misfires.
This fault finding is practically continuous while the car is being driven. If it is not performed or if a fault is recognized,
other OBD On board diagnostic functions will be prohibited (catalytic converter and upstream oxygen sensor).
This fault finding allows two types of faults to be detected:

– destructive misfires resulting in destruction of the catalytic converter. They cause the warning light to flash
immediately,
– pollutant misfires causing the OBD On board diagnostic pollution limit to be exceeded. They cause the warning light
to illuminate if they are detected during three consecutive driving periods.
DETECTION CONDITIONS
Before starting, the programming must be checked. The conditions prior to switching on the ignition and the current
conditions must also be satisfied.
The detection of destructive misfires is performed once the coolant temperature exceeds 70°C.
The pollutant combustion misfire test can also be performed by maintaining the engine at idle speed with all the
consumers on for 2 minutes.
tool at the end of this test. Switching off the ignition will lead to the results being misinterpreted.
CONFIRMATION OF THE REPAIR
– DF"Fault finding of combustion misfires in progress" ACTIVE

– DF"Pollutant combustion misfires" No fault detected
– DF"Destructive combustion misfires" No fault detected
If after the test the diagnostic tool has found combustion misfires, refer to the fault finding method
associated to this symptom.
17-24
INJECTION
ENGINE
D4F 702 On board diagnostic catalytic converter fault finding 17
The aim of catalytic converter fault finding is to detect a problem which would cause the OBD On board diagnostic
limit to be exceeded by HC pollutant emissions.
The ability of the catalytic converter to store oxygen indicates its condition. As the catalytic converter ages, its ability
to store oxygen reduces along with its ability to treat pollutant gases.
CONDITIONS FOR STARTING FAULT FINDING
The catalytic converter fault finding can only be carried out with the engine running having fulfilled the following
conditions:
– no electrical faults,
– cylinder recognition done,
– no combustion misfires detected,
– no catalytic converter fault finding performed since the ignition was switched on,
– programming done,
– upstream and downstream loops closed,
– coolant temperature greater than 70 ºC,
– the engine speed set at 3000 rpm no load (N.B.: it will be necessary to provide for two engine speed stages).
FAULT DETECTION
The fault finding is performed by comparing the downstream and upstream sensors. When the conditions for starting
fault finding are satisfied, richness excitation peaks are applied, which has the effect of sending bursts of oxygen into
the catalytic converter. If the catalytic converter is in good condition, it will absorb the oxygen and the downstream
oxygen sensor value will remain at its average value. If it is ageing, it will reject the oxygen and the downstream
sensor will start to vibrate. The older the catalytic converter, the more the downstream sensor will vibrate. The OBD
On board diagnostic warning light will start to flash.
– Have the instruction DF "OBD On board diagnostic catalytic converter fault finding in progress" ACTIVE
– AND "OBD On board diagnostic catalytic converter fault finding: done" ACTIVE
– DF "Catalytic converter functional fault" INACTIVE
– DF "Validation of the repair to the catalytic converter" OK
If the diagnostic tool shows "OBD On board diagnostic catalytic converter fault finding: done ... INACTIVE" or
"Validation of the repair to the catalytic converter ... 1.DEF", the control cycle has not been performed correctly. In
this case, repeat the cycle ensuring that the detection conditions are complied with.
If after the test, the diagnostic tool shows "Catalytic converter functional fault ... ACTIVE" or "Validation of
catalytic converter repair ... 2.DEF", refer to the fault finding method associated with this symptom.
17-25
INJECTION
ENGINE
D4F 702 On board diagnostic oxygen sensor fault finding 17
The aim of oxygen sensor fault finding is to detect a problem which would cause the OBD On board diagnostic limit
to be exceeded by HC pollutant emissions. It is performed by measuring and comparing oxygen sensor vibration
periods.
There are two types of possible faults on the oxygen sensors:

– mechanical damage to an electrical component (breakage, cut in wire) which leads to an electrical fault,
– chemical damage to the component which causes the response time of the sensor to slow down, thus increasing
its switching period.
When the test conditions are obtained, the average of the sensor periods read is taken, after removing interference
effects, which are compared with an average period of the OBD On board diagnostic limit.
TEST CONDITIONS
Fault finding of the oxygen sensor can only take place after a timed period, if the conditions required prior to
switching on the ignition are met and maintained.:
– no electrical faults detected,
– programming and cylinder recognition done,
– no oxygen sensor fault finding performed since the ignition was switched on,
– no combustion misfires detected,
– coolant temperature greater than 70 ºC,
– set the engine to run at 3000 rpm under no load.
FAULT DETECTION
Fault finding takes place during use by the customer, according to the test conditions. This test is performed over a
minimum duration of 40 seconds. The computer shows "oxygen sensor fault finding: in progress".
– Have the instruction SDF "OBD oxygen sensor fault finding: in progress" ACTIVE
– AND "OBD On board diagnostic oxygen sensor fault finding: done" ACTIVE
– DF "Oxygen sensor functional fault" INACTIVE
– DF "Validation of the repair to the oxygen sensor" OK
If the diagnostic tool shows "OBD On board diagnostic oxygen sensor fault finding: done ... INACTIVE" or
"Validation of the repair to the oxygen sensor ... 1.DEF", the control cycle has not been performed correctly. In this
case, repeat the cycle ensuring that the detection conditions are complied with.
If after the test, the diagnostic fault shows "Oxygen sensor functional fault ... ACTIVE" or "Validation of the
repair to the oxygen sensor ... 2.DEF", refer to the fault finding method associated to this symptom.
17-26
INJECTION
ENGINE
D4F 702 "Fuel supply system" fault finding 17
This fault finding system involves the permanent monitoring of the mixture drift by means of control of the oxygen
sensors.
CONDITIONS FOR STARTING FAULT FINDING
This fault finding system is active with the engine running subject to certain air and water temperature and
atmospheric pressure conditions. These conditions are fulfilled by running once enabling the richness regulation
phase to be entered for the upstream and downstream sensors (with engine cooling fan cutting in twice).
The fuel supply fault finding can only be carried out with the engine running having fulfilled the following conditions:
– First, repair non-OBD faults.
– Warm up the engine (check at least twice that the engine cooling fans cut in) until the second richness closed loop
is reached,
– Return to idle speed,
– Read off the results obtained,
– Deal with any faults found.
IMPORTANT: it is essential that the ignition is not switched off before the result is read on the diagnostic tool at the
end of this test. Switching off the ignition will lead to the results being misinterpreted.
17-27
INJECTION
Coolant temperature management (GCTE) 17
The fan unit is controlled by the injection computer.
ANTIPERCOLATION FUNCTION (stopped)
The antipercolation system is controlled by the injection computer.
The coolant temperature signal used is the one from the injection system.
After the ignition has been switched off, if the engine is turned, the system enters monitoring mode. If the coolant
temperature exceeds the limit of 102 ºC during the 2 minutes after the engine is switched off, the fan unit is
switched on at slow speed.
If the coolant temperature falls below 95 ºC, the fan unit relay is cut off (the fan unit cannot be controlled for more
than 10 minutes).
FAN ASSEMBLY OPERATION (engine running)
The cooling fan is activated at low speed if the coolant temperature exceeds 99 °C or if there is a fault with the
coolant temperature sensor, and stops when the temperature falls below 96 °C,
The cooling fan is activated at high speed if the coolant temperature exceeds 104 °C or if the low speed facility is
defective, and stops when the temperature falls below 101 °C.
The fan unit is controlled when the air conditioning function is selected on the instrument panel.
If the low speed facility is defective, the fan will run at high speed under the low speed conditions.
OPERATION OF THE TEMPERATURE WARNING LIGHT
The coolant temperature indicator light illuminates if the coolant temperature exceeds 115ºC. It goes out when the
temperature falls below 110° C.
NOTE: it may flash if there is an internal fault with the injection computer.
17-28
INJECTION
Computer 17
INJECTION COMPUTER TRACK ASSIGNMENTS
CONNECTOR A (BLACK)
A1 → INJECTION FAULT WARNING LIGHT CONTROL
A3 → ON BOARD DIAGNOSTIC WARNING LIGHT CONTROL
A4 → AIR CONDITIONING COMPRESSOR CONTROL
B1 −−− ACCELERATOR PEDAL POTENTIOMETER SUPPLY (TRACK 1)
B3 ← BRAKE SWITCH (CLOSURE)
B4 −−− ACCELERATOR PEDAL POTENTIOMETER EARTH (TRACK 2)
C1 −−− COOLANT PRESSURE SENSOR SUPPLY
C2 → LOW SPEED FAN CONTROL
C3 ← BRAKE SWITCH (OPENING)
C4 −−− ACCELERATOR PEDAL POTENTIOMETER EARTH (TRACK 1)
D2 ← AIR CONDITIONING CYCLE INFORMATION
D3 ← IMMOBILISER SYSTEM
D4 → FAN ASSEMBLY CONTROL
E1 −−− DOWNSTREAM OXYGEN SENSOR EARTH
E3 → COOLANT TEMPERATURE WARNING LIGHT CONTROL
E4 → SPEED INFORMATION
F1 −−− ACCELERATOR PEDAL POTENTIOMETER SUPPLY (TRACK 2)
F4 ← VEHICLE SPEED
G1 → FUEL PUMP CONTROL RELAY
H1 ← ACCELERATOR PEDAL POTENTIOMETER 1 SIGNAL
H2 ← DOWNSTREAM OXYGEN SENSOR SIGNAL
H3 −−− SEQUENTIAL GEARBOX MULTIPLEX CONNECTION CAN LOW
J1 ← COOLANT PRESSURE SENSOR SIGNAL
J4 −−− SEQUENTIAL GEARBOX MULTIPLEX CONNECTION CAN HIGH
K1 ← ACCELERATOR PEDAL POTENTIOMETER 2 SIGNAL
K2 −−− COOLANT PRESSURE SENSOR EARTH
K4 −−− FAULT FINDING (LINE K)
L3 −−− + AFTER LOCKING RELAY
L4 −−− +BEFORE IGNITION
M1 → DOWNSTREAM OXYGEN SENSOR HEATER CONTROL
M2 → ACTUATOR CONTROL RELAY
M3 → CANISTER PURGE CONTROL
17-29
INJECTION
Computer 17
INJECTION COMPUTER TRACK ASSIGNMENTS (CONT)
CONNECTOR B (BROWN)
A1 ← SPEED SENSOR
A2 ← SPEED SENSOR
B2 −−− MANIFOLD PRESSURE SENSOR SUPPLY
C1 −−− MOTORIZED THROTTLE BODY POTENTIOMETERS SUPPLY
(5V)
C2 ← PINKING SENSOR
C3 ← PINKING SENSOR
D1 −−− UPSTREAM OXYGEN SENSOR EARTH
D2 −−− PINKING SENSOR SHIELDING
D3 −−− AIR TEMPERATURE SENSOR SUPPLY
D4 ← COOLANT TEMPERATURE SENSOR SIGNAL
E3 ← UPSTREAM OXYGEN SENSOR SIGNAL
E4 ← AIR TEMPERATURE SENSOR SIGNAL
F1 −−− COOLANT TEMPERATURE SENSOR SUPPLY
F2 −−− MANIFOLD PRESSURE SENSOR EARTH
F3 ← MANIFOLD PRESSURE SENSOR SIGNAL
F4 ← THROTTLE BODY POSITION POTENTIOMETER 2 SIGNAL
G1 −−− THROTTLE BODY POSITION POTENTIOMETER EARTH
G3 ← THROTTLE BODY POSITION POTENTIOMETER 1 SIGNAL
J1 → INJECTOR 1 CONTROL
K1 → INJECTOR 2 CONTROL
L1 → MOTORIZED THROTTLE BODY CONTROL
L2 −−− POWER EARTH
M1 → MOTORIZED THROTTLE BODY CONTROL
M2 → IGNITION COIL '2-3 CONTROL
M3 → IGNITION COIL '1-4 CONTROL
M4 → UPSTREAM OXYGEN SENSOR HEATER CONTROL
17-30
119
COOLING SYSTEM
Specifications 19
TYPE AND QUANTITY OF COOLANT
Engine Volume (in litres) Grade Special notes
Protection down to - 20°C ± 2°C for hot,

D4F GLACEOL RX (type D) temperate and cold countries.
5
D4D only use coolant liquid Protection down to - 37 ± 3°C for
extreme cold countries.
THERMOSTAT
Engine type Starts to open at (°C) Fully open at (°C) Travel (mm)
D4F
88 ≤ 100 9
D4D
19-1
COOLING SYSTEM
Filling and bleeding 19
There is no heater matrix water control valve.
Coolant flow is continuous in the heater matrix, which

contributes to the cooling of the engine.
FILLING
Open the bleed screws.
Fill the circuit through the expansion bottle opening.
Close the bleed screws as soon as the liquid starts to

flow in a continuous stream.
Start the engine (2 500 rpm).
Adjust the level by overflow for a period of about

4 minutes.
Close the bottle.
BLEEDING
Allow the engine to run for about 10 minutes at

2500 rpm, until the fan(s) operate (time necessary for
automatic degassing).
Verify that the liquid level is at or near the Maximum

marker.
NEVER OPEN THE BLEED SCREW WHEN THE

ENGINE IS RUNNING.
RE-TIGHTEN THE EXPANSION BOTTLE CAP

WHILE THE ENGINE IS WARM.
19-2
COOLING SYSTEM
Diagram 19
1 Engine 5 Coolant pump

2 Radiator 6 Thermostat
3 "Hot" bottle with permanent degassing 7 Bleed screw
4 Heater matrix
The expansion bottle valve is brown, and its rating is
The fan assembly is controlled at high speed by the 1.2 bar.
injection computer if the coolant temperature is greater
than '99 °C.
If the coolant temperature is lower than 96 ºC, the fans

stop operating.
19-3
COOLING SYSTEM
Coolant pump 19
Mot. 1202-01
Mot. 1202-02
positioning tool
subframe
Mot. 1448 Remote operation clip pliers for
cooling system hose clips
measurement
EQUIPMENT REQUIRED
REFITTING
TIGHTENING TORQUES (in daNm and/or °)
The coolant pump is sealed with RHODORSEAL
Tensioner nut 2.4
5661. The band (1) must be 1.3 mm wide and be
Crankshaft pulley bolt 4+70°±15° applied as shown in the diagram below.
Front right support mounting bolt
on the engine 6.2
Front right support mounting bolt

on the side member 6.2
Coolant pump bolts 0.9
Wheel bolts 9
REMOVAL

section 11: "Timing belt").
Drain the cooling circuit through the lower radiator

hose.
Remove:
– the water pump coolant pipe mounting on the
multifunction support,
– the tension wheel,
– the coolant pump.
19-4
COOLING SYSTEM
Coolant pump 19
Tighten the coolant pump bolts to a torque of
0.9 daNm in the recommended order.

Fill and bleed the cooling circuit (see section 19:

Filling and bleeding).
19-5
COOLING SYSTEM
Suspended engine mountings 19
TIGHTENING TORQUES (daNm).
A 6.2
B 6.2
C 6.2
D 10.5
E 4.4
F 4.4
19-6
EXHAUST
Catalytic converter 19
Exhaust down pipe mounting stud 1.2
Exhaust down pipe mounting nut 2.5
Oxygen sensor 4.4 ± 0.7
REMOVAL
Disconnect:
– the battery,
– the connectors (1) and (2) of the oxygen sensors.
Remove:
– the upstream (3) and downstream (4) oxygen
sensors,
– the exhaust downpipe mounting bolts (5).
Release the catalytic converter clip (6).
Remove the catalytic converter.
REFITTING
Replace the exhaust downpipe seal.
Refit:
– the catalytic converter then tighten the exhaust down
pipe mounting nuts to the recommended torque,
– a new hose clip,
– the oxygen sensors.
For refitting operations, proceed in the reverse order to

removal.
19-7

D4 Engine Fitted On Twingo PDF

Uploaded by

Copyright:

Available Formats

D4 Engine Fitted On Twingo PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

D4 Engine Fitted On Twingo PDF

Uploaded by

Copyright:

Available Formats

Technical Note 3472A

X06C - X06D - X06H

Special features of the Twingo fitted with

77 11 301 362 JUNE 2001 EDITION ANGLAISE

07 VALUES AND SETTINGS 13 FUEL SUPPLY

10 ENGINE AND PERIPHERALS

11 TOP AND FRONT OF ENGINE

12 FUEL MIXTURE - TURBOCHARGING

Petrol engine (oil)

D4F - D4D 4.65 4.8

* Check with dipstick

NOTE: never exceed the maximum mark on the dipstick.

Components Capacity in litres Grade

Brake circuit Standard: 0.7 SAE J 1703 and DOT 4

Brake fluids must be approved by the Technical Department.

Components Capacity in litres Grade

Fuel tank Approximately 40 Unleaded petrol

Power assisted steering Separate reservoir: 1.1 ELF RENAULT MATIC

Coolant circuit 5 GLACEOL RX

Alternator belt Air conditioning belt

Tension Multi-tooth Air conditioning

Cylinder head tightening procedure

REMINDER: Use a syringe to remove any oil which

All cylinder head bolts must always be changed

Tighten all the bolts to 2 daN.m.

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

Do not retighten the cylinder head bolts after

Exhaust pipe paste Coat For sealing the exhaust

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

X06H D4D JB1 999 69 66.8 9.8/1

For engine repairs, see manual Mot. D4.

The oil pressure should be checked when the engine

Contents of kit Mot. 836-05.

Connect the pressure gauge in place of the single

TIGHTENING TORQUE (in daNm)

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

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

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

TIGHTENING TORQUES (in daNm)

Brake calliper mounting bolt 3.5

Shock absorber base mounting bolts 11

Steering ball joint 3.5

Driveshaft gaiter mounting bolt 2.5

Rear gearbox support mounting bolt 6.2

Front right support mounting bolt on the

Front left support mounting bolt on the

Left-hand front support mounting bolt on

Tilt the stub-axle carrier and disconnect the driveshaft.

Remove the air conditioning hoses on the compressor

NOTE: plugs must be fitted onto the pipes, the

– the horn connector,

disconnect the electrical wiring harness bracket (on

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

Attach the workshop hoist.

Support the engine-gearbox assembly using a load

Position the rear support screws.

Fix the front right-hand engine mountings and

– the gearbox mounting.

Fix the gearbox mounting without putting it under