Alfa MiTo 1.4 16V Multiair - en

Alfa Romeo MiTo MultiAir 1.
4 16v
-1- 1.4 16v MultiAir

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INDEX
INTRODUCTION .................................................................................................................................................... 6
MULTIAIR TECHNOLOGIES FEATURES AND BENEFITS ............................................. ....................................... 6
INTRODUCTION .............................................................................................................................................. 7
SYSTEM DESCRIPTION MULTIAIR .............................................. .................................................. .... 8

DIAGRAM AND OPERATION ........................................................................................................ 8
OPERATION LOGIC ..................................................................................................................... 9

BASIC CONCEPTS ........................................................................................................................................... 10
ARCHITECTURE ACTUATOR .......................................................................................................................... 10
ARCHITECTURE FORM MULTIAIR ....................................................................................................... 12

SYSTEM COMPONENTS MULTIAIR ......................................................................................................... 13
PUMPING GROUP UPPER: No. 4 TO FORM ......................................... ............................................. 13
PUMPING GROUP BRAKE: No 8 TO FORM ......................................... .................................................. .. 14
TEMPERATURE SENSOR NTC: No 1 TO FORM ......................................... ................................................. 14
SOLENOID VVA: No. 4 TO FORM .......................................... .................................................. ........ 15
HYDRAULIC ACCUMULATOR: No. 4 TO FORM .......................................... .................................................. .. 15
OIL CIRCUIT CAMERA HIGH PRESSURE: No. 4 TO FORM ....................................... ................................... 16
OIL SUPPLY CIRCUIT IN FORM MULTIAIR ............................................ ................................... 17
SEQUENCE REPLACEMENT MODULE MULTIAIR .............................................. ...................................... 18

SEQUENCE MODULE REMOVAL .................................................................................................................... 18
SEQUENCE ASSEMBLY NEW FORM .............................................. .................................................. .. 19
SEQUENCE REPLACEMENT TEMPERATURE SENSOR NTC ............................................. .................. 20

SEQUENCE REMOVAL TEMPERATURE SENSOR NTC ............................................. ....................................... 20
SEQUENCE ASSEMBLY NEW TEMPERATURE SENSOR NTC ............................................ ...................... 20
SEQUENCE REPLACEMENT ROCKER WITH A FINGER ROLL ........................................... ................. 21

SEQUENCE REMOVAL ROCKER WITH A FINGER ROLL ........................................... ........................................ 22
SEQUENCE ASSEMBLY NEW ROCKER WITH A FINGER ROLL .......................................... ....................... 22
ENGINE OIL AND SPECIFICHE................................................................................................................... 22

PERIMETER SYSTEM MULTIAIR INTERFACES AND FUNCTIONAL ........................................... ...... 23
CONTROL VALVE AND SPECIFICATIONS .............................................. ........................................ 24
ENGINE MULTIAIR 170 hp ...................................................................................................................... 28
HEAD ..................................................................................................................................................... 31
SHAFT CAMME..................................................................................................................................... 32
HYDRAULIC TAPPETS SIDE DISCHARGE ........................................................................................................... 33
OPERATION DURING OPEN ................................................................................................................. 33
OPERATION DURING CLOSED ................................................................................................................. 33
CIRCUIT SUCTION (TURBOCOMPRESSI)............................................................................................... 34
FUEL SYSTEM (turbocharged versions) ................................... 35

THE SYSTEM CONSISTS OF: ....................................................................................................................... 35
GROUP, PUMP ELECTRIC, CONSISTS OF: ........................................ .................................................. 35
FUEL SYSTEM (VERSION ASPIRATED) ........................................... ............................. 36

BUTTERFLY MOTORIZZATA........................................................................................................................ 37
INJECTORS .................................................................................................................................................... 38

ELECTRICAL: ................................................................................................................... 39
INJECTORS VERSION ASPIRATE.............................................................................................................. 39

EXHAUST MANIFOLD ............................................................................................................................ 40
TURBOCHARGER .............................................................................................................................. 41
PRESSURE CONTROL VALVE TURBO .............................................. .................................................. ... 42
FEATURES ACTUATOR ..................................................................................................................... 43
SOLENOID DUMP......................................................................................................................... 44
ELECTRICAL .................................................................................................................... 44
RECYCLING PLANT STEAM / GAS STAND ........................................... ............................. 45

PUMP VUOTO................................................................................................................................... 46
SENSOR PHASE ..................................................................................................................................... 46
OXYGEN SENSOR LINEARE........................................................................................................................ 47
MEASUREMENT OF WEALTH BY THE PROBE ........................................... .................................... 51
OXYGEN SENSOR TYPE LAMBDA DOWNSTREAM CATALYST ......................................... ..... 53

ENGINE SPEED SENSOR ........................................................................................................................... 54
OIL FILTER BRACKET .......................................................................................................................... 55
SCHEDULE INFORMATION IN / OUT FROM NODE ENGINE CONTROL .......................... 56
MANAGEMENT MOTORE................................................................................................................................... 57
STRATEGIES OF OPERATION .................................................................................................................... 57
CONTROL OF DOSING ..................................................................................................................... 58
IGNITION SYSTEM .............................................................................................................................. 59
SELF-LEARNING ................................................................................................................................. 59
RECOGNITION ALFA ROMEO CODE ....................................................................................................... 59
SUPPLY CHECK FUEL - FUEL PUMP. ................................................ 59
RECOGNITION OF POSITION OF CYLINDERS ............................................. ............................................. 60
STRATEGY STARTING MOTOR ............................................................................................................. 60
CONTROL STARTING A COLD ..................................................................................................... 60
TORQUE CONTROL ................................................................................................................................. 60
ASSESSMENT OF TORQUE .......................................................................................................... 61
SETTING TIME INJECTION ........................................................................................................... 62
CONTROL SYSTEM OF MINIMUM .............................................................................................................. 62
BUDGET ELETTRICO.................................................................................................................................... 62
CONTROL enrichment ACCELERATION ............................................ ...................................... 63
FUEL CUT AT TIME RELEASE (CUT-OFF) ....................................... .......................................... 63
STRATEGY DRIVEABILITY CAR ............................................................................................................. 63
ADJUSTMENT ADVANCE IGNITION ......................................................................................................... 64
CONTROL DETONAZIONE................................................................................................................. 64
MANAGEMENT OF PRESSURE TURBO ............................................................................................................. 64
MANAGEMENT SOLENOID DUMP (SHUT-OFF)........................................................................................... 64
CONTROL FUNCTIONALITY NORMAL / DYNAMIC (OVERBOOST) ......................................... .................... 65
FEATURES dell'overboost ............................................................................................................ 65
CHECKING THE MAXIMUM NUMBER OF REVOLUTIONS ............................................ .................................................. .....
66
COMBUSTION CONTROL WITH PROBES LAMBDA ............................................. .............................................. 66
CONTROL ELECTRIC COOLING RADIATOR .............................................. ........................ 67
CONTROL PRESSURE SENSOR OLIO........................................................................................................ 67
CONNECTING WITH AIR CONDITIONING SYSTEM ........................................... ......................................... 67
CONTROL CRUISE CONTROL .................................................................................................................... 68
EMISSION CONTROL SYSTEM ............................................................................................................... 69
SELF-DIAGNOSIS AND RECOVERY ........................................................................................................................ 70
LEARNING .......................................................................................................................................... 70
LEARNING TONE WHEEL .................................................................................................................. 71
LEARNING "SIGNALS" ......................................................................................................................... 71

LEARNING CODE (IMMOBILIZER) ........................................................................................................ 72
CONTROLS EOBD....................................................................................................................................... 72
Self-adaptation PLANT .............................................................................................................. 72
PIN OUT NODE ENGINE CONTROL ............................................. .................................................. .... 73

CONNECTOR 94 WAYS ................................................................................................................................. 73
CONNECTOR 60 WAYS ................................................................................................................................ 76
ELECTRICAL SYSTEM ENGINE MANAGEMENT MULTIAIR (VERSION ASPIRATED) .............. 79

ENGINE MANAGEMENT SYSTEM elettico MULTIAIR (VERSION ENGINE
SUPERCHARGED) ................................................................................................................................... 82
KEY SCHEME ELETTRICO............................................................................................................... 85

TROUBLESHOOTING - ERROR CODES ...................................................................................................... 86
SYSTEM START&STOP........................................................................................................................... 134
TURNING MANUAL .............................................. .................................................. ... 134
TO INSTRUMENT PANEL ........................................................................................................ 135
FUNZIONAMENTO..................................................................................................................................... 136
HOW TO STOP ENGINE WITH MANUAL TRANSMISSION ........................................... ..................................... 136
HOW TO RESTART MOTOR WITH MANUAL TRANSMISSION ........................................... ............................. 136
HOW TO STOP ENGINE TRANSMISSION WITH ROBOTIC ........................................... .............................. 136
HOW TO MAINTAIN THE ENGINE OFF WITH CHANGE ROBOTIC ......................................... ..... 137
HOW TO RESTART THE ENGINE WITH CHANGE ROBOTIC ........................................... ...................... 137
CONDITIONS OF AUTO RESTART .............................................. ....................................... 138

SECURITY FEATURES ......................................................................................................................... 138
FUNCTION "ENERGY SAVING”........................................................................................................... 138
MALFUNCTION OF FUNZIONAMENTO.................................................................................................... 138
SPECIAL INVOLVED IN OPERATION .............................................. ................................ 139
ENABLE BUTTON S&S..................................................................................................................... 141
SENSOR GEAR IN NEUTRAL ........................................................................................................................ 142
SENSOR VACUUM BRAKE BOOSTER ON .............................................. .................................................. ... 142
SENSOR CLUTCH .................................................................................................................................... 143
FUEL PUMP ................................................................................................................................. 143
VOLTAGE ..................................................................................................................... 144
IBS (INTELLIGENT SENSOR OR BATTERY BATTERY MONITOR) AND FALSE NEGATIVE ................................... 145
FAKE POLO .............................................................................................................................................. 146
IBS - FUNZIONAMENTO........................................................................................................................... 147

PROCEDURE FOR REMOVAL / REFITTING OF IBS ........................................... ................................... 148
CALIBRATION IBS .......................................................................................................................... 149
BATTERIES .................................................................................................................................................. 152

REPLACEMENT BATTERY ............................................................................................................................ 152
BATTERY CHARGE AND START EMERGENCY ............................................ ........................................ 152
GOODWILL ............................................................................................................................................ 154

STARTING FROM KEY ............................................................................................................................. 154
STARTS AUTOMATIC ............................................................................................................................ 155
CONDITIONS OF NON-STOP ENGINE AND AUTOMATIC RESTART ....................................... 156

LIST OF USED acronyms .............................................. .................................................. 162

Premise
MultiAir technology expected to manage the delivery of torque and power, by the engine, without the
Direct use of the throttle body, but varying the lift profile of the intake valves.
The main features of its current application (1.4 16v 105CV aspirated and turbo 135 HP and
170hp) are:
• Camshaft unique;
• Tappets exhaust traditional, although hydraulic;
• Tappets MultiAir intake integrated in the module;
• Using the vacuum brake booster (like for Diesel engine).
MultiAir technology features and benefits
The peculiar characteristics of the MultiAir system allow, compared to a conventional engine, a
improved combustion control and a top speed of implementation of the torque requests,
both expendable and available for PMS PMS.
This translates into tangible benefits in terms of:
• Lower fuel consumption;

• Reduction of CO2 emissions;
• Increase in power and torque;
• Feeling of increased alertness driving;
• Minor pollution (Euro 6 ready);
• Easy start-up.

Introduction
MULTIAIR The system consists of a hydraulic mechanical component, integrated inside the engine
FIRE MultiAir, and a set of electronic components, hardware and software, integrated in the control unit
motor, for the management of the motion of the intake valves of the engine.
Mechanical actuator hydraulic and engine control unit
MULTIAIR The system allows to control, at each engine cycle, the amount of fresh air fed into the
each cylinder by means of the appropriate management of the motion of the intake valves.
In this way, the working fluid of the engine can be reciprocated without resorting to the traditional
rolling on the butterfly valve.

System Description MULTIAIR
The reference scheme of the system is shown in FIG.

This principle of control valves is defined, in the literature, "lost motion", and is characterized by
its simplicity, reduced absorption, intrinsic safety of the command and contained costs.
Block diagram and function
The upper pumping and suction valves are connected together through a oil chamber whose
volume is controlled by a solenoid valve open / closed (the rest position is normally
open).
Fig.1 Architecture Actuator
1. Higher pumping
2. Room Oil
3. Hydraulic tappets
4. Strength springs Valves
5. Intake valves
6. Hydraulic Brake
7. Accumulator
8. Solenoid valve (normally open)
9. Moto Cam (Finger)

Operating logic
When the solenoid valve is closed (energized by a driving current supplied by the control unit) for
around the entire cam, the intake valves follow the profile of the cam (Full implementation Lift).
Fig. 2 Operating principle Actuator
The early closing of the intake valves (Early Intake Valve Closing - EIVC) is obtained
opening (energizing) the solenoid valve before the age of the entire event cam. The oil exits the
the high pressure chamber through the solenoid valve to the chamber where the medium pressure faces
the accumulator. The motion of the valve is uncoupled from the cam profile and, under the action of
valve spring, the valve closes earlier than the motorcycle Full Lift (raised red valve in the figure). There
approach speed valve-seat is controlled and guaranteed within acceptable limits by the action unit
hydraulic brake attached to each valve.
The oil that has left the high-pressure chamber, is entered again into the chamber
during the residence time of the cam on the base radius, thanks to the action of an accumulator
mechanical spring, which provides to "recharge" the entire volume of oil for the next engine cycle.
Similarly, the delayed opening of the intake valves (Late Intake Valve Opening - LIVO) is
obtained by closing (exciting) the solenoid when it has already exceeded the base radius of the cam profile.
In this mode of implementation in addition to delay the opening of the valves it is reduced
consequently also the maximum lift.
Using these two commands basic valve can achieve a high number of motions valve
variables from the Full Lift up-lift anything, as shown in Figure 2

Basic Concepts
MULTIAIR The actuator is designed in order to obtain a robust solution and a simple lay-out
engine, containing as much as possible the changes from the engine to start.
It uses the following general guidelines of the project:
• use standard engine oil as the fluid actuator of the valves with the introduction of the minimum
variations in the engine oil circuit;
• containment of the moving masses and optimization of the absorption mechanical;
• minimal dependence performance actuator viscosity oil;
• system design MULTIAIR for the entire life of the engine: there is no provision
system maintenance.
To reduce the complexity of the system and minimizing costs, was chosen architecture
callback in FIG. The two intake valves of each cylinder are connected by a single chamber
high-pressure pump to the upper. The volume of oil in high pressure chambers is controlled by a
single solenoid valve.
Architecture actuator
Fig.3 Architecture Actuator

1. Higher pumping
2. Room Oil
3. Hydraulic tappets
4. Strength springs Valves
5. Intake valves
6. Hydraulic Brake
7. Accumulator
8. Solenoid valve (normally open)
9. Moto Cam (Finger)
The architecture in Figure 3, also called "tandem hydraulic", is efficient and reliable: the flow of oil
through the components and the volume of the oil chambers have been optimized.
For this purpose, the hydraulic tappet for normal production was positioned externally to the guide of
pumping the brake. In this way the two diameters were released and is able to adopt a diameter
pumping the brake minimum.
Note that any differences of risers of the two engine valves of the same cylinder, due to
imbalances within the tolerances of the forces of the valve springs, are not an issue, since
specific feature of the command hydraulic tandem is that the medium-lift of the two valves is constant
and always ensured. This, in level engine, assures consistent performance in any mode of
operation.
- 10 - 1.4 16v MultiAir

To ensure proper operation of the actuator and the complete controllability of the valves, is
necessary to ensure the presence of oil in the high pressure chamber in every condition.
Some physical phenomena contribute to oil leakage from the high pressure chamber concentrated in
particular to stop the motor:
• Supply pressure: once the engine stopped, the oil content in the accumulator
is expelled under the action of the spring;
• Contraction oil: during cooling the oil volume is contracted in volume terms;
• Position of the cam profile: the motor is stopped, there is always at least one cylinder in which the position
the cam profile is not on the base radius. The pump is then compressed and the upper
the high pressure chamber has a reduced volume;
Oil leakage: leakages are more important than high temperature viscosity oil with very
• low.
Also the engine oil circuit can make the most critical filling the rooms of high pressure since
there is a delay between starter motor and ignition oil pump; Furthermore, the first oil sent by the pump has
ventilation very high.
In order to minimize the impact of the physical phenomena illustrated, in designing the actuator have been adopted
a series of measures to ensure the maintenance of the oil inside the chamber of high
pressure; were created within the actuator specific volumes of oil accumulation in place,
elevated position so as to maintain a swing and avert possible emptying of the chamber
high pressure. It has also been placed a "silo" at the entrance of the actuator so as to create a
accumulation area in low oil pressure within the actuator itself.
On the lid actuator, in correspondence of these volumes of oil accumulation, were made of the holes
purge to allow the evacuation of the air possibly present in the oil supply circuit
before arriving in the high pressure chamber.
In figure 4 is shown a simplified diagram of the circuit internal oil actuator useful to describe
what happens when you start the engine. The oil from the pump motor through the channel 2 arrives in
the upper part of "silos" located at the entrance of the actuator, and any dissolved air is separated and
expelled to the outside through the ventilation hole first. The oil is taken from the bottom of the silo 1 and
through a non-return valve 3 is fed the media circuit actuator pressure of each
cylinder. The oil comes to a second "silos" 4 where the air possibly still present in the oil is
expelled through the ventilation hole 4a. The silos 4 communicates through the channel 7 with a
hydraulic accumulator 9 that, through the piston 8 and the action of the spring 10, ensures the recovery cycle
Next the volume of oil evacuated from the high pressure chamber during normal operation
the engine valves.
Fig. 4 Circuit internal oil MULTIAIR
From the bottom of "silos" 4 the oil is sent to the high-pressure chamber C through the connection 6 and
the solenoid valve 11.
The power supply module MULTIAIR is assured by a dedicated hydraulic line that starts from the channel
Main engine oil and arrives directly to the "silos" 1.
- 11 - 1.4 16v MultiAir

So the oil circuit module MULTIAIR not closed: a limited and controlled amount oil flowing
within the module. This is necessary to ensure the de-aeration of the oil itself and one of its parts
in order to contain the operating temperatures in the rooms of high pressure.
The oil flow through the module has been the subject of careful design and dimensioning for
to ensure complete functionality of the system in any engine operating condition. The limits
functional system were set in the range of oil temperature in the high pressure chamber
between -30 ° C and 150 ° C: the limits that are widely respected in any operating condition of the
motor.
Finally, the system MULTIAIR was designed to preserve full compatibility with
oil pump motor existing engine FIRE 16 valves.
Architecture module MultiAir
1. Vacuum pump
2. Cover module
3. Condotti candles
4. Form MultiAir
5. Single camshaft
6. Camshaft support
7. Tested M.Y. '04
1. Connector NTC oil

2. Coil
3. Camshaft
- 12 - 1.4 16v MultiAir

System components MULTIAIR
In Figure 5 shows a view of a part of the module MULTIAIR where are indicated the
main components of the single actuator.
Fig. 5 Module MultiAir (section for individual cylinder)
1. Solenoid
2. Hydraulic Brake
3. Pumping top
4. Accumulator oil
The following is a brief summary of the individual components.
Pumping unit higher: n. 4 to form
Function: puts pressure in the oil chamber of high pressure of the actuator and is controlled by the profile
through a cam with roller finger
Components: pumping, bushing, spring.
Fig. 6 Together pumping upper
1. Chamber of high pressure oil

2. Input bike cam via roller rocker arm
- 13 - 1.4 16v MultiAir

Pumping unit brake: n. 8 to form
Functions:
1) Implementation valve engine (through oil pressure)

2) Approach-controlled valve seat
3) Recovery games through hydraulic tappet
Components: pumping, bushing, hydraulic tappets (HLA), o-ring, the flow controller
Fig. 7 Together pumping brake

1. Flow regulator
2. High pressure oil chamber
3. Damper valve clearances
4. Circuit low oil pressure
5. Step hydraulic brake
6. Hydraulic Brake
NTC temperature sensor: n. 1 to form
Function: measures the temperature high pressure oil chamber actuator. Measure used to estimate the
viscosity engine oil.
Components: body sensor, metal seal and electrical connector.
Fig. 9 Temperature sensor NTC
- 14 - 1.4 16v MultiAir

Solenoid VVA: n. 4 to form
Function: opening and closing the circuit high pressure chamber
Kind of: normally open, implemented electro-magnetically
Components: hydraulic body and magnet electrical connector.
Fig. 8 Together solenoid
1. Tank 'oil
2. By pumping
3. The hydraulic brake
4. High pressure oil chamber
Hydraulic accumulator: n. 4 to form
Function: accumulation during oil control valve lift and ready reintegration into the high pressure chamber
for the next cycle.
Components: piston, spring, n. 2 valve spring retainer, metal ring, o-ring
Fig. 10 Together hydraulic accumulator

1. Tank of 'oil
- 15 - 1.4 16v MultiAir

Circuit high pressure oil chamber: n. 4 to form
Function: communication and connection under pressure from higher pumping, pumping brake and
solenoid
Circuit elements: two channels of high-pressure connection solenoid valve and pumping brake, a
connecting channel solenoid valve and pump upper rooms upper pumping and pumping
brake, double solenoid.
Fig. 11 circuit high chamber pressure actuator
1. Pumping
2. Hydraulic brake
3. Solenoid Valve
- 16 - 1.4 16v MultiAir

Circuit oil supply in the form MULTIAIR
Function: ensure oil supply to the module MULTIAIR, the de-aeration oil, an oil flow
spare oil containment temperature and compensates the volume contraction during excursions
thermal.
Circuit: preferential and dedicated circuit for the actuators of the module from the main channel MULTIAIR
engine oil, the presence of a non-return valve input of the module, silos (siphon), holes
aeration, 4 of non-return valves that isolate the actuator of the single cylinder, the volumes of oil accumulation.
Fig. 11 circuit power module MULTIAIR
1. Oil tank
2. Siphon
3. Flow control valve
4. Discharge line oil from the cylinder head
5. Control valve isolation
- 17 - 1.4 16v MultiAir

Sequence module replacement MULTIAIR
The following figure shows the assembled module on the engine:
12
Fig. 12 MULTIAIR module assembled on motor
1. Temperature Sensor Connector

2. Solenoid connector
3. Cylinder head cover
4. Cylinder head cover gasket
5. Form MULTIAIR
6. Metal gasket
7. rocker fingers with a roller with retaining clip
8. Pivot rocker fingers with a roller
9. Lid actuator with retainers for the fingers
10. Hydraulic tappet (HLA)
11. Screws fixing module
12. Overhead
Sequence removal module
1. Disconnect the electrical connectors of the four solenoid valves (2) and of the temperature sensor
NTC (1).
2. Removing the cylinder head cover (3) by removing 12 screws fastening M6.
3. Compression plates form with dedicated tool to avoid contact cam-plates
4. Dismantling MULTIAIR form (5) with removal of 9 M8 fastening screws (11)
5. Removing metal gasket (6)
- 18 - 1.4 16v MultiAir

Sequence assembly new module
1. Substitution metal gasket (6) and positioning of this on overhead (12).
2. Using a new module MULTIAIR. During all the handling operation module
must not be turned upside down, with the hydraulic tappets (10) at the top.
3. Compression of the fingers with dedicated tooling to avoid contact cam-fingers during
assembly operation.
4. Position the module MULTIAIR (5) of cam carrier (12) with care to avoid impacts between
components
5. Secure the module MULTIAIR (5) with the 9 fastening screws M8 Class B (11) using a pair
torque 22 Nm
6. Remove compression tooling fingers
7. Mounting cylinder head cover (3) with the 12 fixing screws M6 using a pair of
closure 9 Nm
8. Remove plastic caps protect electrical connectors of the four solenoid valves (2) and
NTC temperature sensor (1)
9. Connect the electrical connectors of the four solenoid valves (2) and temperature sensor NTC
(1) to the corresponding terminals on the engine harness.
Before starting the engine must be performed the first operation of oil filling of the form,
through the cap and cylinder head cover using a dedicated tooling:
1. Check valve for oil inlet preload new module Qty 240 ml
- 19 - 1.4 16v MultiAir

Sequence replacement temperature sensor NTC
The figure below illustrates the overall temperature sensor NTC parts:
Fig. 13 Overall NTC temperature sensor parts
1. Body sensor
2. Electrical connector
3. Metal gasket (washer)
4. Plastic cap protecting electrical connector
NTC temperature sensor sequence removal
1. Disconnect the electrical connector of the NTC temperature sensor (2).

2. Unscrew the sensor body from the module MULTIAIR (1)
3. Remove the sensor making sure that the metal gasket (3) does not remain in the seat of
module MULTIAIR
4. Clean the seat sensor module MULTIAIR to avert presence residue-chips
metal.
Please note: After removing the temperature sensor can not be used any more.
Sequence assembly new sensor NTC
1. Handle the components carefully and avoid shocks and contact with the sensitive part of the sensor.
2. Place the sensor body (1) complete with metal gasket, the headquarters of the module.
3. Screw the sensor with a torque wrench and a torque of 12 Nm using a + 2
dedicated compass, necessary because the sensor body (1) is integrated with the cable and the connector
(2).
4. Remove plastic cap protecting electrical connector of the sensor (4)
5. Connect the electrical connector of the sensor (4) to the corresponding terminal wiring
motor.
- 20 - 1.4 16v MultiAir

Sequence replacement rocker fingers with a roller
The figure below illustrates the overall rocker fingers with a roller parts and a
overview of the finger on the assembled module MULTIAIR:
Fig. 14 Overall rocker fingers with a roller and assembly of module
1. Temperature Sensor Connector

2. Solenoid connector
3. Cylinder head cover
4. Cylinder head cover gasket
5. Form MULTIAIR
6. Metal gasket
7. rocker fingers with a roller with retaining clip
8. Pivot rocker fingers with a roller
9. Lid actuator with retainers for the fingers
10. Hydraulic tappet (HLA)
11. Screws fixing module
12. Overhead
Side sectional view of the module
- 21 - 1.4 16v MultiAir

Sequence removal rocker finger roll
1. Disconnect the electrical connectors of the four solenoid valves (2) and of the temperature sensor
NTC (1).
2. Removing the cylinder head cover (3) by removing 12 screws fastening M6.
3. Compression of the fingers with dedicated tooling to avoid contact cam-fingers
4. Dismantling MULTIAIR form (5) with removal of 9 M8 fastening screws (11)
5. Removing metal gasket (6)
6. Issue of fingers and removal tooling dedicated
7. Turn sideways with roller rocker finger to unlock the retaining clip on the pivot (8)
8. Removing the rocker fingers with a roller.
Sequence assembly new rocker finger roll
1. Place the new rocker fingers with a roller in contact with the plunger in its upper
seat (9).
2. Place the seat of the spherical roller ditto on the pivot (8) and press up to anchor the clip
finger.
3. Compression of the fingers with dedicated tooling to avoid contact cam-fingers
4. Substitution metal gasket (6) and positioning of this on overhead (12).
5. During all the handling operation the module does not have to be inverted, with the
hydraulic tappets (10) at the top.
6. Place the module MULTIAIR (5) of cam carrier (12) with care to avoid impacts between
components
7. Secure the module MULTIAIR (5) with the 9 fastening screws M8 Class B (11) using a pair
torque 22 Nm
8. Remove compression tooling fingers
9. Mounting cylinder head cover (3) with the 12 fixing screws M6 using a pair of
closure 9 Nm.
10. Remove plastic caps protect electrical connectors of the four solenoid valves (2) and
NTC temperature sensor (1)
11. Connect the electrical connectors of the four solenoid valves (2) and temperature sensor NTC
(1) to the corresponding terminals on the engine harness.
12. Before starting the engine must be performed the first operation of the oil filler
module, through the cap and cylinder head cover using a dedicated tooling.
Engine oil and specifications
For the development and functional characterization of the system MULTIAIR was used oil
FL Selenia 5W40 engine
Therefore it is recommended to use FL Selenia oil marketed under the name Selenia K Pure
Energy 5W40 .
The system MULTIAIR is guaranteed only if it is used engine oil 5W40 compliant
ACEA C3.
- 22 - 1.4 16v MultiAir

Only in case of emergency is allowed to add a maximum of 0.5 l of a 5W40 oil does not conform
legislation ACEA C3.
Please note: The system warranty MULTIAIR canceled if any engine oil with a
different degree of viscosity, for example, 0W30, 5W30, etc .., because it can be due to a degradation
system performance and you risk damage to the engine.
Perimeter system MULTIAIR and functional interfaces
Perimeter and functional interfaces system MULTIAIR
Fig. 15 Perimeter and functional interfaces system MULTIAIR
1. rpm sensor; phase sensor; Battery voltage

2. Environment
3. Regulations
4. Cover the head
5. Cylinder Head
6. Engine Oil
7. Motor Control
8. Form control valves
9. Solenoid
10. Sensors dedicated
11. Actuator MultiAir
12. Valve spring motor
13. Valve engine
14. Profile intake cam
15. Tree cam
16. Wiring
17. Logic
18. Electrical
19. General
20. Mechanics
21. Hydraulics
22. Engine control MultiAir
23. Interface
In Figure 15 are shown the functional interactions of the system MULTIAIR inside the engine,
necessary to ensure the functionality of the system and complete control of the engine valves.
- 23 - 1.4 16v MultiAir

Control solenoid and specifications
The solenoid valves, which allow you to control the valve lift mechanics, are controlled
with a specific current profile shown in Figure 16, essentially formed by three phases: bias, peak, and
hold.
The command is given from the engine control Magneti Marelli 8GMF A4 as shown in the figure:
1. MANAGEMENT CONTROL MULTIAIR: strategies combustion

2. CONTROL AND IMPLEMENTATION OF THE COMPONENTS OF THE MODULE: Management valves opening /
closure; diagnosis; monitoring o.b.d.
Control strategy:
•The average current during the pre-magnetization (bias) is 4A.
•The maximum current during the peak (peak) is 11A.
•The average current during the maintenance phase (Hold) is 5A.
The temporal duration of the command is a function of many parameters. Among the principal, in order of importance:
•Engine speed
•Angle valve opening / closing mechanical
•Oil temperature actuator
•Battery voltage
Average at 1000 rpm command total lift (full lift) takes about 55 msec., while the duration
of the peak phase (temperature 80 ° C) is ca. 2.5msec
- 24 - 1.4 16v MultiAir

FIG 16 Features control solenoid
In particular operating conditions

low engine speeds: rpm <700
low temperature oil: Toil <20 ° C
low battery voltage: Vbat <12V
command is modified slightly during the peak (see Figure 17), losing the characteristic shape
V, and maintaining almost unchanged the other two phases.
FIG 17 Features current command in Hardware Closed Loop
- 25 - 1.4 16v MultiAir

Given the high frequencies of the controls, for the detection of the same with an oscilloscope, it is necessary
use a current clamp with the following characteristics:
Bandwidth> = 100kHz
Full scale: 40A Vbat <12.
All electrical faults (eg short circuits, intermittent contact), and deviations from normal
operation (eg switching times of the solenoid valves), are measured and diagnosed by
engine control unit as for any other sensor / actuator.
\
Examples of activation of the solenoid valve according to the management of combustion:
1. Activating the solenoid valve

2. Intake valve lift
3. Strategy "Full Lift" (profile of the cam base)
4. Strategy "EIVC Early valve closing"
5. Strategy "LIVO Late Valve Opening"
6. Strategy "Multilift"
- 26 - 1.4 16v MultiAir

Here are the strategies that the system implements to lift the intake valve:
• To a minimum or in traffic
• For low speed with little throttle valves are open late and closed in advance to
obtain a low elevation, and then a small flow rate to increase the speed of 'air and
optimize returns. This allows to reduce the junction with the drain valve, improving
so the volumetric efficiency and the losses due to pumping.
• For the torque demand starting from low rpm, the maximum lift is reached but the closure
Valve is anticipated.
- 27 - 1.4 16v MultiAir

MultiAir engine 170 hp
Features of the engine 170 hp

Potenza121 kW
at 5500 rpm
Couple 230 Nm at 2500 rpm (Normal, All Weather)
Couple With Overboost 250 Nm at 2500 rpm (Dynamic)
Engine
Cylinder arrangement 4 Online
Bore 72 mm
Race 84 mm
Displacement 1368 CC
Compression ratio 9.8 +/- 0.2
Cylinder Head Made of aluminum alloy
Base Made of cast iron
Crankshaft Steel counterweights 8 and 5 bench supports
Form MultiAir intake side and a camshaft
Distribution head exhaust side, with hydraulic tappets to recovery
game, 4 valves per cylinder
Exhaust valve timing 27 ° p. SME / -2 d. PMS

Integrated plant injection-electronic ignition
Engine management
Magneti Marelli 8 GMF
Power carburate System with fuel recirculation
Ignition With single coils (pencil coil)
Firing order 1-3-4-2
With turbo compressor valve regulated by Waste Management
Air Supply
gate, dump valve and intercooler
Anti-pollution device Three-way catalytic converter and lambda probe
Forced with gear pump lobe axis and system
Lubrication green filter
A liquid with pump by centrifugal pump
Cooling and sealed circuit; radiator and additional tank of
expansion
Production site Termoli plant (Italy)
- 28 - 1.4 16v MultiAir


Potenza100 kW
at 5000 rpm
Couple With Overboost 206 Nm at 2000 rpm (Dynamic)
Engine
Bore 72 mm
Race 84 mm
Crankshaft Steel counterweights 8 and 5 bench supports
Distribution head exhaust side, with hydraulic tappets to recovery
game, 4 valves per cylinder
Exhaust valve timing 18 ° p. SME / -2 d. PMS
Engine management Magneti Marelli 8 GMF
With turbo compressor valve regulated by Waste Management
Air Supply
gate, dump valve and intercooler
Lubrication
green filter
expansion
- 29 - 1.4 16v MultiAir


Potenza77 kW
at 6500 rpm
"Dynamic" varies the response of the accelerator pedal
Engine
Bore 72 mm
Race 84 mm
Crankshaft Cast iron with 8 counterweights and 5 main bearings
Distribution head exhaust side, with hydraulic tappets to backlash,
4 valves per cylinder
34 ° p. SME / -2 d. PMS
Exhaust valve timing
Engine management
Magneti Marelli 8 GMF
Lubrication
green filter
expansion
- 30 - 1.4 16v MultiAir

Head
The cylinder head is a monolithic type of aluminum alloy and is the same as the MY '04.
The four valves per cylinder are mounted in their respective guides, controlled on the outlet side
directly from the 'camshaft via hydraulic tappets recovery games and on the suction side from the
MultiAir module.
The valve guides are planted in their seats of the cylinder head with interference.
The completion of the internal diameter is made, after assembly, with specific reamer.
The heads are specific for the Turbo versions and sucked, though not vary in their shares
basis and still remain the same on the engine without MultAir module.
The seal between the cylinder head and crankcase is a "multi-layer metal" with a thickness
specific versions aspirated and turbocharged.
- 31 - 1.4 16v MultiAir

Camshaft
1. Tree
2. Cams for the exhaust valves
3. Cams for pumping
4. Part anchor pulley
5. Part for bearings
6. Part intended anchor vacuum pump
The shaft is made of steel and is housed in the head kept in this situation through five
caps; the control is via a toothed belt and gears.
Are formed on the shaft of the cams suitably oriented and profiled, as many as the valves
discharge to be controlled, the more the other four cams for implementation of the pumping element. All of the cams are in
steel.
Before, the shaft of the exhaust is intended for mounting of the toothed pulley, by means of
which receives the movement by the crankshaft via the timing belt tensioned appropriately.
Note: for the turbo-charged version, the exhaust valves are different than the version sucked
(Change the material) while the intake valves are identical.
- 32 - 1.4 16v MultiAir

Hydraulic tappets exhaust side
Hydraulic tappets, adopted on this engine, automatically cancel the "valve clearance"
during operation of the engine with the advantage of reducing:
• The maintenance
• The engine noise
Operating under open
When the cam of the camshaft acts on short (1) and consequently on the piston
(2), the oil trapped in the chamber (6), due to the closure of the ball valve (4), transmits the
movement of the piston (2) directly to the sleeve (3) and consequently to the valve. In this phase,
given the high pressure that the oil, the part present in the chamber (6), the die through the minimum
light existing between the piston (2) and the sleeve (3).
Operation being closed
In the closing phase of the valve, so that the tappet, driven by the action of the spring (5) follows the
profile of the cam, it creates a depression inside the chamber (6) that causes
the opening of the ball valve (4), allowing the placing of the oil. The oil injected into the chamber (6)
replacing the one drawn in the previous phase of opening of the valve.
- 33 - 1.4 16v MultiAir

Suction circuit (turbocharged)
The suction circuit comprises:
1. Dynamic air intake

2. Air filter
3. turbocharger
4. Intercooler
5. Intake manifold
From the dynamic air intake, located in the upper area of the front cross section of a pipe to direct
air filter.
The air, after undergoing the filtering process is sent through a pipe to the turbocharger
the main target for the pipes coming from:
• Recirculation system crankcase gases

• Evaporation system
The compressed air from the turbocharger and intercooler heated passes, where it undergoes an exchange of
heat with the external cooling, and then, by means of a rigid pipe in plastic material, the air
tablet reaches the motorized throttle body, and then to the intake manifold.
The connecting pipe between the intercooler and the intake manifold, is equipped with joints bellows
to have a cushioning effect during supercharging.
The connecting pipe between intercooler and motorized throttle body, close to the body
throttle, a pressure sensor is mounted turbo. On the intake manifold are mounted:
1. The motorized throttle body,

2. The pressure sensor / intake air temperature,
3. The rail injector holder with relative injectors
4. The piping from:
•Recirculation system crankcase gases
•Evaporation system
- 34 - 1.4 16v MultiAir

Also on the intake manifold is connected, mediated a rubber tube, the pressure regulator
differential of the fuel supply system only for the turbo versions.
Fuel Supply System (turbocharged versions)
The system of fuel has the task of supplying the fuel, with the right pressure
for the year, the group injectors.
The plant consists of:
• A pump / fuel gauge dipped in the tank

• A delivery pipe
• A rail injector holder integrated with a differential pressure regulator (regulator
pressure only in versions turbocharged)
A circulation pipe
•
The group, electric pump, is constituted by:
• Fuel pump
• Fuel Filter
• Pressure regulator maximum
• Fuel level sensor
The fuel pump is controlled by the Engine Control Node through a special power relay.
The fuel filter is inserted into the pump assembly, and does not require interventions of maintenance.
From the pump to the delivery pipe is placed, always in the pump, a pressure regulator
maximum, which ensures the safety of the fuel recirculation if you exceed the 6.9 -9.8 Bar Pressure;
always in the pump assembly is mounted the fuel level sensor, connected directly to the Node
Body Computer
The fuel delivery pipe, connecting the tank to rail injector holder, tubing is connected
by means of quick couplings.
- 35 - 1.4 16v MultiAir

The rail injector holder ensures the supply of fuel to the injectors, is made of a material
metal for turbocharged and naturally aspirated engines for plastic material and is equipped with:
• Inlet connection, connected to the delivery pipe

• Outlet connector, connected to the circulation pipe (only turbocharged)
The Rail turbocharged engine integrates a differential pressure controller mounted in the
housing located at the connection with the circulation pipe.
The controller is in turn connected, by means of a rubber tubing, to the intake manifold.
The pressure regulator ensures the correct pressure fuel supply in relation to the
pressure in the intake manifold.
Value of the fuel pressure:
• 3bar
Fuel System (aspirated version)
The intake manifold is created in the plastic material.

There are accommodation:
• the throttle body

• the fuel rail conduit
• injectors
• fittings of the blow-by
• Sensor pressure / temperature
in addition to the connections for the gasoline vapors blow commanded by the Engine Control Node through appropriate
canister valve, too 'it placed on the intake manifold.
- 36 - 1.4 16v MultiAir

Motorized throttle
The throttle body or motorized throttle, with throttle control of motorized and sensors
position, is used by the Node Engine Control Module with Magneti Marelli 8GMF MultiAir
adjust the amount of air drawn into the engine in special conditions:
• During recirculation of petrol vapor recovery

• For the oil vapor recovery from blow-by
• In phase cut-off throttle is still closed to facilitate the motor slowdown
• In recovery strategy, in case of breakage of the components of the module MultiAir.
The throttle body is equipped with two integrated potentiometers so that one controls the other and vice versa.
In case of failure of the two potentiometers, or in the absence of power, as a function of the position
of the accelerator pedal, the Node Control reduces engine torque:
• Fully depressed, cuts the power to one or more pistons, reaching a maximum
regime of 2500 rev / min.
• In the intermediate positions, cuts the power supply to one or more pistons, until reaching a
regime below 1200 revs / min.
Note: the replacement of the throttle body or the Node Control Engine injection or manifold
aspiration, seeking enforcement of a self-learning procedure.
Electrical connections
Pin 1 Massa motor throttle opening

Pin 2 Massa potentiometers TPS1 and TPS2
Pin 3 Positive 5V potentiometers TPS1 and TPS2
Pin 4 Positive motor throttle opening
Pin 5 Potentiometer signal TPS2
Pin 6 Potentiometer signal TPS1
- 37 - 1.4 16v MultiAir

Injectors
Are used by the Node Control Engine to inject the fuel in the intake ducts close
of the intake valves.
Are fixed in a specific slot formed in the intake manifold and facing to the ducts of the two
intake valves. Are united by a common supply pipe equipped with regulator
differential pressure
L 'electrical injector consists of:
• A central body, where is housed the control solenoid, connected to its own
connector,
• The overall shutter, sprayer,
• The seals, one located between the injector and the connection to the rail, the other placed between
injector and intake manifold
A reference mark for the correct orientation of the injector
•
The electro, are double jet (spray inclined to the axis of the injector), are specific
engine with 4 valves per cylinder, allow, in fact, to be able to appropriately direct the jets towards the
two intake valves.
Looking sprayer you can see several holes, these holes are 10 in total divided into two
5 cylinder banks, in practice there are ten small diffusion cones, which together form the two cones
diffusion addressed to the two intake valves.
The injectors are controlled with a command to ground from Node Control Engine so
sequenced. This means that the four injectors are controlled according to the sequence of
ignition of the cylinders.
The disbursement can begin for each cylinder already in their expansion phase until the suction phase already
started.
When the Node Control Engine closes the circuit to ground, the winding path is a
current, which creates a magnetic field which attracts the shutter allowing the passage to
fuel under pressure towards the sprayer.
The quantity of fuel injected depends on the opening time of the shutter, which in turn depends
from the time of supply of the electromagnet. This time, called the injection time is calculated from the
Motor Control node in the different operating conditions of the engine.
- 38 - 1.4 16v MultiAir

Electrical characteristics:
• Qstat = 230g / min @ 3.5 bar

• Bigetto (10 holes)
• Spray angle: alpha = 25 °, Beta = 14 °
• Resistance value of injector 12 Ohm
Injectors aspirated version
Even injectors aspirated versions implement the same strategies of turbocharged versions.
Are in manufacturing Bosch type EV14 with features:
Static load:
• Qstat = 125g / min @ 3.5 bar

• Spray angle: alpha = 22 °, 13 ° = Beta, Gamma = 5 °
• Injector resistance 12 Ohm
- 39 - 1.4 16v MultiAir

Exhaust Manifold
Engines with MultiAir technology have two types of exhaust manifold:
• For turbocharged have an exhaust manifold made of steel with special flange
for fastening the turbocharger (Fig. below)
• For aspirated engines have a manifold made of cast iron with a special attachment for the
catalyst. (Fig. Above)
- 40 - 1.4 16v MultiAir

Turbochargers
In adopting the system MultiAir engine are two types of turbochargers according to
Final power output; they are:
• Garrett A / R 46 in version 170 hp

• Garrett A / R 38 in the version of 135 hp
Connected to the exhaust manifold through the flange with four screws located accommodation turbocharger
fixed geometry production Garret type A / R 46, and 38 with the following characteristics according to the type of
Final power:
• For engines with 170 hp delivery Pmax 1.50 bar. The maximum temperature of the exhaust gases in
entry turbine must be 980 °. Maximum rotor speed 230,000 rpm.
• For engines with 135 hp delivery Pmax 1.00 bar. The maximum temperature of the exhaust gases in
entry turbine must be 980 °. Maximum rotor speed 230,000 rpm.
The lubrication of the impeller is through special pipes that deliver oil from the
head and back through the pipe directly into the base.
Protection thermal shock is avoided thanks to a pipe that puts in contact l 'accommodation
of the impeller with the water of the engine cooling circuit.
The circulation of the cooling liquid is not forced, but of a natural type.
- 41 - 1.4 16v MultiAir

Pressure regulating valve turbo
L 'turbo solenoid adjustment is controlled by the Engine Control Node, and is linked to the following
way:
• An outlet of a high pressure downstream of the impeller of the turbocharger,

• A link to the actuator of the waste gate
• A connection to the suction pipe located before the impeller of the turbocharger.
The Engine Control Node through the turbo pressure sensor measures the pressure
supercharging in all fields of operation of the engine, if this pressure exceeds predetermined values
Node Engine Control intervenes on solenoid valve feeding the electromagnet, which attracts to itself
a shutter, the free passage of the high pressure to the actuator allowing the waste
the opening. It is controlled by the PWM Motor Control Node.
Once the control action, the electromagnet is no longer powered and high pressure
discharges upstream of the turbo compressor.
1. Air outlet for waste gate actuator

2. Electrical connection (in the figure the connector is disconnected)
3. Incoming air from the compressor
4. Exhaust air in the suction
Particularities electrical
Winding resistance electromagnet 30 Ω ± 10% at 20
Pin1 command grounded by NCM

Pin2 12V
The control valve waste gate is placed on a suitable anchor point positioned behind the
radiator and possesses specific connector.
- 42 - 1.4 16v MultiAir

Features actuator
The pressure of the air on the inner membrane to 'actuator allows the movement of the valve
waste gate.
- 43 - 1.4 16v MultiAir

Solenoid Dump
The valve DUMP has the aim to prevent inside of the sleeve outlet is writing a
overpressure, during the release phase, such as to compromise the seal of the sleeve itself and that
to create water hammer going to affect the compressor wheel. The valve seat
is integrated (one piece) on the delivery pipe of the compressor and is positioned directly
the exit of the impeller. The valve communicates on one side with the delivery duct of the compressor,
the other with the intake pipe of the compressor and by means of wiring is connected to the NCM
with the aim to manage electronically the valve Dump. The NCM through this cabling runs
dump occurs when the valve is a cut off both when you reach the limits of pressure
overeating; precisely in order to download the overpressure present in the discharge of
compressor.
Electrical characteristics
Rated voltage: 12V

Min / Max voltage: 8V ... 16V
Current under 13V at 25 ° C: 1:03 +/- 0.05A
Current under 13V at -40 ° C: 1:36 +/- 0.07A
Resistance in parallel: 300Ω
Coil Resistance: 13Ω
- 44 - 1.4 16v MultiAir

Plant vapors blow / crankcase gases
The plant is used to decant and burn the vent gas from the crankcase. These gases are constituted by
mixtures of air, fuel vapor and flue gases trafilano by the rings of the pistons and vapors
lubricating oil.
The vent gas from the crankcase back to the cylinder head, and then are conveyed in a
separator (1) equipped with a membrane that allows:
• Condensation and vapor recovery

• The absorption of the vapors in the intake circuit for their combustion.
In particular, for the suction of the vapors, the plant has two pipes in turbo versions tablets and
an aspirated versions. A pipe is connected to the intake manifold (2), and the other
connected upstream of the turbocharger (3) allowing:
• In stage supercharging to send the gas through a duct that connects

immediately before the turbocharger.
• At idle or release through a duct that connects downstream of the butterfly.
- 45 - 1.4 16v MultiAir

Vacuum pump
For engines fitted with MultiAir module is provided to the application of the vacuum pump, the
purpose of creating (with engine running) depression required to operate the brake booster; a
which is connected via a pipe.
In case of failure dell''impianto depression (or with engine not running) are being enforced
operation dell''impianto brakes as it remains always operating the connection between the pedal
drive and pump the brake control.
Phase sensor
Located in the overhead hand vacuum pump looks at the tone wheel
tree distribution. The phase sensor is a sensor of the type greenhouse "Hall". A layer
semiconductor current flows, immersed in a magnetic field normal generates at its ends a
potential difference, known as voltage "Hall". The phase sensor is used by the Node Control
Motor jointly to the signal speed and T.D.C. to recognize the position of the cylinders and to determine
the point of injection and ignition.
Electrical characteristics
•Supply voltage 5V +/- 10%
•Maximum voltage 16V
•1 +/- 0.5 mm air gap
•Tightening screw 6 +/- 1.6 Nm
Pin 1 Mass
Pin 2 Signal
Pin 3 Power supply 5 V
- 46 - 1.4 16v MultiAir

Wideband lambda sensor
The new probe NTK ZFAS-U2 has a response time, compared to other wideband sensors,
even faster and more reliable. For the first time the ceramic heater and the sensitive element in
ceramic were assembled together in order to minimize heat losses and to make the
sensor operating very quickly. After just five seconds from the sensing element
reaches operating temperature, 10 seconds faster than the previous generation sensors.
Furthermore NTK has further improved the design of the sensor, so that it is more resistant to high
temperature and, therefore, be placed closer to the exhaust valves. The design technologically
Advanced protection tube allows greater resistance to thermal shock caused by splashing,
as well as to the harmful substances contained in the fuel or oil.
The sensor is located in the exhaust system, screwed to the exhaust pipe above the catalyst. The
connector with a seal restraint is connected to the system control unit, protected from water and with a
cable with a route which avoids possible contact stress.
If the sensor falls to the ground and must be replaced.
- 47 - 1.4 16v MultiAir

Structure and function of the probe to the titanium dioxide (abbreviation NTK)
1. Ingress Protection cables

2. Point of contact wires through "mechanical contact"
3. Absence of glass in the sensor sealing (sealing by means of talc)
4. New protective structure exhaust side
In this type of sensor, the ceramic element is produced with a technique of laminating layers
multiple containers in which the heater. The sensing element is protected against external damage
(Produced by shock) and by thermal shock by means of a protection tube in stainless steel, which is surrounded
in the exhaust gas.
Principle of operation of the probe to the titanium dioxide
1. Electrode platinum
2. Electrode platinum
3. Fumes
The electrical resistance of the titanium dioxide varies proportionally to the partial pressure
oxygen in the gaseous mixture. In the case of excess oxygen, the titanium dioxide reacts and
becomes less conductive. If the fraction of oxygen is less than (λ <1), the titanium dioxide becomes
better conductor. The probes titanium dioxide, react to temperature changes in
particularly rapidly and the operating temperature of these probes is between 200 and 700 ° C.
The probe can be damaged as low as 850 ° C.
- 48 - 1.4 16v MultiAir

1. Case of exhaust gas rich air:
The cell pumping takes a certain amount of oxygen from the measuring chamber to download
outside "current pumping positive".
1. Exhaust gas rich d 'Air

2. Measuring chamber
3. Fumes
The exhaust gases when they enter the measuring chamber have λ> 1.
Therefore, to maintain λ = 1 in the measurement chamber, it is necessary to apply a pumping current
positive.
As the pump current is positive, the same removes the excess of O2 from chamber
measurement and sends to the exhaust gas.
2. Case of exhaust poor air:
The cell pumping sends oxygen to the measuring chamber "pumping current negative".
1. Gas exhaust poor Air

The exhaust gases when they enter the measurement chamber have λ <1.
Therefore, to maintain λ = 1 in the measurement chamber, it is necessary to apply a pumping current
negative.
As the pumping current is negative, the same removes the oxygen O2 from the exhaust gas and sends
the measurement chamber.
- 49 - 1.4 16v MultiAir

Sensor structure
1. Form creation signal current pumping Ip

2. Form creation voltage control signal Vs
3. Additional module for reference current O2
4. Module power heater
5. 450mV reference module
Reference values for the voltage Vs and current Ip
the particularities of the sensor are:
• Section layered
• Activation speed very high
• Contact points of the mechanical type
• Low power
SEZ. B-B
- 50 - 1.4 16v MultiAir

1. Electrolyte Titanium dioxide TiO2,
2. Electrode
3. Porous layer
4. Step diffusion
5. Alumina Al2O3
6. Cavity Gas Control (Measuring chamber)
7. reference electrode O2
8. Layer trap impurities
9. Restraining layer
Measurement of wealth by the probe
Legend
1. Pin 1 gives the current potentiometer (brown / orange)

2. Pin 2 is connected to the virtual ground (gray / yellow)
3. The pin 3 is connected to the negative heater (brown / yellow).
4. The pin 4 gives the value of current pumped (brown / green)
5. Pin 5 to the positive (V bat) of the heater (blue / white)
6. The pin 6 provides the voltage to the measuring chamber. (White / blue)
7. Cell pumping
- 51 - 1.4 16v MultiAir

The application of the voltage Vs to the electrodes of the pumping cell pumping allows
the oxygen content in the exhaust gases to pass through the ceramic and to penetrate into the chamber
measuring or get out.
An electronic circuit in the engine control unit adjusts the voltage Vs applied to the pumping cell,
so that the composition of the exhaust gas in the measurement chamber remains at a constant value of
λ=1
Technical features:
• Rated voltage heater power: 12 V

• Power loss at 12V 12W
• Resistance heater 2,5Ω ... 4,0Ω
• Exhaust temperature: 750-950 ° C
• Activation time: 8 sec
• Electrical Connectors: 6 pole
• Value allowable voltage to the cell pumping Ip (-2.0V ... 2.5V) with
Lambda> 0.75 and the value of the measurement chamber Vs 450mV
Type of output signal
Voltage signal variable according to the characteristics of the exhaust gas and
increases / decreases in engine speed; signal peaks are disorders.
Measurement mode
In order to withdraw the output signal is necessary to keep the power from the controller. Given the
type of signal, in order to be able to view the Examiner must have with SAM module
(For Examiner Smart).
Prepare the Examiner as a voltmeter and capture the signal for a time of about 30 seconds.
Connections to NCM:
• pin 1 connector pin 64 e.c.u. A side;

• 2 pin connector with 65 pins e.c.u. A side;
• 5-pin connector with power supply from main relay;
• 6-pin connector with 87 pins e.c.u. side A.
- 52 - 1.4 16v MultiAir

Oxygen sensor type Lambda downstream catalyst
1. Connecting element
2. Protective sleeve
3. Element planar sensor
4. Ceramic tube support
5. Headquarters of the probe
6. Ceramic seal
7. Protective tube
The operation of the oxygen sensor is based on the principle of an oxygen concentration cell with
solid electrolyte.
The surfaces of the measuring cell are coated with a microporous layer of noble material.
1. Side exposed to the exhaust gases

2. Side exposed to the atmosphere
3. Resistance Heater
4. Heads of the probe where it generates the potential difference
The lambda probe downstream of the catalyst is of type NGK NRS 2 The lambda sensor is used by the
Node Control Engine to check the working status of the catalytic converter. (Post Cat)
Features and Operation
The lambda probe, placed in contact with the exhaust gas, generates an electrical signal, the value of which
voltage, dipendedallaconcentrazionediossigenopresenteneigasstessi.
The lambda probe heating is managed by the Engine Control Node injection
proportionally to the temperature of the exhaust gas. This avoids thermal shock of the ceramic body
due to contacts with the condensed water, present in the exhaust gas in a cold engine.
The measuring cell and heater are integrated in the element ceramic "planar" (layered) with
the advantage of obtaining a rapid heating of the cell, so as to permit control in the "closed
loop "(Lambda = 1) within 10 seconds after the engine.
Electrical characteristics of the heater
Rated voltage 12V

Maximum voltage 14V
Rated power 7W
6 ohms resistance at 20 ° C
Maximum current 2.1 A at 13 V
- 53 - 1.4 16v MultiAir

• pin 1 connector pin 63 e.c.u. A side;
• 4 pin connector with power supply from main relay.
Engine rpm sensor
MultiAir engines there is a new engine rpm sensor to "hall effect". Its function remains
the traditional one, with the possibility, in addition, to store in the stopping phase motor position
end of the phonic wheel integral with the 'crankshaft.
In this way all 'next start (remember the' last known position during 'arrest
previous engine) decreases the start time.
Electrical characteristics:
• Supply 5 Volt
• Air gap from 0.2 to 1.5 mm
• Current 10 mA
• Signal In frequency square wave variable
(Frequency of 0 to <= 10 Khz with voltage 0.4 Volt at <5 volts)
- 54 - 1.4 16v MultiAir

Support Oil Filter
The lubrication system is equipped with the integrated oil filter for specific versions MultiAir
called Green Filter, the device is mounted in place of the cartridge motor oil:
The system is composed by:
• A cup containing an oil filter cartridge with high filtering power, the cup is closed by a
plastic plug
• A heat exchanger type modine
The oil flowing from the pump to the oil filter, where, passing through the filter is purified from possible
impurities, which may be very harmful, especially to the turbocharger, therefore, falls within the
motor.
The oil pressure switch is mounted on the filter support oil pump as in versions
aspirated. On oil filter system, is the connection for the pipes that deliver oil to the turbo direct
compressor. The turbo compressor oil flows through special pipe, which connects to
system oil filter, oil flows back from the latter in the cup after passing from the crankcase.
The connecting pipe from the system to the crankcase oil filter has the task of collecting the oil
the turbocharger and the oil filter system when replacing the oil filter cartridge.
For cooling the engine oil is provided a pipe connected directly to the thermostat,
hence the coolant reaches the heat exchanger integrated in the system Modine
oil filter and flows back after having transited through a special pipe connected to the pipe
main recirculation.
The pipe couplings of the integrated oil filter are provided with copper gaskets that need to be
replaced whenever the tubes are removed.
- 55 - 1.4 16v MultiAir

Schema information in entry / exit from the Node Control Engine
Legend:
1. Signal inputs NCM

2. Output signals NCM
3. Accelerator pedal sensor
4. Brake pedal sensor
5. Clutch pedal sensor
6. Dump Valve
7. Coolant Temperature Sensor
8. Phase sensor
9. Boost pressure sensor
10. Throttle
11. Air pressure sensor and temperature
12. Canister valve
13. Oil pressure switch
14. Detonation sensor
15. Rpm sensor
16. Fuel pump submerged in the tank
17. Waste management valve-gate
18. Linear probe
19. Lambda probe
20. Ambient pressure sensor integrated in NCM
21. CAN interface (NBC- NQS- DNA)
22. Engine oil temperature sensor
23. Solenoid valve MultiAir
24. coils
25. air filter
26. intercooler
27. Carbon filter
28. Catalytic converter
29. Turbocharger
30. Injectors
- 56 - 1.4 16v MultiAir

Engine Management
The Engine Control Node type Magneti Marelli 8GMF with motorized throttle, based on control
of the drive torque through the 'supply solenoid valve VVA strategies for raising
Intake valve MultiAir by module. Belongs to the category of integrated systems
ignition and electronic injection-type sequence and at. The memory of the Node Control
Motor is of the "flash EPROM. ' that is programmable from the outside without intervening sull'hardware.Il
Motor Control node has the function to manage the engine and the installations connected to it and is
positioned directly in the engine compartment and is able to withstand high temperatures.
Operating strategies
The main functions of the system are mainly the following:
1. Recognition Alfa Romeo CODE

2. Checking fuel pump
3. Recognition of the position of the cylinders.
4. Strategy starter motor
5. Control of a cold;
6. Management of torque
7. Management Module MultiAir valve VVA
8. Management of idling
9. Adjusting injection times;
10. Control of enrichment in acceleration;
11. Cutting fuel being released (cut-off);
12. Adjusting ignition advance;
13. Knock control
14. Control of supercharging
15. Control of the maximum speed motor;
16. Control combustion with oxygen sensor;
17. Control electric fan motor cooling.
18. Control of the air conditioning.
19. Cruise control
20. Emission control systems
21. Self-diagnosis and recovery;
22. Self-adaptation
- 57 - 1.4 16v MultiAir

The essential conditions that must be met in the preparation of the mixture
air / fuel for the smooth operation of spark ignition engines, are
mainly:
Control of the dispensing
The "metering" (air / fuel ratio) should be kept as constant as possible close to the
stoichiometric value, the "homogeneity" of the mixture, consisting of gasoline vapor, diffused into the
more finely and evenly as possible. In order to ensure:
• The need for rapid combustion, avoiding unnecessary fuel consumption or emissions
excessive exhaust
• The integrity and efficiency of the catalyst over time.
To calculate the air / fuel ratio Node Control Engine uses a measuring system type
indirect type "SPEED DENSITY-LAMBDA"., or angular velocity, air density
sucked and control of the mixture (feedback control).
In practice, the Node Control Engine uses data ENGINE RPM (revolutions per minute) and
DENSITY 'AIR (pressure and temperature) to measure the amount of air sucked by the engine.
The amount of air aspirated by each cylinder, for each engine cycle depends, besides on the density
Intake air, also from the unit displacement, volumetric efficiency, from overeating,
from 'intake valve lift due to the module MultiAir and the temperature of the' oil that enters
in the form.
For air density, we mean that the air sucked by the engine and calculated as a function of
absolute pressure and temperature, both detected in the intake manifold.
Note: this calculation also contribute the value of the environmental pressure and pressure turbo.
For volumetric efficiency means that parameter relative to the coefficient of filling of the cylinders
detected based on the experimental tests made on the engine with MultiAir module in the entire field of
operation and subsequently stored in the Engine Control Node.
Determined the amount of air intake, the Node Control Engine provides the amount of fuel in
Depending on the title of the desired mixture.
The pulse injection end or timing of delivery is contained in a map stored in the Node
Motor Control and is variable as a function of engine speed and manifold pressure
suction.
In essence it is the processing that the Node Control Engine executes for controlling the opening
sequential and phased of the four injectors, one per cylinder, for a period strictly necessary to
form the air-fuel mixture closer to stoichiometric ratio.
The fuel is injected directly into the manifold in the vicinity of the intake valves to
a constant differential pressure of 3.0 bar.
Being the engine management system, a system based on the amount of torque management
fuel is calculated taking into account the factors that determine the increase or decrease of
couple itself, subject to the concept previously exposed on the calculation of the ratio
air / fuel. Other sensors in the system (accelerator liquid temperature
coolant, intake valve position, throttle, battery voltage, oil temperuta
engine etc.) allow the Node Control Engine correct the basic injection time for all
operating points of the engine.
Sensors:
• sensor "combined" for the measurement of pressure and temperature in the intake manifold (pin
7, 24, 55, 57 of the connector 60 routes in the control unit 8GMF);
• wideband lambda sensor upstream catalyst for the reading of the mixture ignited (pin 51,
64, 65, 86, 87 of the connector 94 in the controller routes 8GMF);
coolant temperature sensor (39-pin connector to 60-way in the ECU 8GMF);
•
Actuators:
•Electroinjectors (pins 3, 4, 18, 19 of the connector 60 routes in the control unit 8GMF);
- 58 - 1.4 16v MultiAir

Ignition system
The ignition circuit is inductive discharge static type, that is, without the high-voltage distributor
with power modules located inside the Engine Control Node injection-ignition.
The primary winding of each coil is connected to the power contactor (so it is powered by the voltage
battery) and to the pins of electronic control unit for the ground connection.
The command, as in the case of fuel injection is sequential phased.
The Engine Control Node, after the start-up phase, manages the advance base made from special
mappings according to:
• Speed of rotation of the motor

• Absolute pressure value (mmHg) detected in the intake manifold.
• Engine temperature
• Engine oil temperature
The ignition advance is corrected, as in the case of fuel injection, by the strategy
torque management.
The candles of the cylinders are connected directly to the terminals of the secondary coils (one for
candle).
Sensors:
•Rpm sensor (pin 14, 29 of the 60-way connector on the controller 8GMF)
•Phase sensor (27-pin connector to 60-way in the ECU 8GMF).
•Detonation sensor (pin 9, 10, 11 of the connector 60 routes in the control unit 8GMF);
Actuators:
•Ignition coils (pins 1, 2, 16, 17 of the 60-way connector on the controller 8GMF);
Self-learning
The Node Control Engine implements the logic of self-learning in terms of:
Removing / installing or replacing the Node Control Engine injection

Cut reattachment or replacement throttle body
The values stored by the Engine Control Node are kept in battery disconnected.
Recognition Alfa Romeo CODE
The Engine Control Node when it receives the signal key on "MAR" sends the request of
unlocking the Node Body computer (required IMMO code), if the ignition key is
recognized, the Body Computer Node responds (IMMO code) allowing the Node Control Engine
to run the engine to start.
The communication between the two nodes is only via the line C-CAN.
Checking the fuel supply - the fuel pump.
The Node Control Engine powers the pump:
• With key to MAR for 0.8 sec.

• With key on AVV and engine speed> 20 rev / min.
The Node Control cuts power to the electric motor:
• With key to STOP

• With engine rpm <40 r / min.
- 59 - 1.4 16v MultiAir

The fuel feed system with recirculation provides a pressure differential petrol
constant of 3 bar.
Recognition of the position of the cylinders
The signal phase motor, in conjunction with the signal of engine revolutions and the top dead center (TDC),
allows the Node Control Engine to recognize the sequence of the cylinders in order to implement the command
injectors and coils in timed sequential mode.
The signal is generated by a Hall effect sensor, positioned in correspondence of the encoder wheel
obtained on the motor shaft.
Strategy starter motor
Start-ups Node Control Engine detects the water temperature and engine oil and establishes the
control valves VVA, form the throttle body, the injection time and the ignition advance
suitable.
Exceeded the threshold of 20 RPM, and recognized the motor phase Node Control Engine controls the
injectors and coils in timed sequential mode.
The sequential phased in starting mode is used in order to reduce emissions
unburned hydrocarbons to the exhaust.
In case of lost goodwill Node Engine Control reduces the amount of fuel by means of a
multiplicative factor in order to prevent the possibility of flooding the engine.
Control of a cold
Under the conditions of cold start occurs:
• A natural weakening of the mixture caused by a bad turbulence of the particles of

the fuel at low temperatures
• Reduced evaporation of the fuel.
• A condensation of the fuel on the inner walls of the intake ducts
• A higher viscosity lubrication oil.
The Node Control Engine recognizes this condition and corrects the injection time according to:
• Coolant temperature.
• Intake air temperature
• Battery Voltage
• Number of revolutions of the engine.
The ignition advance is a function of the number of revolutions and the oil temperature and the liquid
cooling the engine.
The speed decreases proportionally with increasing temperature until engine
obtain the nominal motor thermally fully warm.
Torque control
The Node Control Engine, to manage the various operating strategies, is based on the control of
torque produced by the engine.
The Node Control Engine detects the torque demand by the user, through the pedal
accelerator and after performing the calculations acts accordingly on advances ignition,
on the opening of the throttle valve, the control of the intake valves and the timing of injection.
- 60 - 1.4 16v MultiAir

There are five main tables to calculate the torque of the engine and are in detail:
• Calculation table at low loads

• Calculation table to average loads
• Calculation table at medium / high loads
• Calculation table to high loads
• Calculation table in reverse
When in "Dynamic" are considered five other calculation tables

which are:
• Calculation table at low loads with "Dynamic" active

• Calculation table to average loads "Dynamic" active
• Calculation table at medium / high loads "Dynamic" active
• Calculation table to high loads with "Dynamic" active
• Calculation table in reverse with "Dynamic" active
Evaluation of torque
The required torque is produced by the engine and transmitted to the wheel via the kinematic chain of
transmission (clutch, gearbox, axle shafts, etc.).
The total engine / transmission, is then interpreted as a system having the input
output torque due to the combustion of the air-fuel mixture, and, in output, a series of
kinematic quantities of interest such as:
• The angular velocity of the crankshaft and the flywheel.

• The speed and angular acceleration of the wheel, linked through a proportionality factor
longitudinal velocity and acceleration.
Example of powertrain
Legend
1. Engine
2. Change
3. Hub
4. Asphalt / inertia car
5. Tire sidewall
6. Damper
7. Anchors wheel
8. Slips
9. Shaft
- 61 - 1.4 16v MultiAir

The generation of torque by the engine can be decomposed in two modes:
• Generation of torque so fast, only varies the ignition advance.

• Generation of torque in a slow, time varying degrees of power and VVA
opening of the intake valve.
Strategies 'driveability' ", are aimed at the reduction of the longitudinal oscillations,
without introducing excessive delays between the torque demand and its effective implementation.
In practice, a request for acceleration / deceleration by the user or by the internal functions
Node Control Engine is first translated into a torque demand, and further a request for
pair fast or slow torque.
The couple quickly once converted will be translated into a value of ignition advance.
The pair slow, however, will allow to define the feeding time and the degrees of opening of the VVA
Intake valve.
The estimate of the intake air allows the Node Control Engine to calculate the amount of gasoline and
therefore the opening time of the injectors.
Adjusting injection timing
The Node Control Engine calculates the opening time of injectors and commands them with extreme speed
and precision according to the motor point (speed and air flow rate) determined by the demand for
torque.
The injection being of the type sequential and timed for each cylinder takes place in correspondence of the
injection point optimal "start injection", maintaining a fixed point "injection end".
The air flow is calculated taking into account the following parameters:
• The detected pressure in the intake manifold,

• The air temperature in the intake manifold
• Time Power VVA and degrees of intake valve opening
Also contribute, as correction factors to calculate the flow rate, the information:
• Pressure sensor detects pressure turbo

• Environmental pressure from the sensor in the Node Control Engine.
Control of idling
The Node Control Engine recognizes the condition of minimum through the position "release" of the
accelerator pedal.
The Engine Control Node to control the idle speed, depending on user input and
signals brake pedals - clutch, pilot power of the VVA.
The idle speed is expected to warm 750 ± 50 rev / min.
Electrical balance
The Node Control Engine implement the strategy for balancing electric, taking into account the
battery voltage.
When the battery voltage decreases with derivative greater than a calibratable threshold, the minimum
objective is increased (ramp).
- 62 - 1.4 16v MultiAir

Control of enrichment in acceleration
In this phase, the Node Control Engine provides for activating the control strategy pair
appropriate to obtain the maximum possible torque as a function of the signals from the following
components:
• Potentiometer accelerator pedal.

•Rpm sensor and PMS
The basic injection time is increased as a function of:
• Temperature of the engine coolant, power VVA

• Increased pressure in the intake manifold.
Note: in the management ASR and VDC is required to Node Control Engine to reduce the torque and then
the injection time in combination with an action on the VVA and the ignition advance.
Cutting fuel being released (CUT-OFF)
Node Control Engine during release of the accelerator pedal and beyond a threshold of engine rpm
pre:
• Off the power to the electronic

• Reactivates the power to electro to 1200rpm in the march, and in the other 1000rpm
marches. Lacking the power supply, the speed drops more or less quickly in
depending on the condition of the vehicle. Before reaching the idle speed
is verified the performance of the descent of the number of revolutions, if it is higher than a certain
value, is partially reactivated the fuel supply to have a
"Accompanying soft" engine to idle speed.
The thresholds of resupply and cutting fuel vary depending on:
• Engine coolant temperature

• Vehicle speed
• Engine rpm.
Strategy driveability car
Strategies driveability, includes all those actions carried out by the Engine Control Node aimed at
make longitudinal oscillations caused by the dynamics of the car in the transient, the sweetest and
progressive, so as to make the use of the car as comfortable as possible.
Note: For transient means accelerations and decelerations more or less abrupt, due to the action
the accelerator and gear changes.
The Node Control Engine recognizes the transient acceleration and deceleration by:
• The accelerator pedal sensor

• The switches clutch and brake pedal,
Then spoke on the torque management, adapting it through calculation modules called TIP-
TIP-UP and DOWN.
Depending on the situation the Node Control Engine works by setting a torque control fast,
acting on the ignition advance, and if there is not enough of a torque control slow acting
feeding of the VVA and consequently on the time of injection.
- 63 - 1.4 16v MultiAir

Adjusting ignition advance
The Engine Control Node, thanks to a mapping stored in its interior, is able to calculate
the ignition advance as a function:
• Engine load (minimum, choked, full, according to the number of revolutions and the air flow rate).
• The intake air temperature
• The engine coolant temperature.
You can selectively delay the ignition cylinder that requires it, recognized by the
combination of the value recorded by the speed sensor and the data of "phase."
Knock control
The Node Control Engine detects the presence of the phenomenon of detonation (knock), via
processing the signal from the respective sensor.
The Node Control Engine constantly compares the signals from the sensor with a value of
threshold, which in turn is continually updated to take account of the noise of the base and
aging of the engine.
The Engine Control Node is thus able to detect the presence of detonation (or incipient
detonation) in each cylinder, and provides for reducing the ignition advance on the cylinder
concerned (at step 3 ° up to a maximum of 6 °) until the disappearance of the phenomenon. Subsequently,
the advance is gradually restored to the base value (in steps of 0.8 °)
Under conditions of acceleration, a higher threshold is used, to take account of
increased engine noise in that condition.
The control logic of the detonation is also equipped with a self-adaptive function, which
memorises the reductions of the advance that recur with continuity, so as to
adjust the mapping to the different conditions in which they came to find the engine.
Turbo pressure management
The control unit directly controls the motor torque, taking account also of the turbocharger,
directly driving the actuator of the wastegate turbocharger unit so as to achieve
mapped to a target pressure in the intake duct, according to:
• Motor point
• Ambient pressure.
• Pressure turbo
In particular, when the desired boost pressure exceeds a threshold calculated, the Node Control
Motor starts to modulate the flow of exhaust gases on the turbine through the waste gate. In this way
introduce an negative feedback which ensures the stability of the system (inherently unstable).
A matches the desired pressure boost, power is calculated that serves to the compressor
obtain it. This power must be supplied by the turbine. The exhaust gas stream is modulated to
ensure the achievement of such power.
Management solenoid DUMP (shut-off)
In systems with turbocharger when you close the throttle abruptly (in releases although
equipped with module MULTIAIR) is formed an overpressure in the duct upstream of the butterfly
which tends to slow the compressor impeller by establishing strong vibrations and noise.
Dump valve allows air circulation, from downstream to upstream compressor, reducing the pressure
in the duct. The Engine Control Node directly controls the pressure of the duct, commanding
the implementation of the dump valve, in accordance with:
• Motor point
• Atmospheric pressure.
• Pressure turbo
- 64 - 1.4 16v MultiAir

The following sensors and actuators involved in the management of supercharging:
Sensors:
• Accelerator pedal (pin 36, 37, 53, 55, 61, 83 of the connector 94 in the controller routes 8GMF);
• Brake pedal (62 pin connector to 94-way in the ECU 8GMF);
• Clutch pedal (pin 25, 84 of the 94-way connector on the controller 8GMF);
• Potentiometer motorized butterfly (pins 6, 25, 43, 45, 59, 60 of the connector 60 routes in
8GMF unit);
Boost pressure sensor (pin 58 of connector 60 routes in the control unit
• 8GMF);
VVA oil temperature sensor (40-pin connector to 60-way in the ECU 8GMF);
•
Actuators:
• Potentiometer motorized butterfly (pins 6, 25, 43, 45, 59, 60 of the connector 60 routes in
8GMF unit);
• Solenoid VVA (pin 31, 32, 33, 34, 46, 47, 48, 49 of the connector 60 routes in the control unit
8GMF);
Waste-gate (pin 15 of connector 60 streets in the ECU 8GMF and 8 pin connector to 94-way
•
in the control unit 8GMF)
Dump-valve (52-pin connector to 60-way in the ECU 8GMF)
•
Checking the functionality Normal / Dynamic (overboost)
Acting on the hand lever Dynamic / Normal / All-weather, in addition to the differentiated management of driving
electrical, and funsioni VDC, is obtained inserting the Overboost function.
The Manettino "DNA" is connected online to the discrete Node Body Computer, then the information of the
selected program will be made available to the Node Control Engine via C-CAN network.
To manage the overboost function, the Node Control Engine takes into account primarily
the position of the accelerator pedal and acts accordingly solenoid on waste management
gate, by adjusting the pressure of the turbocharger and acting on the law of supply VVA.
Features dell'overboost
The conditions for entry into overboost (in Dynamic) are defined by the position of the pedal
accelerator, (torque demand by the user), equal to the maximum and for a maximum time of
80s,
Note: the management dell'overboost should not be understood as a pressure which causes damage to the
turbine, but as the possibility of having pressure higher than the maximum power, in that
time.
Recovery supercharging
During the increase of the supercharging pressure in the transient acceleration if the
difference between the target pressure and the detected pressure is greater than 200 mbar, the throttle is
closed.
If there is an error on the accelerator pedal or throttle actuator is activated a limitation
the boost pressure.
To ensure protection of the turbine Node Control Engine currency, using a model
calculation mapped, the value of the temperature of the exhaust gases, since an excessive increase of the
temperature could generate a possible damage to the turbine.
- 65 - 1.4 16v MultiAir

Control of the maximum speed
The control of the maximum number of revolutions is performed by the control unit, limiting the engine torque
As a first action Node Control Engine makes a cut on the provision of fuel acting
on the timing of injection.
If it is not enough action on injection times Node Control Engine changes the times
power of the VVA and door in closing the motorized throttle.
The maximum speed is 6500 rpm.
Control combustion with oxygen sensors
In systems EOBD oxygen sensors, are located upstream and downstream of the catalyst.
The probe pre-catalyst determines the control of the title called 1st loop (closed loop of the
upstream probe).
The probe post-catalizzaore is used for the diagnosis of the catalyst itself and to modulate
finely control parameters of the 1st ring.
In this adaptivity of the second ring has the aim to recover both the dispersions of
production, both the slow drifts that the response of the probes pre-catalyst can report to
the face of aging or poisoning.
Sensors:
•Oxygen sensor downstream catalyst (pin 63, 77, 85 of the 94-way connector on the controller 8GMF);
•Sensor vacuum brake booster (27 pin connector to 94-way in the ECU 8GMF)
Actuators:
•Warning light anomaly motor control on the dashboard;
•Audible alarm
Compensation strategy of the fuel injection time.
Calculation of the parameter K of the time correction of the fuel injection.
Legend
V voltage Lambda probe
G rich field
M field skinny
K correction parameter
A; B; C; D variation points
In order to reduce polluting emissions, the Air / Fuel ratio of the mixture which feeds
the motor is controlled by a parameter, called K, which changes the time of
Fuel Injection.
- 66 - 1.4 16v MultiAir

This parameter is calculated, with an appropriate algorithm, the ECU considering only
transitions rich / lean and lean / rich voltage probe.
Note: Node Control Engine executes the diagnosis on the oxygen sensor.
Control electric fan cooling radiator
The Node Control Engine running the coolant temperature controls

inserting electric fan:
• Temperature insertion 1st speed 97 ° C with hysteresis of about 5 ° C.

• Temperature insertion 2nd speed 102 ° C with a hysteresis of about 5 ° C
There is a further control signal (pressure sensor linear), which inserts the electric fan in
1st or 2nd speed, depending on the pressure of the refrigerant gas, with air conditioning system
inserted.
The Engine Control Node, in the absence of the signal coolant temperature, implements
recovery function by inserting the second speed electric fan until the disappearance of the error.
Control oil pressure sensor
For the purposes of the integrity of the engine requires that the lubricating oil pressure never drops
below certain values, sufficient to ensure a complete spraying of the engine in all
parts that need lubrication. There is a specific switch, pressure sensitive
oil, which, when the pressure is insufficient, it signals to the control unit
motor status of low oil pressure.
Sensors:
•Pressure sensor climate system (pin 38, 42, 82 of the 94-way connector on the controller
8GMF)
Actuators:
•Canister solenoid (pin 53, 54 of the 60-way connector on the controller 8GMF);
•Climate compressor relay (pin 35 of the 94-way connector on the controller 8GMF);
•Engine cooling fan relay (pin 32, 33 of the 94-way connector on the controller
8GMF);
•Fuel pump relay (pin 94 of the 94-way connector on the controller 8GMF);
•Engine oil pressure switch (44-pin connector to 60-way in the ECU 8GMF)
Connection with the air conditioning system
The air conditioner is always operated in torque control. The torque required by the user is
added to the torque required by the air conditioner, if the result is less than a threshold calibrated in
the engine rpm is enabled by the air conditioning, but if the result is
greater than a threshold calibrated according to the engine speed and at the same time the speed is
less than a minimum value of 10 km / h, calibrated then disables the operation of the
conditioner.
The Engine Control Node momentarily interrupts the power supply to the compressor:
• Start-ups
• Disinserendolo with engine temperature> 115 ° C and is reactivated with a hysteresis of 5.3 ° C
• At pickup with accelerator fully depressed.
- 67 - 1.4 16v MultiAir

Control Cruise Control
The cruise control system is fully managed by the Engine Control Node in the following ways.
Note the speed the car is a information found via the network C-CAN
Storing the selected speed
To enable the operation of the cruise control is necessary:

operate the 'toggle switch to ring in the ON position;
bring the car to the desired speed; please note that the cruise control can only be activated for
speed exceeding 40 km / h. And '' recommended add marches greater than or equal to the fourth and
road conditions that maintain security with the set speed.
Push lever Column Switch to the 'up to increase the speed it is a lever return
Automatic (unstable).
Release the accelerator pedal and leave the system directly;
On the instrument panel will light the lamp steady light in accordance with the signal from the
Node Control Engine Management engine, via the CAN network, indicating the operating status of the
Cruise Control. Shutdown will indicate the deactivation of the system.
Change the stored speed
If you want to vary the speed of the vehicle must be stored:
Speed increase:
Push the lever to the 'high: it generates a ramp acceleration constant slope and
programmable;
the release lever (automatic return), the system maintains and stores the new speed reached
from the car.
Decrease speed:
Push the lever down: obtained the reduction of car speed from the set
previously from Cruise Control, release the lever and the system will keep the new speed
reached by car.
The Cruise Control system can work nell''intero range of rpm allowed the engine.
Function button resume
This function allows, by pressing the relevant button, to bring back the car
top-speed value stored, if for particular conditions (eg drive
clutch or brake) cruise control was switched off.
Deactivating cruise control
Cruise Control is deactivated dall''utente by:
• Drive dell''interruttore to dial to OFF

• Turning off the engine;
• Actuation of the brake pedal or clutch (in these cases remains stored
the 'ultimate speed reached, callable by pressing the Resume button).
Vehicle speed less than the minimum allowed (about 40 km / h) or greater than the maximum value
•
allowed.
If the lever is operated without the 'use of the clutch, is lacking consistency between rounds
engine and vehicle speed; in all these cases the pressure of the Resume button allows to reactivate the
system.
- 68 - 1.4 16v MultiAir

Dell''acceleratore drive with Active Cruise Control: pressing the 'accelerator (such as a
overtaking) Cruise Control allows a temporary increase in speed because the car is
off momentarily, but as soon as the 'action on the accelerator pedal stops the' action the
system reactivates the speed setting stored.
The recognition of the gear position is performed by comparing the speed with the car
engine speed clutch engaged.
The cruise control is automatically deactivated if:
• Un''accelerazione occurs above the limit calibrated (eg a steep descent);
• There is a deceleration exceeds limit calibrated (eg working on the lever

selection gears without using the clutch).
The system automatically switches off anyway when the signals used by the logic of the
Cruise are incorrect because the result of defective components:
vehicle speed sensor;
• Potentiometer accelerator pedal;

• Plausibility brake switch;
• Plausibility clutch switch;
• Plausibility switch and Cruise Resume button;
• Cruise and plausibility switch lever positions in an increase or decrease speed.
Emission control system
The emission control system includes devices responsible for reducing emissions harmful
in the atmosphere.
The main emissions caused by car are:
• Exhaust emissions
• Vapor emissions / crankcase gases
• Emissions of fuel vapors from the power supply circuit
Exhaust emissions are limited through the three-way catalyst, which is managed through the
two oxygen sensors, one upstream to get the optimum stoichiometric value in order to improve the
yield of the catalyst, and downstream to control the efficiency, (see strategies EOBD).
To ensure smooth operation and durability of the catalyst Node Engine Control Currency
by means of a calculation model mapped to the value of the temperature of the exhaust gas
Emissions of vapors / gases from the crankcase are managed by the vapor recovery system
Note: the system is not managed by the Engine Control Node.
Vapor emissions from the fuel supply circuit, are managed through
the anti-evaporation plant, the plant is equipped with a solenoid valve controlled by the Node Control
Engine.
The canister valve allows the washing of the activated carbon filter in order to avoid its saturation and
thus the emission of hydrocarbons (gasoline vapor) that are formed in the tank,
especially when the outside temperature is high, or during strong shaking of the car.
The opening of the valve allows, using the vacuum in the intake manifold, the passage
of fresh air (derived from the outside) through the filter so as to withdraw the gasoline vapors,
then placing them in the intake manifold, and then made vacuum by the engine.
This operation involves an heeling of the title mixture which is compensated by the
control unit (control title mix).
When washing canister are disabled adaptive parameters.
- 69 - 1.4 16v MultiAir

Washing CANISTER occurs under the following conditions:
• At minimum: the washing is done periodically.

• At certain points the engine, choked
As an example is shown in partial load operation taking into account the areas of the
NEDC.
• On the third flight of the 1st subcycle urban

• The second and third ramp of 2 ° subcycle urban
• Practically over the cycle EUDC
Throughout the cycle, the wash is inhibited in gear changes and in the cut-off.
Self-diagnosis and recovery
The system of self-diagnosis of Node Control Engine controls the correct operation of the system and
report any anomalies by means of a warning light (MIL) on the instrument panel with color and
ideogram standardized by European legislation.
This LED indicates there is fault management engine, that the anomalies detected by the strategies of
EOBD.
The logic of operation of the lamp (MIL) is the following:
With key on march the light comes on and stays on until the engine start occurred; the
self-diagnosis system of Node Control Engine checks the signals from the sensors
against outputs permitted limit.
Fault signaling engine is started:
• If the light stays on at engine start occurred indicates the presence of a

error stored in the Engine Control Node
• Reporting faults during operation:
• the warning light flashing indicating the possible damage to the catalyst
the presence of Misfire (misfire).
the light to steady light indicates the presence of errors or mistakes engine management
• EOBD.
The Node Control Engine defines each time the type of recovery as a function of
• components failure.
The parameters of recovery are managed by the components not damaged.

Recovery strategies that can be implemented by the Engine Control Node are:
• Limp home following error throttle body.

• Limp home following error accelerator pedal.
• Overeating
• Valves VVA
• Oil temperature sensor
• During the increase of the supercharging pressure in the transient acceleration if the
difference (target) - (read)> 200mbar is closed butterfly.
If there is an error on the accelerator pedal or throttle actuator and / or valve VVA exists
• limitation on the boost pressure.
Learning
The operation of an internal combustion engine, in its life cycle, depends on many factors
"Interior" (intrinsic friction of the engine running conditions, routine maintenance or
extraordinary) or "external" (drifts functional components, be they sensors or actuators).
- 70 - 1.4 16v MultiAir

The engine control unit not only has to ensure the rated operation of the motor
coping with the normal dispersion characteristics between all of its components, but must also
also "chase" the physiological aging of the engine components and engine control
To do this, there are specific areas of memory in which the control unit stores "stably" the
actual characteristics (not just nominal) operating numerous sensors and actuators
in the form of "adaptive parameters", which are "learned" by the control unit individually during
its smooth operation.
Learning is expected to proceed throughout the life of the unit and the motor,
ensuring that the operation of the engine correspond to what remains nominally expected.
Not all learning have the same importance, nor is it possible that they are all "saved"
memory "nonvolatile" of the controller.
For example, the so-called learning procedure of the throttle body provides, among other results
of a procedure for automatic detection indeed somewhat complex, the recording of the end stops
of maximum opening and maximum closing of the specific throttle body.
It is a rapid procedure that allows, in a few tenths of a second, to adapt
immediately operating the engine at a possible replacement surgery of the body
throttle run for maintenance. For this reason can be accepted
fact that the parameters of the stroke end of the throttle body may not be stored in the "precious"
non-volatile memory locations, as long to execute, the learning procedure at each
activation (key on) of the control unit. The same aforementioned procedure, however, should take into account
also of whether the aging of the throttle body with the associated reductions in scope
(Procured against soiling "physiological"), sensitive only in conditions of small aperture, such as
takes place for the operation to the minimum or to the engine dragged. Among the learnings related to
throttle body, then, it may be worthwhile to store in a non-volatile position
opening corresponding to the operation to the minimum, most likely subject to slow drift, but
inexorable. Furthermore, it is possible that, in the execution of the normal operations of maintenance,
the vehicle battery is disconnected for safety reasons. It emerges that, even for a single
component, such as the throttle body, it is not always appropriate to store the totality of the parameters
adaptive concerning him, just as it is unwise to leave only in the volatile memory each type
learning.
The same way as the throttle body, various other components of the engine and engine control
deserve learning procedures dedicated and more or less sophisticated.
Below are mentioned some other examples of learning, which is of particular importance.
Learning phonic wheel
The engine control unit, by the rpm sensor, is entrusted with the recognition of lost
combustion (misfire); misfire recognition algorithms are based on the similarity between the
sequence of electrical pulses - from the sensor - and a "pattern" expected, due to the alternation
pulse mechanical torque coming from the combustion. The delicacy and sophistication of
recognition algorithms requires that the single specimen of the phonic wheel is "photographed" in
very detailed manner by the engine control unit, both in conditions of engine dragged
(Cut-off), both in conditions of the engine in "firing" (ie, with the normal combustion in place).
Learning "signals"
Modern systems of fuel injection (which provide for the execution of the single injection in
a suitably "phased") require two joint directions: that of the signal speed
(Which has been discussed earlier) and that of the cam signal, coming from a specific sensor.
The conjunction of the two signals allows to construct, within the engine control unit, the
so-called "framework signals", the shape of which depends on the timing of the single motor.
Based on comments from the picture signals, you can declare compliance or not
timing of the requirements for the engine (possibly emitting a response diagnostic
case of strong differences) or to adjust the calculation of the metering of fuel to the actual timing
recorded by the sensors.
In this way the engine control unit can learn the picture signals of a specific
single specimen of the engine, adapting to any possible drift of some of its mechanical parts
(Timing belt, tensioner) or even react to physiological events maintenance (replacement
toothed belt).
- 71 - 1.4 16v MultiAir

Learning CODE (immobilizer)
The coupling between each unit of the engine (and the control unit) and a specimen of the vehicle is
can also be used for safety reasons, if not as an "anti-theft", at least as an inhibitor of
starting the engine. Upon insertion of the key, the engine control unit
communicates with the rest of the board control units, in particular with the "body computer", in order to
recognize the impariglio constituted by the three ignition key-body computer-unit
motor control. This operation (usually performed inside of manufacturing sites)
tends to make the triad inseparable, preventing the engine from starting in the absence of the correct
mutual recognition, learned at the first start.
Controls EOBD
European legislation requires that the system EOBD fulfill at least the following four diagnoses,
related to the subsystems of the engine that have direct impact on emissions:
• Feeding system fuel (fuel system diagnosis)

• Diagnosis lambda probe
• Diagnosis of the catalyst
• Diagnosis on the conditions for misfire (misfire diagnosis) that prevent the
correct operation of the catalyst causing to it, in extreme cases, irreversible damage.
In detail:
• Diagnosis fuel system aims to detect malfunctions in the line of

fuel.
• The diagnosis lambda sensor detect abnormal behavior of the probe upstream of
catalyst, by comparison with the relative magnitudes of some thresholds.
The diagnosis of the catalyst has the objective of detecting the degradation of the catalyst through the
•
indirect measure of the ability to store oxygen.
The diagnosis misfire aims to detect defects misfire of destructive
• for the catalyst and not destructive, but which involve high levels of emissions.
Self-adaptation of the system
The Engine Control Node has an adaptive function which has the task of recognizing the
changes that occur in the motor due to processes of adjustment in time and to
aging, both of the components, that of the engine itself.
These changes are stored in the form of changes to the mapping of the base, and have the
order to adapt the operation of the system to the progressive deterioration of the engine and
components compared with the characteristics in again.
This function also allows adaptive offset the inevitable diversity (due to
production tolerances) of components optionally substituted.
The Engine Control Node from the analysis of exhaust gases, changes the mapping of the base with respect to the
features to the new engine.
In detail in the Engine Control Node are implemented the following strategies of self-adaptation:
• Multiplicative coefficient control title mixture (FRA) .Tiene account of skidding

Title mixture linked to drifts of probes, injectors and intake manifold (leakage). Yes
always updates during operation of the vehicle, when the control is active title.
• Coefficient control additive title mixture (ORA). Corrects losses injectors, Si
updates to Minimum.
•
The self-adaptive parameters are not erased when the battery is disconnected.
- 72 - 1.4 16v MultiAir

Pin out Node Control Engine
94-way connector
PIN TYPE / SIGNAL DESCRIPTION
1 - Power ground
2 - Power ground
3 Main relay Power from the main relay
4 Power ground
7 - not connected
8 - Command Wastegate
9 - not connected
10 not connected
11 not connected
12 - not connected
13 - not connected
14 + 5V (ECU) Sensor supply 1
17 MASS (ECU) Reference mass sensor 2
18 - not connected
19 - not connected
20 - Sensor neutral position
21 - Cruise control switch set +
22 - Cruise control switch resume
23 - not connected
- 73 - 1.4 16v MultiAir

24 - Reversing switch
25 - Clutch switch
26 - Cruise control switch set-
27 - Brake pressure switch
Feedback relay starter motor

28 - (Detection V)
29 - not connected
30 - not connected
31 - not connected
32 - High speed fan control
33 - Low speed fan control
34 - MIL Command Ignition
35 - Relay control A. C.
Sensor supply 1
36 + 5V (ECU)
Potentiometer 1 accel pedal.
Sensor supply 2
37 + 5V (ECU) Potentiometer 2 accel pedal.
Sensor supply 3
38 + 5V (ECU) AC pressure sensor, position sensor
crowds, brake pressure sensor
40 - not connected
41 - not connected
Reference mass sensor 3

42 MASS (ECU) AC pressure sensor, position sensor
crowds, brake pressure sensor
43 - not connected
44 - On-off switch Cruise control
45 - not connected
46 - not connected
47 - not connected
48 - Brake switch NC (normally closed)
- 74 - 1.4 16v MultiAir

49 - Request AC
50 L + 30 Direct supply from battery

Oxygen sensor heater control
51 -
linear
52 - Command main relay

53 MASS (ECU)

55 MASS (ECU)
56 - not connected
57 - Alternator D +
58 - not connected
59 - not connected
60 - not connected
61 - 1 potentiometer accelerator pedal
62 - Brake switch NO (normally open)
63 - Positive lambda sensor on-off
64 - Trigger wideband lambda sensor

Pumping current lambda probe
65 -
linear
66 - not connected
67 - not connected
68 - not connected
69 - CAN High 1
70 - CAN low 1
71 - not connected
72 - Command starter
73 - not connected
74 - not connected
75 - PWM fan control
76 - not connected
- 75 - 1.4 16v MultiAir

Oxygen sensor heater control on-
77 - off
78 - not connected
79 - not connected
80 - not connected
81 - Brake pressure sensor
82 - Pressure sensor AC
83 - 2 potentiometer accelerator pedal

Clutch switch (RACE
84 -
UPPER)
85 - Negative oxygen sensor on-off
86 - Output voltage wideband lambda sensor
87 MASS (ECU) Reference mass wideband lambda sensor
88 KL + 15 Request key
89 - not connected
90 - LIN
91 - CAN High 1
92 - CAN low 1
93 - K Line
94 - Command the fuel pump
60-way connector
PIN TYPE / SIGNAL DESCRIPTION
1 - Command ignition coil cyl. 3
2 Command ignition coil cyl. 4
3 - Command injector cyl. 1
4 Command injector cyl. 2
5 - not connected
Sensor supply 1
6 + 5V (ECU)
Potentiometer 1 and 2 butterfly
Sensor supply 3
8 + 5V (ECU)
not connected

9 MASS (ECU)
Shielding mass
- 76 - 1.4 16v MultiAir

10 - Positive knock sensor
11 - Negative knock sensor
12 - not connected
13 - not connected
14 MASS (ECU) Massa engine speed sensor
15 - Command wastegate
20 - not connected
21 - not connected
22 - not connected
23 not connected
24 MASS (ECU) Mass sensor 2

Potentiometer 1 and 2 butterfly
26 - not connected
27 - Camshaft sensor
28 - not connected
29 - Engine speed sensor signal
30 - not connected
31 - Negative control VVA cylinder 2
35 - not connected
36 - not connected
37 - Alternator D +
38 - not connected
- 77 - 1.4 16v MultiAir

39 - Engine temperature sensor
40 - Oil temperature sensor VVA
41 - not connected
42 - not connected
43 - Throttle 1
44 - Oil pressure switch
45 - Negative cc scooter butterfly
46 - Positive control VVA cylinder 2
50 - not connected
51 - not connected
52 - Valve control dump
53 - Command canister
55 - Manifold air temperature sensor
56 - not connected
57 - Manifold air pressure sensor
58 Supercharging pressure sensor
59 - Throttle 2
60 - Positive cc scooter butterfly
- 78 - 1.4 16v MultiAir

Electrical system management MultiAir engine (version aspirated engine)
- 79 - 1.4 16v MultiAir

- 80 - 1.4 16v MultiAir
- 81 - 1.4 16v MultiAir
Elettico MultiAir engine management system (version supercharged engine)
- 82 - 1.4 16v MultiAir

- 83 - 1.4 16v MultiAir
- 84 - 1.4 16v MultiAir
Legend wiring diagram management MultiAir engine
A001 BATTERY
A030 IGNITION COIL
B001 UNIT JUNCTION BONNET
C010 MASS FRONT LEFT
C015 MASS DRIVER SIDE PLANK
C030 MASS REAR LEFT
C040 MASS ON ENGINE
C060 MASS INJECTION ECU
D001 JUNCTION FRONT / DASHBOARD
D004 JUNCTION FRONT / ENGINE
D006 JUNCTION FRONT / REAR
D081 JUNCTION INJECTORS
E050 INSTRUMENT PANEL
H001 IGNITION SWITCH
I020 REVERSING LIGHT SWITCH
I030 SWITCH BRAKE PEDAL
I031 SWITCH ON CLUTCH
K015 OXYGEN SENSOR ON PRE-CATALYST
K017 OXYGEN SENSOR ON CATALYST
K029 ENGINE OIL TEMPERATURE SENSOR
K030 SENSOR LOW ENGINE OIL PRESSURE
K036 SENSOR / TRANSMITTER ENGINE COOLANT TEMPERATURE
K044 PRESSURE SENSOR / AIR TEMPERATURE
K046 RPM SENSOR
K047 SENSOR PHASE
K050 SENSOR BEAT
K055 ACCELERATOR PEDAL POTENTIOMETER
K082 PRESSURE SENSOR TURBO
K105 SENSOR DEPRESSION SEVOFRENO
K214 POSITION SENSOR ON NEUTRAL GEAR LEVER
L010 SOLENOID WASHING CANISTER
L037 SOLENOID WASTE-GATE
L102 SHUT OFF VALVE VERSION TURBO
M001 BODY COMPUTER
M010 ENGINE CONTROL UNIT
N040 ELECTRIC AND FUEL LEVEL GAUGE
N070 ELECTROINJECTOR
N075 ACTUATOR THROTTLE BODY INTEGRATED
N197 ACTUATOR MULTIAIR
- 85 - 1.4 16v MultiAir

TROUBLESHOOTING - error codes
Fault codes: Description fault code and description because
Cod.
Failure Description fault code Description cause
P0016 Mounting Camshaft Incorrect assembly
P0033 Dump valve - Electrical test Short circuit to GND
P0033 Dump valve - Electrical test Shorted to Vbatt
P0033 Dump valve - Electrical test Open circuit
P0039 Dump valve - Functional Test Solenoid valve stuck closed
P0068 Plausibility pressure upstream butterfly at key-on Comparison signal incorrect
P0069 Plausibility manifold pressure at key-on Comparison signal incorrect
P0101 Hole in the intake manifold Comparison signal incorrect
P0105 Manifold pressure sensor - Electrical test Shorted to Vbatt
P0105 Manifold pressure sensor - Electrical test Short circuit or open circuit in MASSA
P0106 Manifold pressure sensor - Functional Test Variation signal subthreshold
P0106 Manifold pressure sensor - Functional Test Variation signal suprathreshold
P0106 Manifold pressure sensor - Functional Test Comparison signal incorrect
Air temperature sensor manifold - Test

P0110 electric Short circuit to GND

P0110 Short circuit or open circuit Vbatt
electric

P0110 electric Noise signals (spikes)

P0111 Comparison signal incorrect
functional

P0111 Signal out of tolerance
functional
P0115 Water temperature sensor - Electrical test Short circuit to GND
P0115 Water temperature sensor - Electrical test Short circuit or open circuit Vbatt
- 86 - 1.4 16v MultiAir

Cod.
Description fault code Description cause
Failure
P0115 Water temperature sensor - Electrical test Noise signals (spikes)
P0116 Water Temperature Sensor - Functional Test Comparison signal incorrect
P0116 Water Temperature Sensor - Functional Test Signal out of tolerance
P0120 Potentiometer accelerator pedal - Track 1 Shorted to Vbatt
P0120 Potentiometer accelerator pedal - Track 1 Short circuit or open circuit in MASSA
P0121 Potentiometer throttle body - Track 1 Short circuit to GND
P0121 Potentiometer throttle body - Track 1 Short circuit or open circuit Vbatt
Lambda probe signal upstream - Test

P0130 Voltage subthreshold
functional
Lambda probe signal upstream - Test

P0130 functional Implausible signal
P0133 Lambda probe signal upstream - Slow response Comparison signal incorrect
P0136 Lambda probe signal downstream - Functional Test Resistance circuit out of tolerance
P0136 Lambda probe signal downstream - Functional Test Low Signal
P0136 Lambda probe signal downstream - Functional Test Signal locked up
P0138 Lambda probe signal downstream - Electrical test Shorted to Vbatt
P0141 Resistance preheat oxygen sensor downstream Shorted to Vbatt
P0141 Resistance preheat oxygen sensor downstream Short circuit or open circuit in MASSA
P0171 Fuel-lean system Comparison signal incorrect
P0171 Fuel-lean system Plausibility wrong signal
P0171 Fuel-lean system Signal out of tolerance
P0172 Fuel-rich system Comparison signal incorrect
P0172 Fuel-rich system Plausibility wrong signal
P0172 Fuel-rich system Signal out of tolerance
- 87 - 1.4 16v MultiAir

Cod.
Failure
P0195 Engine oil temperature - Electrical test Short circuit to GND
P0195 Engine oil temperature - Electrical test Short circuit or open circuit Vbatt
P0196 Viscosity oil VVA Position request unreachable
P0201 Diagnosis injector cylinder 1 Short circuit to GND
P0201 Diagnosis injector cylinder 1 Shorted to Vbatt
P0201 Diagnosis injector cylinder 1 Open circuit
P0219 Engine overspeed Anomaly signal
P0220 Potentiometer accelerator pedal - Track 2 Shorted to Vbatt
P0220 Potentiometer accelerator pedal - Track 2 Short circuit or open circuit in MASSA
P0221 Potentiometer throttle body - Track 2 Short circuit to GND
P0221 Potentiometer throttle body - Track 2 Short circuit or open circuit Vbatt
P0230 Command fuel pump relay Short circuit to GND
P0230 Command fuel pump relay Shorted to Vbatt
- 88 - 1.4 16v MultiAir

Cod.
Failure
P0230 Command fuel pump relay Open circuit
P0235 Boost pressure sensor - Electrical test Shorted to Vbatt
P0235 Boost pressure sensor - Electrical test Short circuit or open circuit in MASSA
P0236 Boost pressure sensor - Functional Test Comparison signal incorrect
P0243 Wastegate solenoid - Electrical test Short circuit to GND
P0243 Wastegate solenoid - Electrical test Shorted to Vbatt
P0243 Wastegate solenoid - Electrical test Open circuit
P0244 Wastegate solenoid - Functional Test Comparison signal incorrect
Engine oil temperature - Overtemperature in

P0298 module MultiAir Overheating engine oil
P0300 Random Misfire 1000 Malfunction
P0300 200 Random Misfire System overtemperature
P0301 1000 Cylinder 1 Misfire Malfunction
P0301 200 Cylinder 1 Misfire System overtemperature
P0325 Knock Sensor Shorted to Vbatt
P0335 Engine rpm sensor Comparison signal incorrect
P0340 Phase sensor Short circuit to GND
- 89 - 1.4 16v MultiAir

Cod.
Failure
P0340 Phase sensor Short circuit or open circuit Vbatt
P0340 Phase sensor Comparison signal incorrect
P0351 Diagnosis charging coil 1 cylinder Shorted to Vbatt
P0351 Diagnosis charging coil 1 cylinder Short circuit or open circuit in MASSA
P0352 Diagnosis charging coil cylinder 2 Shorted to Vbatt
P0352 Diagnosis charging coil cylinder 2 Short circuit or open circuit in MASSA
P0353 Diagnosis charging coil cylinder 3 Shorted to Vbatt
P0353 Diagnosis charging coil cylinder 3 Short circuit or open circuit in MASSA
P0354 Diagnosis charging coil 4 cylinder Shorted to Vbatt
P0354 Diagnosis charging coil 4 cylinder Short circuit or open circuit in MASSA
P0420 Catalyst efficiency Comparison signal incorrect
P0443 Solenoid canister Short circuit to GND
P0443 Solenoid canister Shorted to Vbatt
P0443 Solenoid canister Open circuit
P0460 Fuel level sensor Invalid signal
P0480 Electric fan relay 1 Short circuit to GND
P0480 Electric fan relay 1 Shorted to Vbatt
P0480 Electric fan relay 1 Open circuit
P0481 Electric fan relay 2 Short circuit to GND
P0481 Electric fan relay 2 Shorted to Vbatt
P0481 Electric fan relay 2 Open circuit
P0500 Vehicle speed signal Plausibility wrong signal
- 90 - 1.4 16v MultiAir

Cod.
Failure
P0500 Vehicle speed signal Anomaly signal
P0504 Brake pedal - Signal BLS implausible Open circuit
P0504 Brake pedal - Signal BLS implausible Comparison signal incorrect
P0504 Brake pedal - Signal BLS implausible Signal out of tolerance
P0504 Brake pedal - Signal BLS implausible Invalid signal
P0512 Relay R1 Stop & Start - Plausibility Open circuit
P0512 Relay R1 Stop & Start - Plausibility Short circuit or open circuit in MASSA
P0512 Relay R1 Stop & Start - Plausibility Signal locked up
P0520 Oil Pressure Switch Signal out of tolerance
P0530 Pressure sensor linear conditioner Shorted to Vbatt
P0530 Pressure sensor linear conditioner Short circuit or open circuit in MASSA
P0555 Brake vacuum sensor - Electrical test Shorted to Vbatt
P0555 Brake vacuum sensor - Electrical test Short circuit or open circuit in MASSA
P0560 Battery voltage Voltage subthreshold
P0560 Battery voltage Voltage suprathreshold
P0564 Cruise control lever - Validity signal Shorted to Vbatt
P0564 Cruise control lever - Validity signal Comparison signal incorrect
P0564 Cruise control lever - Validity signal Absent Message
P0564 Cruise control lever - Validity signal Malfunction
P0576 Cruise control disabled for high deceleration Comparison signal incorrect
P0579 Cruise control disabled for high acceleration Comparison signal incorrect
P0601 Diagnosis NCM - EEPROM defective Anomaly of data memory
- 91 - 1.4 16v MultiAir

Cod.
Failure
P0604 Diagnosis NCM - Faulty RAM Comparison signal incorrect
P0605 Diagnosis NCM - ROM / Flash memory defective General failed checksum
P0605 Diagnosis NCM - ROM / Flash memory defective Malfunction of internal electronics
P0606 Diagnosis NCM - Microprocessor defective Anomaly of timer / Safety (uC)
P0606 Diagnosis NCM - Microprocessor defective Malfunction
P060B Diagnosis NCM - ConvertitoreA to D converter Malfunction of internal electronics
P060C Detention procedure engine for active safety Comparison signal incorrect
P0615 Starter relay Short circuit to GND
P0615 Starter relay Open circuit
P0615 Starter relay Short circuit or open circuit Vbatt
P0621 Feedback Alternator - Signal D + Short circuit to GND
P0621 Feedback Alternator - Signal D + Short circuit or open circuit Vbatt
P0638 Diagnosis pilot throttle body Short circuit to GND
P0638 Diagnosis pilot throttle body Shorted to Vbatt
P0638 Diagnosis pilot throttle body Open circuit
P0638 Diagnosis pilot throttle body Signal calculated incorrectly
P0641 Sensor supply - Line 1 Malfunction of internal electronics
P0645 Conditioner compressor relay Short circuit to GND
P0645 Conditioner compressor relay Shorted to Vbatt
P0645 Conditioner compressor relay Open circuit
P0657 Feedback Main relay Voltage subthreshold
- 92 - 1.4 16v MultiAir

Cod.
Failure
P0657 Feedback Main relay Voltage suprathreshold
P0685 Main relay control Short circuit to GND
P0685 Main relay control Shorted to Vbatt
P0685 Main relay control Open circuit
P0700 Request Stop by NCR Comparison signal incorrect
P0704 Clutch switch Signal locked down
P0704 Clutch switch Signal locked up
P0704 Clutch switch Absent Message
P0812 Reversing switch Shorted to Vbatt
Clutch switch - Inconguenza values

P083F Comparison signal incorrect
Extended and Top
P1001 Solenoid VVA - Functional Test - Cylinder 1 Solenoid valve stuck closed
P1001 Solenoid VVA - Functional Test - Cylinder 1 Activation time suprathreshold
P1001 Solenoid VVA - Functional Test - Cylinder 1 Deactivation time suprathreshold
P1001 Solenoid VVA - Functional Test - Cylinder 1 Actuator not closed
- 93 - 1.4 16v MultiAir

Cod.
Failure
P1011 Solenoid VVA Cylinder 1 - Electrical test Current circuit suprathreshold
ASIC module - Piloting solenoid driver

VVA Cylinder 1

P1021 Voltage suprathreshold
VVA Cylinder 1

P1021 Program memory defective
VVA Cylinder 1

VVA Cylinder 2

P1022 VVA Cylinder 2 Voltage suprathreshold

VVA Cylinder 2

P1023 VVA Cylinder 3 Voltage subthreshold

VVA Cylinder 3

VVA Cylinder 3

VVA Cylinder 4

VVA Cylinder 4

P1024 VVA Cylinder 4 Program memory defective
P1031 Power stage solenoid VVA cylinder 1 Short circuit to GND
- 94 - 1.4 16v MultiAir

Cod.
Failure
P1031 Power stage solenoid VVA cylinder 1 Shorted to Vbatt
P1031 Power stage solenoid VVA cylinder 1 Open circuit
P1031 Power stage solenoid VVA cylinder 1 Plausibility wrong signal
P1032 Power stage solenoid VVA cylinder 2 Short circuit or open circuit in MASSA
P1032 Power stage solenoid VVA cylinder 2 Voltage circuit out of range
Current feedback plotting solenoid

P1041 VVA - Cylinder 1 Current circuit out of range

P1041 Form signal does not comply
VVA - Cylinder 1

P1041 Invalid signal
VVA - Cylinder 1

P1042 Current circuit out of range
VVA - Cylinder 2

VVA - Cylinder 2

P1042 VVA - Cylinder 2 Invalid signal

VVA - Cylinder 3
- 95 - 1.4 16v MultiAir

Cod.
Failure

VVA - Cylinder 3


VVA - Cylinder 4

P1044 VVA - Cylinder 4 Form signal does not comply

P1061 Solenoid VVA cylinder 1 - Functional Test Actuator locked
P1061 Solenoid VVA cylinder 1 - Functional Test Actuator too fast / too slow in closing
Actuator too fast / too slow in closing

P1061 Solenoid VVA cylinder 1 - Functional Test
opening
P1061 Solenoid VVA cylinder 1 - Functional Test Reopening actuator

P1062 Solenoid VVA cylinder 2 - Functional Test
opening

P1063 Solenoid VVA cylinder 3 - Functional Test opening
P1064 VVA solenoid valve cylinder 4 - Functional Test Actuator locked
P1064 VVA solenoid valve cylinder 4 - Functional Test Actuator too fast / too slow in closing

P1064 VVA solenoid valve cylinder 4 - Functional Test
opening
P1064 VVA solenoid valve cylinder 4 - Functional Test Reopening actuator
P1105 Hole in the intake manifold Comparison signal incorrect
- 96 - 1.4 16v MultiAir

Cod.
Failure
Intake manifold pressure - Signal

low
P1120 Control throttle position Signal calculated incorrectly
P1121 Consistency throttle potentiometers Comparison signal incorrect
Comparison signal wrong (Plausibility the key-

P1196 Engine oil temperature - Functional Test on)
Signal out of tolerance (Slope signal out

P1196 Engine oil temperature - Functional Test band model with the engine running)
P1220 Consistency potentiometers accelerator Comparison signal incorrect
P1300 Learning phonic wheel Not Configured
P1302 Learning Exchange Invalid signal
P1302 Learning Exchange Not Configured
P1305 Learning Neutral position - Not done Not Configured
Learning Neutral position - not

plausible
P1310 Limitation first start Invalid signal
P1320 Apprendimeto module MultiAir Not Configured
P1320 Apprendimeto module MultiAir Comparison signal incorrect
P1325 Knock sensor at key-on Short circuit to GND
P1325 Knock sensor at key-on Shorted to Vbatt
P1325 Knock sensor at key-on The signal has few transitions
P1325 Knock sensor at key-on The signal has too many transitions
P1512 Relay R2 Stop & Start - Plausibility Signal locked up
P1680 Learning motorized throttle (TRC) Position request unreachable
P1681 Learning motorized throttle (TRO) Position request unreachable
P1683 Learning motorized throttle (LHP) Position request unreachable
- 97 - 1.4 16v MultiAir

Cod.
Failure
P1684 Fault during learning butterfly Operation unexpected
P1686 Wrong learning lower level butterfly Malfunction
P1687 Stop during learning butterfly Operation unexpected
Neutral sensor signal - Fault check

P181D plausibility Frequency signal incorrect
Neutral sensor signal - Fault check

P181D plausibility Plausibility wrong signal
P1850 Sensor signal Neutral - Value subthreshold Short circuit to GND
P1850 Sensor signal Neutral - Value soprasolglia Short circuit or open circuit Vbatt
P1850 Sensor signal Neutral - Duty Cycle out of range Frequency signal incorrect
P1851 Sensor signal Neutral - Frequency out of range Frequency signal incorrect
P2226 Atmospheric Pressure Sensor Shorted to Vbatt
P2226 Atmospheric Pressure Sensor Short circuit or open circuit in MASSA
Plausibility to the atmospheric pressure sensor

key-on
P2231 Heater wideband lambda sensor upstream Shorted to Vbatt
P2231 Heater wideband lambda sensor upstream Short circuit or open circuit in MASSA
Reference voltage ILIOS (Piloting probe

P2244 Malfunction
linear lambda)
P2299 Consistency accelerator pedal and brake pedal Comparison signal incorrect
C001 CAN - NCM Malfunction of internal electronics
C001 CAN - NCM dumb Absent Message
C001 CAN - NCM in Bus Off Bus off
C405 Cruise Control - Data not available for NBC Comparison signal incorrect
C405 Cruise Control - Data not available for NBC Serial Invalid date
C405 Cruise Control - Data not available for NBC Sequence counter incorrect
- 98 - 1.4 16v MultiAir

Cod.
Failure
C405 Cruise Control - Data not available for NBC Invalid signal
C422 FPS Strategy - Data not available for NBC Serial Invalid date
C422 FPS Strategy - Data not available for NBC Sequence counter incorrect
C422 FPS Strategy - Data not available for NBC Bad request
C426 Immobilyzer Unprogrammed
C426 Immobilyzer Comparison signal incorrect
C426 Immobilyzer Time-out protection circuit / component
C426 Immobilyzer Anomaly signal
C427 FPS Strategy - Command to NBC invalid Anomaly signal
U1700 CAN - No signal from NBC Absent Message
CAN - Message length NBC not

U1700 Malfunction
correct
U1706 CAN - No signal from NFR Absent Message
CAN - Message length NFR not

U1706 Malfunction
correct
U1711 CAN - No signal from NCR Absent Message
CAN - Message length NCR not

U1711 Malfunction
correct
- 99 - 1.4 16v MultiAir

Fault code, Possible Causes, checks to be carried out
This section shows, for each error code, the possible causes and the checks to be carried out
Against these errors;
Note: The information provided in paragraph Resente ono susceptible to continuous updates; also being the
This publication exclusively educational use, please note that for technical information, complete and
updated for assistance, you must always refer to the manual of care and to the information
service model specifications.
Cod.
Possible causes Checks to be made
failure
- Check timing and positioning camshaft

- Mounting camshaft wrong
(Before checking the timing check
- Incorrect timing the camshaft is not locked seizure
- Fonica on camshaft non-compliant (tooth pumping module MultiAir)
retracted / folded)
- Checks on timing belt
- Timing sensor not working properly - Check flatness of phonic camshaft (tooth
P0016
- Rpm sensor incorrectly installed retracted / folded)
- Phonic wheel not confrome / excessive air gap
- Check position sensor turns and the air gap between the sensor
- Timing belt damaged revolutions and phonic wheel (any impact on the tone wheel)
- Hydraulic circuit module MultiAir seized - Check the phase sensor
- Check connections and wiring continuity
- Check insulation conductors
- Connections of labile dumo valve and / or control
- Making the diagnosis of active dump valve and
motor control
verify the activation
- Low wiring insulation (DC MASS)
P0033 - Check dump valve
- Dump valve not functioning correctly
- Check engine control unit
- Engine control unit incorrectly
working
- Connections labile on solenoid valve and / or control
motor control
verify the activation
- Low wiring insulation (DC Vbatt)
- Check dump valve
- Dump valve not functioning correctly
P0033 - Check engine control unit
working
motor control
- Stop wiring continuity
- Connections mass uncertain - Check connections and wiring continuity
- Dump valve not functioning correctly - Carry out checks on ground connections
P0033 - Engine control unit incorrectly
working verify the activation
- Connections labile on solenoid valve and / or control - Check dump valve
motor control
- Connections mass uncertain
- Reversal of pneumatic tubes solenoid - Check connections and wiring continuity
wastegate - Tests on ground connections
- Dump valve not functioning correctly - Verify the correct connection of the ducts
P0039 - Engine control unit incorrectly tires on wastegate solenoid
working - Check dump valve
- Connections labile on intake pressure sensor - Check engine control unit
and / or engine control unit
- Low wiring insulation
- Suction pressure sensor incorrectly
working
working
- Connections labile on intake pressure sensor
P0068 - Carry out tests with intake pressure sensor
alternate
working
working
P0069 - Carry out tests with intake pressure sensor
alternate
- 100 - 1.4 16v MultiAir

- Measure the minimum pressure at normal running speed (provided a
- Oil leak in the intake manifold worth about 300mbar)
- Improper placement of the throttle body manifold - Check infiltration points
P0101 Suction - Check position of the throttle body manifold
- Sensor combined pressure / temperature aspiration
collector not working properly - Check connections and wiring continuity
- Check pressure sensor / collector temperature

- Low wiring insulation - Check connections and wiring continuity
- Suction pressure sensor incorrectly - Check insulation conductors
P0105 - Check intake pressure sensor
working
- Engine control unit incorrectly - Check engine control unit
working
- Stop wiring continuity - Check insulation conductors
- Suction pressure sensor incorrectly - Check status ground connections
P0105 working - Carry out tests with intake pressure sensor
- Engine control unit incorrectly alternate
working - Check engine control unit
- Incorrect timing
- Compressions incorrect
- Suction pressure sensor incorrectly - Measure the minimum pressure at normal running speed
positioned (provided a
- Suction pressure sensor incorrectly worth about 300mbar)
P0106 working - Check connections and wiring continuity
- Engine control unit incorrectly - Check status ground connections
working - Check compressions and timing
- Connections labile on intake pressure sensor - Check intake pressure sensor
and / or engine control unit - Check engine control unit
- Incorrect timing
- Compressions incorrect
- Low oil pressure (implementation valves VVA not - Measure the minimum pressure at normal running speed (provided
correct) a
positioned - Check connections and wiring continuity
- Suction pressure sensor incorrectly - Check status ground connections
P0106 - Engine control unit incorrectly - Check oil level and state oil filter input module
working MultiAir
- Connections labile on intake pressure sensor - Check pilot solenoid valve wastegate (only
and / or engine control unit Turbo applications)
- Incorrect timing - Check intake pressure sensor
- Compressions incorrect - Check engine control unit
- Low oil pressure (implementation valves VVA not
correct)
- Suction pressure sensor incorrectly - Measure the minimum pressure at normal running speed (provided
positioned a
working - Check connections and wiring continuity
P0106 - Check oil level and state oil filter input module
- Connections of labile sensor connector and / or
engine control unit MultiAir
- Stop wiring continuity - Check pilot solenoid valve wastegate (only
- Low wiring insulation Turbo applications)
- Air temperature sensor incorrectly - Check intake pressure sensor
working

- Check status ground connections
P0110 - Check temperature sensor
- 101 - 1.4 16v MultiAir

engine control unit
- Stop wiring continuity - Check connections and wiring continuity
- Low wiring insulation - Check status ground connections
P0110 - Air temperature sensor incorrectly - Check temperature sensor
working
engine control unit
- Air temperature sensor incorrectly - Check status ground connections
P0110 working - Check temperature sensor
working
engine control unit

P0111 - Air temperature sensor incorrectly - Check status ground connections
working
engine control unit
- Air temperature sensor incorrectly - Check connections and wiring continuity
working - Check status ground connections
engine control unit
- Water temperature sensor incorrectly
- Engine control unit incorrectly - Check status sensor connection on motor
P0115 - Check water temperature sensor
working
- Connections of labile sensor connector and / or - Check engine control unit
engine control unit
- Engine control unit incorrectly - Check status sensor connection on motor
P0115 - Check water temperature sensor replacement
working
- Connections of labile sensor connector and / or - Check engine control unit
engine control unit
working
- Engine control unit incorrectly - Check connections and wiring continuity
working - Check status sensor connection on motor
P0115 - Check water temperature sensor
engine control unit - Check engine control unit
- Air temperature sensor incorrectly
working
- Engine control unit not functioning properly - Check connections and wiring continuity
- Connections of labile sensor connector and / or - Check status ground connections
P0116 engine control unit - Check temperature sensor
- Stop wiring continuity - Check engine control unit
- Air temperature sensor incorrectly
working
- Engine control unit not functioning properly
- 102 - 1.4 16v MultiAir

- Connections labile connector on the pedal, the control unit
motor control
P0120 - Potentiometer pedal incorrectly - Check potentiometer pedal
working
motor control
- Potentiometer pedal incorrectly - Check connections and wiring continuity
P0120 working - Check potentiometer pedal
working
- Connections labile connector on the throttle body or
engine control unit
- Masse not properly tightened, oxidised or
painted - Check connections and wiring continuity
- Throttle body not functioning properly - Check status ground connections
P0121 - Engine control unit incorrectly - Check the throttle body
engine control unit
painted
- Throttle body not functioning properly - Check connections and wiring continuity
P0121 working - Check the throttle body
- Low wiring insulation - Check engine control unit
- Connections mass inefficient
- Oxygen sensor not working properly
working
- Opening valves out of tolerance to low - Check the continuity and insulation of the wiring
Oil pressure (Verification reversal signal cables or DC Vbatt)
P0130 - Check lambda probe
- Check oil level and oil filter in the hall
module MultiAir
- Connections labile probe connector and / or control - Check status contacts and connections of the probe and on
motor control engine control unit
- Terminals oxidized or corroded - Check the continuity and insulation of the wiring
- Continuity wiring (Inversion occurs between cables or DC signal)
- Insulation wiring (including any DC cables - Check for leaks on the manifold
signal) - Check status probe (any presence of oil or
P0130 - Misuse of fixating on the connector oxides on the sensitive and / or impact on the body of the probe)
- Probe not working - Check lambda probe
- Control unit not functioning properly - Check engine control unit
- Opening valves out of tolerance to low - Check oil level and oil filter in the hall
Oil pressure module MultiAir
- Leakage on the exhaust manifold

- Improper installation of the probe - Check for leaks on the manifold
- Fuel contaminated - Check status probe (any presence of oil or
P0133 - Losses engine oil oxides on the sensitive and / or impact on the body of the probe)
- Misuse of fixating on the connector - Check lambda probe
- Probe not working - Check engine control unit
- Control unit not functioning properly
- 103 - 1.4 16v MultiAir

- Improper installation of the probe
- Misuse of fixating on the connector - Check status probe (any presence of oil or
oxides on the sensitive and / or impact on the body of the probe)
P0136 - Calibration of date
- Check lambda probe
- Probe not working
- Connections labile probe connector and / or control

motor control - Check status contacts and connections of the probe and on
engine control unit
- Terminals oxidized or corroded
- Continuity wiring - Check the continuity and insulation of the wiring
- Insulation wiring (if any DC MASS) (Verification reversal signal cables or DC MASS)
- Check for leaks on the manifold
P0136 - Leakage on the exhaust manifold
- Improper installation of the probe - Check status probe (any presence of oil or
- Misuse of fixating on the connector oxides on the sensitive and / or impact on the body of the probe)
- Probe not working

- Check status contacts and connections of the probe and on
motor control
- Terminals oxidized or corroded engine control unit
(Verification reversal signal cables or DC Vbatt)
- Insulation wiring (if any DC Vbatt)
- Leakage on the exhaust manifold - Check for leaks on the manifold
P0136
- Improper installation of the probe - Check status probe (any presence of oil or
- Misuse of fixating on the connector

motor control - Check status contacts and connections of the probe and on
engine control unit
P0138 (Verification reversal signal cables or DC Vbatt)
- Probe not working

motor control
- Terminals oxidized or corroded - Check connections and wiring continuity
P0141 - Low wiring insulation (DC between conductors) - Check lambda probe
- Probe not working

motor control
P0141 - Low wiring insulation (DC between conductors) - Check lambda probe
- Probe not working

- Leakage on the exhaust manifold
exhaust
- Improper installation of the lambda probe - Check status probe (any presence of oil or
- Leakage electro oxides on the sensitive and / or impact on the body of the probe)
P0171 - Calibration of date
- Check leakage electro
- Oxygen sensor not working - Check lambda probe
- Catalyst not working properly - Check engine control unit

- Leakage on the exhaust manifold exhaust
- Improper installation of the lambda probe
- Check status probe (any presence of oil or
P0171 - Calibration of date - Check leakage electro
- Oxygen sensor not working
- Check lambda probe upstream
- 104 - 1.4 16v MultiAir

- Leakage on the exhaust manifold exhaust
- Improper installation of the lambda probe
P0171 - Calibration of date - Check leakage electro
- Oxygen sensor not working
- Check lambda probe upstream
exhaust
- Leakage on the exhaust manifold - Check status probe (any presence of oil or
- Improper installation of the lambda probe oxides on the sensitive and / or impact on the body of the probe)
- Leakage electro - Check leakage electro
- Calibration of date - Check lambda probe upstream
P0172 - Oxygen sensor not working - Check engine control unit
- Catalyst not working properly - Check oil level and oil filter in the hall
- Opening valves out of tolerance to low module MultiAir
Oil pressure - Check for leaks on the manifold
exhaust
- Leakage on the exhaust manifold oxides on the sensitive and / or impact on the body of the probe)
- Improper installation of the lambda probe - Check leakage electro
- Leakage electro - Check lambda probe upstream
- Calibration of date - Check engine control unit
P0172 - Oxygen sensor not working - Check oil level and oil filter in the hall
- Catalyst not working properly module MultiAir
- Opening valves out of tolerance to low - Check for leaks on the manifold
Oil pressure exhaust
- Leakage on the exhaust manifold - Check leakage electro
- Improper installation of the lambda probe - Check lambda probe upstream
- Leakage electro - Check engine control unit
- Calibration of date - Check oil level and oil filter in the hall
P0172 - Oxygen sensor not working module MultiAir
- Catalyst not working properly
- Opening valves out of tolerance to low
Oil pressure

engine control unit
- Oil temperature sensor incorrectly - Check status sensor connection on motor
P0195 - Check oil temperature sensor
working
working
engine control unit
- Oil temperature sensor incorrectly - Check status sensor connection on motor
P0195 working - Check oil temperature sensor
working
- Oil temperature sensor incorrectly
funzionente
- Engine oil no longer complies
- Over temperature engine oil
- Solenoid VVA worn - Status Check engine oil and filter in the hall
- Oil pump is not working properly module MultiAir
P0196 - Engine control unit incorrectly - Check operation of the oil pump
working - Check oil temperature sensor
- Connections labile connector electro, - Check engine control unit
engine control unit, connector
sectioning
- Insulation wiring (if any DC MASS)
- Electroinjector not working / blocked - Check connections and wiring continuity
- Control unit not functioning properly - Make active diagnosis reversing two
P0201 electro (the fault follows the component)
- 105 - 1.4 16v MultiAir

- Connections labile connector electro,
sectioning - Check connections and wiring continuity
- Terminals oxidized or corroded - Make active diagnosis reversing two
- Electroinjector not working / blocked - Check engine control unit

- Insulation wiring (if any CA)







- 106 - 1.4 16v MultiAir


- Check the maximum speed reached and the time of

stay in revving
- Misuse customer - Ensure proper timing engine
P0219
- Wrong timing engine - Check tension timing belt
- Check status valves
motor control
working
motor control
- Potentiometer pedal incorrectly - Check connections and wiring continuity
P0220 working - Check potentiometer pedal
working
engine control unit
engine control unit
painted
- Connections labile relay or control unit - Check engine control unit
engine
- Fuel pump relay incorrectly
working
- CVM not functioning properly
- Connections labile relay or control unit
engine - Check connections and wiring continuity
P0230 - Check pump relay
- Fuel pump relay incorrectly
working

P0230
- Check pump relay
- 107 - 1.4 16v MultiAir

- Connections labile relay or control unit
engine
P0230 - Fuel pump relay incorrectly - Check pump relay
working
- Connections labile of sensor and / or control unit
motor control
- Low wiring insulation (DC Vbatt) - Check connections and wiring continuity
P0235 - Sensor not properly functioning - Check sensor
working
motor control
- Sensor not properly functioning - Check connections and wiring continuity
P0235 - Engine control unit incorrectly - Check sensor
P0236 - Leaks in supercharging - Audits of turbocharging
- Connections of labile or wastegate solenoid

engine control unit
- Low wiring insulation (DC MASS) - Check connections and wiring continuity
P0243 - Solenoid wastegate incorrectly - Check solenoid valve wastegate
working
engine control unit
- Solenoid wastegate incorrectly - Check connections and wiring continuity
P0243 working - Check solenoid valve wastegate
working
engine control unit
- Stop wiring
- Solenoid wastegate incorrectly
P0243 - Engine control unit incorrectly - Check solenoid valve wastegate
engine control unit
- Boost pressure sensor incorrectly
working
- Turbine is not functioning properly - Check connections and wiring continuity
- Engine control unit incorrectly - Check operation / integrity turbine
P0244 working - Check the boost pressure sensor
- Check solenoid valve wastegate
- Check congruence temperature air, water and oil

the key-on after long break
- Exchanger water / oil does not work properly - Measure resistance sensor (expected value: 10kOhm
- Electric fans do not activate at 25 ° C, 20kohm at 10 ° C)
- Thermostatic valve stuck closed - Checks on thermostatic valve and water pump
- Oil no longer complies - Tests on water / oil
- Water pump not working (error stores - Check status in the entrance of the oil and filter module
concomitantly signaling overtemperature MultiAir
P0298 engine) - Regimare engine; diagnose active on
- Oil temperature sensor incorrectly electric fans and check with the Examiner
working consequent decrease in the oil temperature
- Engine control unit incorrectly engine
- 108 - 1.4 16v MultiAir

- Connections labile connector coils, electro,
engine control unit
- Continuity wiring - Check status contacts and connections of the coils,
- Insulation wiring (if any DC Vbatt of injectors and engine control unit
control coils and / or electro) - Check the continuity and insulation of the wiring
- Fuel pressure low - Check pressure and fuel quality
- Fuel Not complying / water in the presence - Check for leaks in the manifold
fuel aspiration
- Manifold pressure sensor incorrectly - Check compressions and timing
working - Check pressure reading from pressure sensor
- Oil leak in the intake / exhaust collector
- Incorrect timing - Check positioning sensor turns, gap
- Compressions incorrect rpm sensor / phonic been encoder (any bumps)
P0300 - Rpm sensor incorrectly - Please re-learning phonic wheel
positioned / excessive air gap - Controls powertrain
- Phonic wheel does not comply - Check the engine oil level
- Oscillations powertrain (jerks - Check status spark plugs (dirt
clutch, abnormal joints / bearings, anomalies from engine oil or unburned fuel) and correct
dowels / engine mounts, incorrect load suspension, employment (by LUM)
Incorrect balancing tires) - Diagnosis of active electro
- Presence of engine oil the combustion chamber - Check ignition coils
- Spark plugs fouled - Check engine control unit
- Failure electro
- Coils of ignitions nonfunctioning
- Engine control unit not working
- Connections labile connector coils, electro,
engine control unit
- Continuity wiring
- Insulation wiring (if any DC Vbatt of
control coils and / or electro)
- Fuel pressure low
- Fuel Not complying / water in the presence - Check status contacts and connections of the coils,
fuel injectors and engine control unit
- Manifold pressure sensor incorrectly - Check the continuity and insulation of the wiring
working - Check pressure and fuel quality
- Oil leak in the intake / exhaust - Check for leaks in the manifold
- Incorrect timing aspiration
- Compressions incorrect - Check compressions and timing
- Rpm sensor incorrectly - Check pressure reading from pressure sensor
positioned / excessive air gap collector
- Phonic wheel does not comply - Check positioning sensor turns, gap
- Oscillations powertrain (jerks rpm sensor / phonic been encoder (any bumps)
P0300 - Please re-learning phonic wheel
clutch, abnormal joints / bearings, anomalies
dowels / engine mounts, incorrect load suspension, - Controls powertrain
Incorrect balancing tires) - Check the engine oil level
- Presence of engine oil the combustion chamber - Check status spark plugs (dirt
- Spark plugs fouled from engine oil or unburned fuel) and correct
- Failure electro employment (by LUM)
- Coils of ignitions nonfunctioning - Diagnosis of active electro
- Engine control unit not working - Check ignition coils
- See audits reported in error P0300

P0301 - See possible causes for error P0300 limited to one cylinder components (coil, spark plug
and electrical injector cylinder 1)
limited to one cylinder components (coil, spark plug
P0301 - See possible causes for error P0300 and electrical injector cylinder 1)
limited to two cylinder components (coil, spark plug
limited to two cylinder components (coil, spark plug
P0302 - See possible causes for error P0300
- 109 - 1.4 16v MultiAir

P0303 - See possible causes for error P0300 limited to 3 cylinder components (coil, spark plug
limited to 3 cylinder components (coil, spark plug
P0304 - See possible causes for error P0300 and electro-cylinder 4)
and electro-cylinder 4)
P0304 - See possible causes for error P0300
- Connections labile sensor and / or control unit

engine
- Stop wiring continuity - Check tightening sensor
P0325 - Check sensor
- Sensor incorrectly positioned / tight
- Sensor not working - Check engine control unit
engine
- Excessive butterfly between phonic wheel and speed sensor
- Check throttle sensor / phonic
engine
P0335 - Check positioning sensor
- Low wiring insulation (DC Vbatt or MASS)
- Check sensor
- Sensor not working
motor control
- Incorrect positioning cover
- Tooth phonic on camshaft folded - Check connections and wiring continuity
- Sensor not properly functioning - Check positioning cover
- Engine control unit incorrectly - Check flatness of phonic camshaft
working
- Connections labile of sensor and / or control unit - Check sensor
motor control - Check engine control unit
- Tooth phonic on camshaft folded
- Sensor not properly functioning - Check connections and wiring continuity
- Engine control unit incorrectly - Check positioning cover
working - Check flatness of phonic camshaft
motor control - Check sensor
- Stop wiring - Check engine control unit
- Tooth phonic on camshaft folded
- Sensor not properly functioning
working - Check positioning cover
- Connections labile on the coil and / or control unit - Check flatness of phonic camshaft
P0340 engine - Check positioning sensor
- Low wiring insulation (DC Vbatt) - Check sensor
- Phonic wheel damaged - Check engine control unit
- Ignition coil incorrectly
working
working
- Check integrity phonic wheel
P0351 - Check coil
- 110 - 1.4 16v MultiAir

- Connections labile on the coil and / or control unit
engine
- Stopping power fuse (errors in - Check connections and wiring continuity
coincide with errors related to other 3 - Check fuse and power on line
coils) connection
P0351 - Stop wiring - Check integrity phonic wheel
- Phonic wheel damaged - Check coil
- Ignition coil incorrectly - Check engine control unit
working
working
engine
- Phonic wheel damaged
- Ignition coil incorrectly - Check connections and wiring continuity
working - Check integrity phonic wheel
P0352 - Engine control unit incorrectly - Check coil
engine
- Stopping power fuse (errors in
coincide with errors related to other 3
coils)
- Stop wiring - Check connections and wiring continuity
- Phonic wheel damaged - Check fuse and power on line
- Ignition coil incorrectly connection
P0352 working - Check integrity phonic wheel
- Engine control unit incorrectly - Check coil
engine
working
- Connections labile on the coil and / or control unit - Check integrity phonic wheel
P0353 - Check coil
engine
- Low wiring insulation (DC MASS) - Check engine control unit
- Stopping power fuse (errors in
coincide with errors related to other 3
coils)
- Stop wiring
- Engine control unit incorrectly - Check fuse and power on line
working connection
P0353 - Connections labile on the coil and / or control unit - Check integrity phonic wheel
engine - Check coil
- Low wiring insulation (DC Vbatt) - Check engine control unit
working
working

- Check integrity phonic wheel
P0354 - Check coil
- 111 - 1.4 16v MultiAir

engine
- Stopping power fuse (errors in - Check connections and wiring continuity
coincide with errors related to other 3 - Check fuse and power on line
coils) connection
P0354 - Stop wiring - Check integrity phonic wheel
- Phonic wheel damaged - Check coil
- Ignition coil incorrectly - Check engine control unit
working
working
- Compare signals probes upstream and downstream

- The throttle on the exhaust manifold - Examination of possible throttle on the manifold
- Improper installation of the lambda probe exhaust
P0420 - Calibration of date - Check status probe (any presence of oil or
- Oxygen sensor not working oxides on the sensitive and / or impact on the body of the probe)
- Catalyst not working properly - Check probes

motor control - Check connections and wiring continuity
- Low wiring insulation (DC MASS) - Check status ducts connected to the solenoid valve
P0443 - Solenoid valve not functioning correctly - Check solenoid
working
motor control
- Solenoid valve not functioning correctly - Check status ducts connected to the solenoid valve
P0443 - Engine control unit incorrectly - Check solenoid
motor control
- Solenoid valve not functioning correctly - Check connections and wiring continuity
- Engine control unit incorrectly - Check status ducts connected to the solenoid valve
P0443 - Check solenoid
working
- Incorrect operation of the sensor level - Check engine control unit
fuel
- Connections labile relay and / or control unit
P0460 engine - Verify errors in NBC
- Relay is not functioning properly
P0480 - Connections labile relay and / or control unit - Check relay
engine - Check engine control unit
working
P0480 - Check relay
engine
working
- Connections labile relay and / or control unit - Check connections and wiring continuity
engine - Check relay
P0480
working

P0481 - Check relay
- 112 - 1.4 16v MultiAir

engine
P0481 - Relay is not functioning properly - Check relay
working
engine
P0481 - Check relay
working
- Interruption CAN line between control and NFR NCM - Check connections and continuity CAN
P0500
- Reset of NBC or NFR - Check errors in NBC and NFR
- Interruption CAN line between control and NFR NCM - Check connections and continuity CAN
P0500
- Reset of NBC or NFR - Check errors in NBC and NFR
- Connections labile switch on brake control unit
motor control connector, if sectioning
expected
- Low wiring insulation (DC MASS) - Check connections and wiring continuity
- Stop wiring continuity - Check switch
P0504
- Brake switch incorrectly positioned - Check engine control unit
- Brake switch is not functioning properly
working
expected
- Brake switch incorrectly positioned - Check connections and wiring continuity
P0504 - Brake switch is not functioning properly - Check switch
working
expected
- Brake switch incorrectly positioned
- Brake switch is not functioning properly - Check connections and wiring continuity
P0504 - Engine control unit incorrectly - Check switch
expected
P0504 working - Check switch
- Connections labile relay and / or control unit - Check connections and wiring continuity (in
engine particularly positive battery voltage and by key)
- Stop wiring continuity - Check integrity ratchet wrench
P0512 - Relay is not functioning properly - Check throttle supply fuses
- Engine control unit incorrectly - Check relay R1 and / or R2

engine - Check connections and wiring continuity (in
P0512 - Stop wiring continuity particular conductor unit Voltage stabilizer)
working
- 113 - 1.4 16v MultiAir

engine - Check connections and wiring continuity (in
- Stop wiring continuity particular conductor unit Voltage stabilizer)
P0512 - Relay is not functioning properly - Check relay R1
working
- Connections labile on switch and / or control
motor control
- Stop wiring continuity - Check oil level
- Switch not working properly - Check clamping switch (possible presence of
P0520 oxides which provovacno contact resistance)
working - Check switch
- Connections labile of sensor and / or control unit - Check engine control unit
motor control
- Excessive refrigerant charge
working
motor control
- Excessive refrigerant charge
P0530 working - Check sensor
- Connections labile of sensor and / or control unit - Check engine control unit
motor control
working
- Connections labile of sensor and / or control unit - Check connections and wiring continuity
P0555 motor control - Check sensor
working
- Connections labile on battery, control unit
engine, alternator
- Battery is not functioning properly
- Battery not sufficiently charged
- Alternator not working properly
working
- Connections labile on battery, control unit
engine, alternator
- Check battery charge
P0560 - Terminals oxidized or corroded
- Check for correct functioning alternator
- Battery is not functioning properly
- Battery voltage too high
- Alternator not working properly
working

P0560 - Check for correct functioning alternator
- Faults on CAN line - Checks on the CAN line

P0564 - Lever cruise control not working properly - Checks on NBC
(The device connects to NBC) - Checks on cruise control lever

- 114 - 1.4 16v MultiAir


- No proper system operation Cruise

P0576 Control - Verify errors in NBC
- No proper system operation Cruise
P0579 Control - Verify errors in NBC
P0601 working - Check engine control unit
working
P0604 - Engine control unit incorrectly - Check engine control unit
working
working
P0605 - Battery voltage too low at start - Check engine control unit
- Main relay defective
- Circuit of the coil main relay
interrupted - Check ground connections
- Engine control unit incorrectly - Check battery charge
P0606 working - Check the main relay
- Battery voltage too low at start - Check engine control unit
- Main relay defective
- Circuit of the coil main relay
interrupted
- Engine control unit incorrectly - Check ground connections
working - Check battery charge
P0606 - Engine control unit incorrectly - Check the main relay
working
P060B - Check engine control unit
engine
P060C - Relay is not functioning properly - Check engine control unit
working
P0615 engine - Check relay
working
engine - Check connections and wiring continuity
P0615 - Low wiring insulation (DC Vbatt) - Check relay
- Relay is not functioning properly - Check engine control unit
working
- Connections labile on the engine control unit and / or
alternator
P0615 - Alternator not working properly - Check relay
working
- Connections labile on the engine control unit and / or
alternator
- Alternator not working properly - Check connections and wiring continuity
P0621 - Engine control unit incorrectly - Check for correct functioning alternator

P0621 - Check for correct functioning alternator
- 115 - 1.4 16v MultiAir

engine control unit
- Masse not properly tightened, oxidised or - Check status ground connections
P0638 - Check the throttle body
painted
- Throttle body not functioning properly - Check engine control unit
working
engine control unit
- Masse not properly tightened, oxidised or - Check connections and wiring continuity
painted - Check status ground connections
P0638 - Throttle body not functioning properly - Check the throttle body
working
engine control unit
engine control unit
painted
- Throttle body not functioning properly
P0638 working
- Check the throttle body
'- Connections labile on control unit connector
motor and / or sensors
painted
working
P0641 engine - Check status ground connections
working
engine
P0645 - Relay is not functioning properly - Check relay
working
engine
- Relay is not functioning properly - Check connections and wiring continuity
P0645 - Engine control unit incorrectly - Check relay

P0645 - Check relay
- 116 - 1.4 16v MultiAir

'- Connections labile on control unit connector
motor and / or sensors
P0651 - Masse not properly tightened, oxidised or - Check status ground connections
painted - Check engine control unit
working
engine
- Relay is not functioning properly - Check connections and wiring continuity
P0657 - Engine control unit incorrectly - Check relay
engine
P0657 working - Check relay
- Connections labile relay and / or control unit - Check engine control unit
engine
working
P0685 - Check relay
engine
- Connections labile relay and / or control unit - Check relay
P0685
engine - Check engine control unit
working
'- Connections labile on control unit connector - Check connections and wiring continuity
P0685 motor and / or sensors - Check relay
painted
working
- Anomalies in NCR - Check connections and wiring continuity
P0697 - Connections of labile brake switch or controller - Check status ground connections
P0700 - Engine control unit incorrectly - Check for errors in NCR
working
- Connections of labile brake switch or controller
motor control - Check connections and wiring continuity
- Low wiring insulation - Check for correct positioning switch
P0704 - Stop wiring continuity - Check switch
- Brake switch incorrectly positioned - Check engine control unit
working

- Check for correct positioning switch
P0704 - Check switch
- 117 - 1.4 16v MultiAir

- Connections of labile brake switch or controller
motor control
- Stop wiring continuity - Check for correct positioning switch
P0704 - Brake switch incorrectly positioned - Check switch
- Brake switch is not functioning properly - Check engine control unit
working
- Connections of labile or reversing switch
engine control unit
- Reversing switch incorrectly
positioned
- Check for correct positioning switch
P0812 - Reversing switch incorrectly
- Check switch
working
working
- Connections labile of clutch switch or
engine control unit
- Clutch switch not working properly
P083F working - Check switch
- Verification of connections and valves VVA

- Engine oil no longer complies (liquid presence wiring continuity
cooling the oil circuit)
- Carry out the engine oil change, check the filter status
- Solenoid VVA - no hydraulics oil inlet module MultiAir and reset parameters
P1001 working Adaptive and VVA
- Impedance excessive wiring and / or connection
labile / oxidation of solenoid VVA - Replace module MultiAir
- Engine oil no longer complies (liquid presence

- Solenoid VVA - no hydraulics wiring continuity
working
P1001 oil inlet module MultiAir and reset parameters
labile / oxidation of solenoid VVA Adaptive and VVA
- Drivers in the engine control unit does not activate
- Replace module MultiAir
correctly
- Solenoid VVA - no hydraulics
working - Verification of connections and valves VVA
- Impedance excessive wiring and / or connection wiring continuity
P1001 labile / oxidation of solenoid VVA - Carry out the engine oil change
- Drivers in the engine control unit does not activate - Check engine control unit
correctly - Replace module MultiAir
labile / oxidation of solenoid VVA - Carry out the engine oil change, check the filter status
P1001 - Drivers in the engine control unit does not activate oil inlet module MultiAir and reset parameters
correctly Adaptive and VVA

wiring continuity
working
Adaptive and VVA
labile / oxidation of solenoid VVA
- 118 - 1.4 16v MultiAir

cooling the oil circuit) - Verification of connections and valves VVA
wiring continuity
working
Adaptive and VVA
correctly

- Engine oil no longer complies (liquid presence wiring continuity
- Solenoid VVA - no hydraulics oil inlet module MultiAir and reset parameters
P1003 working Adaptive and VVA
labile / oxidation of solenoid VVA - Replace module MultiAir

- Solenoid VVA - no hydraulics wiring continuity
working
labile / oxidation of solenoid VVA Adaptive and VVA
correctly

wiring continuity
working
Adaptive and VVA
- 119 - 1.4 16v MultiAir

cooling the oil circuit) - Verification of connections and valves VVA
wiring continuity
working
Adaptive and VVA
correctly

- Measure resistance solenoid VVA: value
- Connection of labile solenoid connector average expected 0:25 to 0:30 Ohm (no change
VVA part of the wiring connected to the valves VVA
- Low wiring insulation (DC MASS) Additional bridle that can damage
- Solenoid VVA not functioning properly irretrievably the power stage of the control unit
P1011 motor control)
(Internal DC)
- Engine control unit incorrectly - Perform reverse connectors on solenoid valves
working VVA adjacent and run active diagnosis (make
first reset memory errors)
average expected 0:25 to 0:30 Ohm (no change
part of the wiring connected to the valves VVA
- Connections of labile brake switch or controller Additional bridle that can damage
motor control irretrievably the power stage of the control unit
- Low wiring insulation (DC MASS) motor control)
P1012 - Solenoid VVA not functioning properly - Perform reverse connectors on solenoid valves
- Engine control unit incorrectly VVA adjacent and run active diagnosis (make
working first reset memory errors)
Additional bridle that can damage
irretrievably the power stage of the control unit
- Connections of labile brake switch or controller motor control)
motor control - Perform reverse connectors on solenoid valves
- Low wiring insulation (DC MASS) VVA adjacent and run active diagnosis (make
P1013 - Solenoid VVA not functioning properly first reset memory errors)
working
- 120 - 1.4 16v MultiAir

- Connections of labile brake switch or controller part of the wiring connected to the valves VVA
motor control Additional bridle that can damage
- Low wiring insulation (DC MASS) irretrievably the power stage of the control unit
P1014 - Solenoid VVA not functioning properly motor control)
- Engine control unit incorrectly - Perform reverse connectors on solenoid valves
working VVA adjacent and run active diagnosis (make
first reset memory errors)
- Module pilot solenoid driver VVA not

properly functioning
P1021 properly functioning - Check engine control unit
P1022 - Module pilot solenoid driver VVA not - Check engine control unit

- Connections labile VVA solenoid connector and / or average expected 0:25 to 0:30 Ohm (no change
engine control unit part of the wiring connected to the valves VVA
- Terminals oxidized or corroded Additional bridle that can damage
P1031 - Insulation wiring (if any DC MASS) irretrievably the power stage of the control unit
- Solenoid VVA not working / blocked motor control)
- Control unit not functioning properly - Perform reverse connectors on solenoid valves
VVA adjacent and run active diagnosis
- Connections labile solenoid connector VVA, Additional bridle that can damage
engine control unit irretrievably the power stage of the control unit
- Terminals oxidized or corroded motor control)
P1031 - Insulation wiring (if any DC Vbatt) - Perform reverse connectors on solenoid valves
- Solenoid VVA not working / blocked VVA adjacent and run active diagnosis
- Connections labile VVA solenoid connector and / or Additional bridle that can damage
- Stop wiring - Perform reverse connectors on solenoid valves
P1031 VVA adjacent and run active diagnosis
- Solenoid VVA not working / in circuit
open - Check engine control unit
- 121 - 1.4 16v MultiAir

- Connections labile VVA solenoid connector and / or - Check connections and wiring continuity
engine control unit - Perform reverse connectors on solenoid valves
P1031 - Insulation wiring (DC or DC to Vbatt MASS) VVA adjacent and run active diagnosis

- Connections labile solenoid connector VVA, average expected 0:25 to 0:30 Ohm (no change
- Connections labile solenoid connector VVA, irretrievably the power stage of the control unit
engine control unit motor control)
- Terminals oxidized or corroded - Perform reverse connectors on solenoid valves
P1032 - Insulation wiring (if any CA) VVA adjacent and run active diagnosis
- Solenoid VVA not working / blocked - Check engine control unit
- Connections labile solenoid connector VVA,

engine control unit - Check connections and wiring continuity
P1032 - Insulation wiring VVA adjacent and run active diagnosis

- 122 - 1.4 16v MultiAir

P1033 - Insulation wiring (if any CA) irretrievably the power stage of the control unit


- Connections labile solenoid connector VVA, irretrievably the power stage of the control unit
engine control unit motor control)
P1034 - Insulation wiring (if any CA) VVA adjacent and run active diagnosis

- Module feedback solenoid driver VVA not
P1041 - Module feedback solenoid driver VVA not - Check engine control unit
- 123 - 1.4 16v MultiAir

- Check engine oil level and condition (presence of

coolant in the oil)
- Check status filter oil inlet module MultiAir
- High impedance wiring - Check battery charge
- Contacts of solenoid VVA labile and / or oxidized - Check voltage provided by
- Excessive battery voltage fluctuations - Control connections Mass
- Presence of air bubbles in the oil circuit - Check connections and wiring continuity
- Oil level off limits - Measure resistance solenoid VVA: value
P1061 average expected 0:25 to 0:30 Ohm (no change
- Solenoid VVA with high resistance
- Faulty solenoid VVA part of the wiring connected to the valves VVA
- Engine control unit incorrectly bridles with additional and / or pilot lights that can
working irreparably damage the power stage
engine control unit)
- Check module MultiAir

coolant in the oil)
- Check voltage provided by
- Control connections Mass
- Excessive battery voltage fluctuations
- Excessive impedance wiring
P1061 - Solenoid VVA with high resistance
- Faulty solenoid VVA
bridles with additional and / or pilot lights that can
irreparably damage the power stage
working
- Carry out oil change

coolant in the oil)
working

P1061 - Engine control unit not pilot
correctly the solenoid valve VVA - Check module MultiAir
- 124 - 1.4 16v MultiAir

coolant in the oil)
- High impedance wiring - Check voltage provided by
- Contacts of solenoid VVA labile and / or oxidized - Control connections Mass
- Excessive battery voltage fluctuations - Check connections and wiring continuity
- Presence of air bubbles in the oil circuit - Measure resistance solenoid VVA: value
- Oil level off limits average expected 0:25 to 0:30 Ohm (no change
P1062 part of the wiring connected to the valves VVA
- Faulty solenoid VVA bridles with additional and / or pilot lights that can
- Engine control unit incorrectly irreparably damage the power stage
working engine control unit)

coolant in the oil)
working

coolant in the oil)
working

correctly the solenoid valve VVA

coolant in the oil)
- 125 - 1.4 16v MultiAir

coolant in the oil)
working

coolant in the oil)
working

- Engine control unit not pilot - Check engine control unit
P1063 - Check module MultiAir

coolant in the oil)

coolant in the oil)
working
- 126 - 1.4 16v MultiAir

coolant in the oil)
working

- Measure the minimum pressure at normal running speed (provided
- Oil leak in the intake manifold a
- Improper placement of the throttle body manifold worth about 300mbar)
P1105 Suction - Check infiltration points
- Sensor combined pressure / temperature - Check position of the throttle body manifold
collector not working properly aspiration
- Check pressure sensor / collector temperature
and / or engine control unit - Measure the minimum pressure at normal running speed
- Compressions incorrect (provided a
- Oil leak in the intake manifold worth about 300mbar)
positioned - Check status ground connections
P1106
- Suction pressure sensor incorrectly - Check compressions
- Check pilot solenoid valve wastegate (only
working
- Engine control unit incorrectly Turbo applications)
working - Check intake pressure sensor
engine control unit
P1120 - Throttle body not functioning properly - Check the throttle body
working
engine control unit
- Check for errors on air temperature and / or

water (solved before such errors)
- Connections of labile sensor connector and / or - Check connections and wiring continuity
engine control unit - Check status sensor connection on motor
- Low wiring insulation - Check congruence temperature air, water and oil
P1196 - Oil temperature sensor incorrectly the key-on after long break
working - Measure resistance sensor to fully warm engine
- Engine control unit incorrectly (Less than 10k ohms)
- 127 - 1.4 16v MultiAir

- Check for errors on air temperature and / or
water (solved before such errors)
- Connections of labile sensor connector and / or - Check status sensor connection on motor
engine control unit - Check congruence temperature air, water and oil
- Stop wiring continuity the key-on after long break
- Low wiring insulation - Measure resistance sensor to fully warm engine
P1196 - Oil temperature sensor incorrectly (Less than 10k ohms)
working - Make acquisition of 10s with the Examiner
- Engine control unit incorrectly Oil temperature signal and verify the presence of
working disorders (absence of instantaneous changes
temperature higher than 10 ° C)
- Check oil temperature sensor

motor control
working
- Learning phonic wheel

- Phonic wheel not learned - Leaks in the supply circuit that
P1300 - Once reset parameters adaptive may generate noise in the learning phase
- Replacing NCM - Check engine revs sesnore
- Learning change (in case of transmission

- Type of change not learned
manual press clutch)
P1302 - Once reset parameters adaptive
- Check clutch switch
- Replacing NCM - Check engine control unit
- Learning change (in case of transmission
- The error is stored in the first key-on of NCM manual press clutch)
(Replacement NCM) - Control line CAN
P1302 - NCR not functioning properly - Carry out checks on NCR
- Interruption CAN line - Check engine control unit
- Make learning procedure position

P1305 - Replacing NCM with lever in Neutral (MTA gearbox only)
- Make learning procedure position

P1305 - Replacing NCM
with lever in Neutral (MTA gearbox only)
- This type of error is present only at the first
P1310 - Making elimination procedure limitation
Delivery of the car dealership
- Resetting adaptive
- Reset procedure module MultiAir
- Replacing timing sensor
- Replacing form MultiAir
- Replacing oxygen sensor upstream - Follow the indications on the procedure
P1320
- Replacing camshaft learning module MultiAir
- Replacing engine rpm sensor
- Replace engine oil temperature sensor
- Replacing NCM
- Perform a reset of the module and MultiAir

- Fail learning module
P1320 follow the directions provided by the instrument
MultiAir
diagnostic
engine
- 128 - 1.4 16v MultiAir

engine

engine

engine
engine
- Stop wiring continuity - Check connections and wiring continuity (in
- Relay is not functioning properly particular conductor unit Voltage stabilizer)
P1512 - Engine control unit incorrectly - Check relay R2
engine control unit
engine control unit
painted
- Connections labile connector on the throttle body or - Check engine control unit
engine control unit
painted
working - Check status ground connections
P1683 - Connections labile connector on the throttle body or - Check the throttle body
engine control unit - Check engine control unit
painted
working
P1684 - Check the throttle body
- 129 - 1.4 16v MultiAir

P1686 - Throttle body not functioning properly - Check status ground connections
- Check the throttle body

engine control unit
- Low wiring insulation - Check status ground connections
- Masse not properly tightened, oxidised or - Check water temperature by Examiner (> 6 °
painted <100 °)
- Water temperature sensor incorrectly - Check air temperature by Examiner (> 6 °)
working - Check battery voltage by Examiner (> 10V)
P1687 - Air temperature sensor incorrectly - Reading engine rpm (rpm = 0)
working - Reading vehicle speed (= 0 km / h)
- Rpm sensor not working properly - Reading pedal position (0 °)
- Accelerator pedal not working properly - Check the throttle body
- Throttle body not functioning properly - Check engine control unit
working
- Connections of labile or Neutral sensor unit
motor control
- Condensation on sensor linear pressure - Check the presence of oxidation sensor connector
(Sensor supply Neutral derived from sensor linear pressure
P181D linear pressure) - Check for correct mounting sensor Neutral
- Neutral sensor not working properly - Check sensor
working
motor control
painted
- Condensation on sensor linear pressure
(Sensor supply Neutral derived from sensor - Check connections and wiring continuity
linear pressure) - Check the presence of oxidation sensor connector
- Neutral sensor not working properly linear pressure
P181D - Engine control unit incorrectly - Check for correct mounting sensor Neutral
working - Check sensor
- Connections of labile or Neutral sensor unit - Check engine control unit
motor control
painted
(Sensor supply Neutral derived from sensor
linear pressure)
- Neutral sensor not working properly - Check connections and wiring continuity
P1850 working - Checks on pressure sensor linear
- Connections of labile or Neutral sensor unit - Check sensor
painted
linear pressure)
- Neutral sensor not working properly
P1850 - Checks on pressure sensor linear
- Check sensor
- 130 - 1.4 16v MultiAir

motor control
P1850 - Condensation on sensor linear pressure - Checks on pressure sensor linear
(Sensor supply Neutral derived from sensor - Check sensor
linear pressure) - Check engine control unit
- Neutral sensor not working properly
working
motor control
painted
- Condensation on sensor linear pressure - Check connections and wiring continuity
P1851 - Checks on pressure sensor linear
linear pressure)
- Neutral sensor not working properly - Check sensor
working
working
working
working
P2226 - Connections labile probe connector and / or control - Check engine control unit
motor control
- Low wiring insulation (DC between conductors)
- Probe not working
- Measure resistance preheating temperature
environment (nominal value 3 Ohm, values greater than
P2231 40 Ohm require the replacement of the probe
lambda upstream)
- Connections labile probe connector and / or control - Check connections and wiring continuity
motor control - Measure resistance preheating temperature
- Terminals oxidized or corroded environment (nominal value 3 Ohm, values greater than
P2231 - Low wiring insulation (DC between conductors) 40 Ohm require the replacement of the probe
- Stop wiring continuity lambda upstream)

P2244 - Internal error of the engine control unit
- The driver has pressed simultaneously both

pedals
- Brake switch is not positioned correttemente - Check connections and wiring continuity
- Brake switch is not functioning properly - Check positioning brake switch
P2299 - Check brake switch
working
- Connections labile on the engine control unit or - Check connections and wiring continuity
other nodes connected to CAN - Check impdenza line with nodes connected (60 Ohm)
C001 - Stopping or low isolation on the CAN line - Verification of NCM disconnected impedance (120 ohms)
- Engine control unit incorrectly - Checks operation other nodes connected
- 131 - 1.4 16v MultiAir

- Connections labile on the engine control unit or - Check impedance line with nodes connected
other nodes connected to CAN
(60Ohm)
working
- Connections labile on the engine control unit or - Check connections and wiring continuity
other nodes connected to CAN - Check impdenza line with nodes connected (60 Ohm)
- Reading errors on NBC (check errors on lever Cruise

Control)
- NBC is not functioning properly - Checks on NBC
C405 - Engine control unit incorrectly - Check connections and continuity CAN line between NBR
working and NCM
Control)
- Checks on NBC
- NBC is not functioning properly
- Check connections and continuity CAN line between NBR
C405 - Engine control unit incorrectly
and NCM
working
Control)
- Checks on NBC
- NBC is not functioning properly - Check connections and continuity CAN line between NBR
- Engine control unit incorrectly and NCM
C405
Control)
- Checks on NBC
- Check connections and continuity CAN line between NBR
- NBC is not functioning properly and NCM
C405 - Engine control unit incorrectly - Check engine control unit
working - Reading errors on NBC (check recognition
key)
- Test Connection transponder
- Checks on NBC
- Check connections and continuity CAN line between NBC
and NCM
- NBC is not functioning properly - Check engine control unit
C422 - Engine control unit incorrectly - Reading errors on NBC (check recognition
working key)
- Checks on NBC
and NCM
- NBC is not functioning properly - Reading errors on NBC (check recognition
C422 - Engine control unit incorrectly key)
working - Test Connection transponder
- Checks on NBC
and NCM
C422 - Engine control unit incorrectly
working
- Key not working properly

- Reading errors on NBC (check recognition
- Antenna not properly functioning
- NBC is not functioning properly key)
- NBC encoded on other car - Test Connection transponder
C426 - Checks on NBC
- Engine control unit encoded on other
car - Check connections and continuity CAN line between NBC
- Engine control unit incorrectly and NCM
working
- 132 - 1.4 16v MultiAir

- Antenna not properly functioning - Reading errors on NBC (check recognition
key)
- NBC encoded on other car
C426 - Checks on NBC
car
and NCM
working
- NBC is not functioning properly - Reading errors on NBC (check recognition
- NBC encoded on other car key)
- Engine control unit encoded on other - Veirica free transponder
C426 car - Checks on NBC
- Engine control unit incorrectly - Check connections and continuity CAN line between NBC
working and NCM
- Key not working properly - Check engine control unit
- NBC encoded on other car - Reading errors on NBC (check recognition
- Engine control unit encoded on other key)
car - Veirica free transponder
C426 - Engine control unit incorrectly - Checks on NBC
working - Check connections and continuity CAN line between NBC
- Key not working properly and NCM
- Antenna not properly functioning - Check engine control unit
- NBC encoded on other car
car - Reading errors on NBC (that error is stored in
- Engine control unit incorrectly Consequently decommissioning fuel pump for
C427 working intervening node Airbag)
- Connections labile on the engine control unit or - Check connections and continuity CAN line between NBC
other nodes connected to CAN and NCM
- Stopping or low isolation on the CAN line
working
- Connections labile on the engine control unit or
U1700 - Stopping or low isolation on the CAN line - Check connections and continuity CAN line
working
U1700 - Check connections and continuity CAN line
working
U1706 - Engine control unit incorrectly - Check connections and continuity CAN line
working
U1706 working - Check connections and continuity CAN line
working
- 133 - 1.4 16v MultiAir

SYSTEM START & STOP
The device START & STOP (S & S) automatically stops the engine whenever the vehicle is
stop and restarts it when the driver intends to resume the march.
This increases the efficiency of the vehicle through the reduction of consumption, gas emissions
harmful and noise.
Enabling and disabling manual
The device is activated every time the car. With automatic gearbox, if the S & S is
inserted, the change automatically sets up the mode gear changes Economy.
The S & S device is activated / deactivated using the key S & S.
Decommissioning, is visible on the indicator framework "S & S OFF". Moreover, in relation to the level of
set-up of the car, can be provided additional information consisting message
deactivation / activation of S & S.
With automatic gearbox, in case of deactivation, the change automatically sets up the mode
of gear changes Normal.
- 134 - 1.4 16v MultiAir

Information from the instrument panel
Below are all of the information from the instrument panel for the function.
The information is provided via text message, activate lights and / or icons and
activation of the buzzer.
Framework COMFORT
Text Message Icon Spy Buzzer Meaning
Start & Stop is not available S & S failed
engine shut down automatically.
You must press the clutch because S & S

Press clutch need to restart the engine but can not do it
because a gear is engaged.
need to restart the engine but can not do it
Press clutch X because a gear is engaged.
Temporary unavailability of the S & S.
the engine does not shut down or restart
Start & Stop is not available automatically without user request.
Temporary unavailability of the S & S. is no longer
can restart the engine automatically
but it must be done by key.
Start & Stop is not available X
Start & Stop off S & S deactivated via button
Start & Stop inserted S & S re-activated by push button
Framework MATRIX
Text Message Icon Spy Buzzer Meaning
Start & Stop unavailable S & S failed
engine shut down automatically.

because a gear is engaged.
X because a gear is engaged.
Temporary unavailability of the S & S.
the engine does not shut down or restart
Start & Stop is not available automatically without user request.
Temporary unavailability of the S & S. is no longer
can restart the engine automatically
but it must be done by key.
Start & Stop is not available X
Start & Stop off S & S deactivated via button
Start & Stop inserted S & S risattivato via button
- 135 - 1.4 16v MultiAir

Operation
Stop mode engine with manual transmission
With the vehicle stopped, the engine stops (3) in neutral (1) and the clutch pedal is released (2).
The engine stop is permitted only under a speed of about 7 km / h.
During the shutdown of the engine, the picture is visible the following symbol:
How to restart the engine with manual transmission
Press the clutch pedal (4) the motor restarts (5).
Stop mode engine with automatic gearbox
The engine stops when you stop the car with the brake pedal depressed (1).
- 136 - 1.4 16v MultiAir

Maintenance mode the engine stopped with the robotized
With the brake pedal pressed (3) and the engine stopped (4) place the shift lever in N(5) and release
the brake pedal (6).
With automatic gearbox, it is automatically added to the crowds without any action on the gear lever.
How to restart the engine with automatic gearbox
If the shift lever is in N, bring it in any position of travel (8); otherwise release the
brake pedal (7) or move the gear lever in position other than N. The engine restarts (9)
Terms of failing to stop the motor
In the active device, for reasons of comfort, safety and containment emissions, the engine can not
stop in some conditions, including:
•Engine still cold.
•Battery is not sufficiently charged.
•Heated rear window activated.
•Wiper at top speed.
•Particulate trap regeneration in progress (only for diesel engines).
•Driver's door is not closed.
•Driver seat belt is not fastened.
•Reverse gear (eg. Parking maneuver).
•With automatic climate, if it was not yet reached a sufficient level of
thermal comfort.
In the above cases is visible an informational message about the context and, where provided, flashing
dell'simbolo .
- 137 - 1.4 16v MultiAir

Terms of automatic restart
For reasons of comfort, limiting emissions and safety, the motor can start
automatically without the driver's action, if certain conditions are met including:
• Battery is not sufficiently charged.

• Wiper at top speed.
• Reduced depression braking system (eg. After repeated pressures of the brake pedal).
• Moving car (eg. Road in slope).
• Engine stop by S & S more than three minutes.
A gear, automatic restart of the engine is allowed only by fully depressing the
clutch. This operation is available by message on the instrument panel, and where required,
flashing dell'simbolo .
NOTE.
If the clutch is not pressed, the expiration of three minutes after turning off the engine, the
restart will be possible only by key.
In case of unwanted stopping of the engine due to the abrupt release of the clutch gear,
with S & S inactive can automatically restart the engine by depressing the clutch or putting
transmission in neutral.
Security features
A motor stopped by S & S, if the driver looses his seat belt and opens the door side
driver or passenger side, restarting the engine is allowed only with the key. This is
shown to the driver via buzzer, informational message on the instrument panel and where required,
flashing symbol .
Function of "energy saving"
If, as a result of automatic restart of the engine, the driver does not perform any action on
vehicle for an extended time, the device S & S off of the engine, to avoid
fuel consumption. In this case, restarting is permitted only from the key.
Warnings
•The car must always be abandoned after removing the key or turn it in
OFF position.
•For cars with automatic gearbox, in case of engine stop uphill, it is recommended
restart the engine with action on the gear lever to (+) or (-) without releasing the
brake pedal.
•Before opening the bonnet, you must make sure that the car is turned off with
key to OFF. It is advisable to remove the key, when present in other car
people.
•During refueling, you must make sure that the car is turned off
with key OFF. It is advisable to remove the key, when present in the car
other people.
•When you want to focus on climate comfort, you can disable the S & D
so as to allow continuous operation of the air conditioning devices.
Failure of
In case of malfunctions, the system is disabled. The user is informed by warning light
Generic failure and where applicable, information message and icon of failure on the control panel
- 138 - 1.4 16v MultiAir

Details involved in the operation
The parts or components involved in the operation can be divided into four groups
as listed below:
• Added components: components that are new and have been added to the operation
of this type of device.
• Modified components in 'hardware.
• Modified components in hardware and / or software.
• Components "Carry over": components which are not new but already used on other cars
or are already on the car.
The following figure shows the block diagram of the car, divided into areas, each of which
shows the major components that are in some way involved in the performance of the function
S & S.
In particular are highlighted:
• To: blank, the details added;

• M-HW: in yellow, the details that have changed compared to hardware or mechanical
those normally present;
• M-HW / SW. in orange, the details that have changed both hardware, and / or both
software than those normally present;
CO: in green, the details that have not been amended or adapted from those
• original.
- 139 - 1.4 16v MultiAir

Legend:
A: added components.
M-HW: modified components in 'hardware.
M-HW / SW: modified components in both hardware and software in both.
CO: components Carry Over (unmodified).
Area HMI (Human Machine Interface) Added components (Bianchi)

1: accelerator pedal. 5: button enable / disable function
2: clutch pedal. S & S.
3: brake pedal. 10: transmission sensor.
4: gearchange. 12: Sensor depression of the brake booster.
5: S & S button. 24: voltage stabilizer for power supply
6: Instrument panel. radio and telematics.
FP: false negative battery with
its wiring.
Area PWT (powertrain) IBS: Intelligent battery sensor. (ECU
7: potentiometer accelerator. battery monitor).
8: clutch sensor.
9: brake sensor.
10: transmission sensor.
Modified components in hardware (Yellow)
11: engine temperature sensor.
2: Clutch pedal with clutch sensor.
12: Sensor depression braking system.
13: engine rpm sensor.
13: engine rpm sensor.
16: Motor.
14: other (handbrake, catalyst, etc.).
15: flywheel.
15: flywheel.
17: starter (Starter).
16: Motor.
18: alternator.
ECM: Engine control module (Node Control
23: Battery.
engine)
Modified components in hardware and / or in

Area VEHICLE software (Orange)
17: starter (starter) 6: instrument panel.
18: alternator. ECM: (Node motor control).
19. various loads (rear window defroster, wipers, BCM: (Node body computer).
etc.). NCL: (Node automatic climate).
20: sensors belts fastened.
21. sensors ports.
22: Outside temperature sensor. Components "carry over" (Verdi)
Computer). 1: pedaleacceleratoreconsensore
23: Battery. accelerator.
24: voltage stabilizer for radio and Hi-Fi. 3: brake pedal with the brake sensor.
25: Electrical loads different. 11: coolant temperature sensor
RRM / HI-FI: node radio receiver / Hi-Fi. motor.
IBS: Intelligent Battery Sensor (battery 20: sensors belts.
monitor). 21: sensors doors.
FP: false pole. 22: Outside temperature sensor.
NCL: Climate Node. 14: other (handbrake, catalyst, DPF,
BCM: Body Computer Module (Node Body rear window defroster, wiper, electric loads
gender, etc.).
RRM: Radio Hi.Fi.
- 140 - 1.4 16v MultiAir

Enable button S & S
The enabling of the system is located on the escutcheon switches the left as shown in
FIG.
Pinout and wiring diagram platform commands with pulsanteS & S
1 Massa BCM
2 + Key
3 Command caf down, menu -
4 Signal MOD, CAF
5 Mass
6 Command FN
7 Command FN-RN
8 Command Start & Stop
9 Free
10 Free
11 Free
12 Menu command ESC
- 141 - 1.4 16v MultiAir

Sensor gear in neutral
The sensor is installed on the overall change lever and transmits a signal to the ECM
allows the system to recognize the position of the gear lever corresponding to the state of the
transmission in neutral.
The state of transmission in neutral is essential to carry out the automatic start of
motor.
The transmission sensor is a generator of PWM signal whose duty cycle is between 33% and 67%
when the transmission is in neutral.
Depression sensor on the brake booster
The pressure sensor, installed on the brake booster, serves to inform the system that the depression
in the circuit would be insufficient to ensure effective braking with the engine stopped, for
lack of 'intervention of the brake booster. In this case, the engine is restarted, or if not already in motion
is turned off.
The sensor is connected to the ECM and is equipped with a normally closed contact, in other words the
contact is closed if the absolute pressure of the circuit is sufficiently low (about 400-500
mbar).
- 142 - 1.4 16v MultiAir

Sensor clutch
The clutch sensor S (# 8 in the block diagram) plays a primary role in the realization of the
Stop & Start function since it is the component with the transmission sensor, enables the starting of the
motor in an automatic way.
The sensor is of the rotary type and is able to transmit to the ECM as well as the positions of the pedal
released and pressed, also that of the pedal not perfectly pressed in order to allow the
system to recognize unambiguously the position of the pedal.
the ECM receives from the rotary sensor associated with the clutch pedal to a value that can be HIGH
(Pedal not pressed), MIDDLE (pedal partially depressed), LOW (pedal down) or
ERROR (sensor error).
Fuel pump
When the system S & S is active, during engine stop, the fuel pump remains active,
to ensure the packers' supply system, and then start a more ready.
However, if the engine were to remain stationary for a certain time, the pump is turned off.
- 143 - 1.4 16v MultiAir

Voltage stabilizer
The voltage regulator has the task of maintaining the supply voltage of some
devices, in particular the radio receiver, within values that ensure the maintenance of
supply voltage during starting of the engine.
The voltage stabilizer is constituted by an electronic unit connected directly to the battery.
E 'located below the instrument panel, the right side, as shown in FIG.
Operation
• With key STOP: the contactor T1 is closed, completely bypassing the device. In
these conditions the battery positive is applied to +30 of the radio and if present throughout
apparatus hifi.
• With key switch (+15 present) and start-ups (+50 present) contactor T1
is opened while the contactors are closed T2 and T3 allowing to +30 Battery
pass through the voltage stabilizer since this is the condition in which
droop can cause temporary interruption of 'audio or
even the loss of the storage channels.
Diagnosis
The diagnosis is made by the NBC in which the diagnostic cable (DIAG) is connected.
The fault is reported to NBC via a digital signal low.
Note:
There are two types of stabilizer at: 90W and 180W depending on whether the car is equipped with one
radio or radio with the Hi-Fi.
- 144 - 1.4 16v MultiAir

Pinout voltage stabilizer
PIN FUNCTION
1 DC output +30
3 Diagnosis
4 +50 Starter
6 +15 Key on
8 DC input +30
9 2nd DC output (opt.)
16 Mass
IBS (Intelligent Battery Sensor or Battery Monitor) and false negative
The battery monitor or IBS (Intelligent battery sensor) (A) is an electronic unit that is used to
inform the BCM on the operating status of the battery, so as to avoid stopping the engine
if the charging conditions or health of the same are not optimal.
The information generated by the IBS and sent to the BCM by means of the LIN network are used for the
management of the Stop & Start function, so as to take into account the capacity ZIP
of the battery.
In particular, this information is used, together with other from other
devices / units of the vehicle in order to activate or deactivate the Start & Stop.
The general concept is that while the engine is running it should not be arrested
automatically if the battery does not have sufficient capacity to start and, during one phase
automatic stop, the engine must be restarted if the starting capacity of the battery is
falling too.
The Start & Stop function is deactivated also even in the case in which a possible fault with IBS
does not allow to determine the actual status of the battery: an internal error signal is generated
BCM in this regard.
The incumbent of the Start & Stop is the ECM which decides whether to enable / disable the Start & Stop
taking into account a lot of information, including those from IBS (Via BCM).
NOTE
The BCM and ECM can also disable the Start & Stop due to conditions
Vehicle not connected IBS.
For more details on other conditions that can disable a stop automatic or cause
an automatic restart of the motor, refer to the relevant section of this monograph.
- 145 - 1.4 16v MultiAir

False pole
The IBS is connected in series between the negative battery and the body by means of a specific cable equipped with a
false pole (FP).
The false pole actually has the shape of a battery terminal and serves to connect the terminal
This negative cable as usual on all vehicles.
The false pole serves to allow you to disconnect the battery from the electric power of the
car without disconnecting the IBS.
The IBS fact must not be disconnected from the battery except in cases of real need (eg.
replacement of the battery) because it keeps in memory the data that are related to health
and efficiency of the battery and which are regularly supplied to NBC to optimize the management
of motor starts in time.
The IBS is also equipped with a two-way connector to which the pins are connected to the battery positive and
a line type serial LIN for the transmission of data relating to the state of the battery to the NBC.
- 146 - 1.4 16v MultiAir

IBS - operation
IBS performs the following measurements:
• Battery voltage. (V)

• Current battery. (A)
• Battery Temperature. (° C)
These quantities are processed by the control unit that calculates the parameters that express the state
of the battery and which are:
SOC: (State Of Charge: state of charge) which represents a percentage of the remaining power
battery than its rated capacity. In other words, is what is the battery charged.
SOH: (State Of Health: health status) that represents "seniority" of the battery or better,
represents the percentage of actual battery capacity than the nominal one.
This condition is considered to be because with the passage of time, the battery is subject to a
irreversible aging process that reduces the ability to be fully recharged and
therefore the ability to provide all the energy that could be stored from new.
SOF: (State Of Function: operating status) in volts, which is the minimum peak
voltage that can be reached during the starting phase.
These parameters identify the start capability of the battery.
• In the case of SOC orSOH insufficient, the battery may not be able to restart
the engine.
• in the case of SOF insufficient, the battery voltage during start-up can reach
values so low that no longer guarantee the normal operation of the various units
electronic of the car.
- 147 - 1.4 16v MultiAir

Procedure for removing / installing the IBS
1. Disconnect the quick release clamp mass (1) from the false
pole.
2. Disconnect the connector (1) from the body of sensor

monitoring battery (1b) by pressing on the spear coupling
the connector itself and exerting the appropriate traction
to that of
connector (and not on the cables), and in the opposite direction
coupling.
3. Unscrew the nut (2a) and remove the sensor

monitoring battery (1b) from the negative pole of the battery.
4. Loosen the screw (1a) and unplug the power cable
from the false pole (1b).
Note:
It 'important that steps 3 and 4 are carried out exactly in the order presented because
the execution of the two operations in the reverse order is at risk of short-circuit between the poles of the
battery.
Reattachment
For reattachment of IBS, reverse order to removal.
CAUTION: Following the detachment and reattachment of the sensor monitoring

Battery comes the need to ensure that the battery is not less than 80%
Otherwise proceed to recharge the battery to arrive at a state of charge
greater than 80%.
When replacing the battery, make sure the new piece is a model Heavy Duty
approved for the Start & Stop.
- 148 - 1.4 16v MultiAir

Calibration of IBS
When the IBS is connected for the first time to its power or reconnected after being
disconnected for any care intervention, will enter a state called recalibration.
During calibration, the calculation of the state of efficiency of the battery (SOC, SOH and SOF) will be
performed less accurately and with greater tolerances for a certain period of time during the
which the IBS must recognize the type of battery to which it is connected, its tension and its state of
efficiency.
During this period, the S & S system may not stop / restart the engine to avoid the risk of
remain without enough battery power.
As mentioned, whenever you make a detachment / reattachment of IBS from power or

replacement of the battery, to link recovery begins a process of calibration act
rememorize to the efficiency of the battery.
When this occurs,
The following table shows the logic of the calibration process.
5 times for 8
First period of quiescence oredi
Restoration First maggioredi4oree quiescence
supply start Engine start followed by a
start
car
Tolerance
Out Out
SOC Tolerance O.K. OK.
tolerance tolerance
Tolerance
Out Tolerance
SOF Tolerance O.K. OK.
tolerance OK.
Tolerance
Out Out
OK.
SOH tolerance tolerance Out of tolerance
Calibration
Normal operation
• When power is restored all the parameters are out of tolerance because the system does not
yet realized the battery status.
• At the first start calibrates the SOF, considering immediately
minimum voltage reached at the first avviamento.Gli other parameters can not yet
be taken into account.
After a period of quiescence over 4 hours and at least a starter, is taken
• also consider the SOC parameter which determines the state of charge of the battery
after a certain elapsed time. The state of health SOH is not yet taken into
consideration must be made because even starting cycles alternating with periods of
quiescence. In fact it is possible to determine the real state of efficiency of the battery if you
also considers the elapsed time of use.
Having exceeded 5 times a quiescent period of at least 8 hours, combined with
• a series of starts, The cycle ends with the acquisition and memorizazione parameter
SOH.
Of course, in case the IBS does not recognize the values of the above parameters, the system
will properly limiting the cycles of stopping and starting the engine so as to ensure
however, a proper charging of the battery.
In summary:
The IBS exits the calibration phase when the feedback of the SOC and SOF are inside
tolerances, as shown in the previous table. This occurs after a step of
rest (engine off) of at least 4h followed by a starter.
- 149 - 1.4 16v MultiAir

Such as the Start & Stop using the information provided by the IBS
Conditions of engine running

Under conditions of engine running, the BCM uses the information received by the IBS to enable or
disable any automatic stop depending on the starting capacity of the battery estimated
by the IBS.
As already said, the starting capacity of the battery is normally assessed by the state
battery, expressed as SOC, SOF, SOH and temperature; when it is in the IBS
recalibration some state variables are not reliable and therefore only the SOF and the temperature of
battery are taken into account.
The request to enable / disable a stop automatically

by the BCM is synthesized in a signal generated by the BCM and sent via the same network C-
CAN to the ECM.
In the following flow chart is reproduced the strategy of the BCM for the information management of IBS and
enabling / disabling of an automatic stop.
When the automatic stop of the engine is enabled
the BCM then the ECM is enabled to automatically switch off the engine if the conditions
driving (certain actions on the brake pedal, clutch, throttle) are met as well as other
conditions, controlled by the ECM.
When the automatic stop of the engine is disabled

the BCM then the ECM is not empowered to automatically shut down the engine, even if this
when driving conditions (certain actions on the brake pedal, clutch, throttle) are
met as well as other conditions, controlled by the ECM.
- 150 - 1.4 16v MultiAir

Terms of engine off automatically
When the engine has been turned off automatically for Start & Stop, can be generated
a request from a device / control unit, which requires an automatic restart of the engine.
The BCM collects information from the vehicle and, if necessary, require the ECM
automatically restart the motor (ECM will check in advance if they are verified
conditions of an automatic restart safe).
The request to ask / do not ask for a stop automatically
by the BCM is synthesized in a signal generated by the BCM and sent via the same network C-
CAN to the ECM.
In the following flow chart is reproduced the strategy of the BCM for the information management of IBS and
ask / do not request an automatic stop.
- 151 - 1.4 16v MultiAir

Batteries
Compared to a battery installed in a car without Start & Stop, the battery of a car with such a
feature is subjected to a greater electrical stress, due to a larger number of
goodwill and for the provision of current during the phases of vehicle stop (phases in which the alternator is
off).
To ensure reliability equal to or greater than a battery installed on a vehicle without
S & S, were introduced the following changes:
• was varied the construction technology of the battery, by introducing the type "Heavy Duty",
suited to a greater electrical stress.
• where necessary battery capacity has been increased.
Replace Battery
When replacing the battery must be strictly prescribed.
Battery charging and emergency start
For charging (and eventual discharge) of the battery and the emergency start (jump-start), the
negative cable must be connected to the vehicle mass or false pole (not to the terminal
battery negative)
The following figure highlights the terminals (positive and negative) for the emergency start
and for charging the battery.
- 152 - 1.4 16v MultiAir

Starter (Starter)
The starter has been modified in various mechanical and electrical aspects for the following purposes:
•ensure a much higher number of starts, through the modification of materials;
•reduce starting noise, through the modification of materials and geometries;
•reduce the startup time, through the modification of geometries and the increase in power
starter.
Blue boxes A, B, C, D, H: interventions designed to increase the reliability / durability of the component.
Green boxes E, F, G, I, L: interventions designed to improve the speed of intervention.
Boxes gialle- blue and yellow - green I, L: interventions designed to reduce noise.
In detail:
• A and H: adoption needle bearings.

• B: engagement lever spool reinforced.
• C: piston electromagnet lacquered.
• D: material electromagnet improved.
• And: increased power and performance.
• F: Incremented magnetic flux to the permanent magnets and improved resistance to
demagnetization.
G: modified gear ratio of group epicyclic reduction.
• I: adopted rubber dampers and sintered gears.
• L: increased number of teeth to pinione.
•
Flywheel
The flywheel has been reinforced, especially with regard to the teeth of the crown, because of the use
more burdensome to which it is subjected.
- 153 - 1.4 16v MultiAir

Start
Goodwill from key
The starter key is controlled by the user by turning the key in the start position: in
these conditions the starter is operated by BCM, ECM, MTA (where present) according to the following
steps:
1) In conditions of key OFF both the starter relay T10 and T20 are not powered and
therefore open.
2) When you make the ON KEY (INT) both relays are controlled by the respective open
ECUs.
3) When the key is placed in the start position (+50), the ECM (after waiting,
if this is enabled by the control unit MTA) closes the relay T20, commanding so
the power of the starter motor (see figure).
4) When you release the key to ON the ECM opens the relay T20 and maintains a
diagnosis of both relays; depending on the results of the diagnosis may occur
following conditions:
• Both relays are functioning normally: BCM closes T10 and functionality of the Start & Stop is
enabled.
• The relay T10 is recognized closed (welded contacts): T20 is kept open and
Start & Stop is disabled (ECM will be present in the corresponding DTC)
• The relay T20 is recognized closed (welded contacts): T10 is kept open and
Start & Stop is disabled (it will be present in the corresponding unit BCM DTC)
LEGEND:
F03: fuse starting circuit (+50) located in the CVM.
T20: contactor starter controlled by ECM located in the CVM.
T10: Safety contactor controlled by BCM located in the CVM.
BCM: body Node Computer. (Body Computer Module)
ECM: Engine Control Node. (Engine Control Module)
MTA: Node Change Robotic (if present).
S: Starter motor (Starter).
VS: Voltage Stabilizer (voltage stabilizer).
- 154 - 1.4 16v MultiAir

Location State Relay State Relay
Phase Description
key T20 T10
1 Key in OFF OFF Open Open
2 Key to ON ON Open Open
3 Chiaveinposizionedi CHAMBERS Closed Open
start
Release key to start
4th occurred ON Open Closed
4b occurred, relay T20 glued ON Closed Open
4c occurred, relay T10 glued ON Open Open
Automatic start-up
When the start-stop strategy determines, for user action or by necessity of operation,
that must be made an automatic start, the engine is started according inautomatico
the following procedure:
1) Start & Stop The strategy determines that the engine needs to be restarted automatically.
2) The relay T20 is closed by the ECM command: the relay T10 had been closed at the end
the startup procedure by key, which is controlled by the power of the starter.
3) Once the engine starts, the ECM controls the opening of T20 and then it performs
diagnosis;
depending on the result you can check the following:
• T20 is recognized open, how to command the functionality of the Start & Stop is enabled.
• T20 is recognized closed (welded contacts): the relay T10 is opened and the functionality of
Start & Stop is disabled.
Location State Relay State Relay

Phase Description
key T20 T10
1 Vehicle in STOP ON Open Closed
2 Start-up engine ON Closed Closed
3rd Avviamentoavvenuto CHAMBERS Open Closed
correctly
After starting but T20
3b pasted: T10 is opened ON Closed Open
- 155 - 1.4 16v MultiAir

CONDITIONS OF NON-STOP ENGINE AND AUTOMATIC RESTART
CONDITIONS OF NON-STOP
Terms operated by ECM
With the Start & Stop active, for reasons of comfort, limiting emissions and safety, in
particular conditions the motor does not stop automatically.
These conditions that lead to failure automatic engine stop can be detected and
managed by the BCM or ECM.
Cold engine
Nn is allowed the automatic engine stop if the signal of the temperature sensor of the water
motor is located outside of a range defined by the thresholds Temp_H20_min (About 40 ° C) and
Temp_H20_max: (about 100 ° C) outside of this range the reduction of fuel consumption and emissions
derived from the Start & Stop is not assured. For details refer to the table in the appendix.
Reverse gear
S the reverse gear is engaged the engine control unit does not allow the automatic shutdown of the
motor. This measure is taken to not affect the drivability during parking maneuvers.
Check the clutch switch operation not yet performed

This verification is done after a complete cycle (pressure and release, or press and release)
the clutch pedal with the engine running.
Malfunction or failure detected on at least one of the following sensors or systems
• Accelerator pedal.
• Brake pedal.
• Vacuum sensor on the brake booster.
• Gearbox control unit.
• Water temperature sensor in the engine.
• Wheel speed sensors.
• Switch clutch.
• Rpm sensor.
• Camshaft sensor.
• Switch reverse.
• Motor or engine control unit (with lighting of the MIL).
Reduced depression of the brake system

ECM prevents the automatic engine stop if the vacuum sensor (see paragraph
sensors acquired by the ECM for details on individual sensors) provides a value LOW.
The BCM required to prevent automatic shutdown

Is prevented from stopping of the engine by sending a message C_CAN for the occurrence of one or
more conditions operated by BCM.
Only for Diesel engines

Regeneration particulate trap in progress; the engine control unit does not allow the arrest
Automatic engine if the DPF is making the regeneration of the filter.
Terms operated by BCM
Battery is not sufficiently charged or exhausted:

The BCM receives information from the state by the IBS battery charge.
If the IBS is located in the state of recalibration, not allowed to stop the motor if one
of the following conditions:
•the state of function (SOF) of the battery is less than 8,3Volt.
•the battery temperature is below -23 ° C.
- 156 - 1.4 16v MultiAir

If the IBS is not in a state of recalibration, not allowed to stop the motor if one
of the following conditions:
•the State of Charge (SOC) of the battery is below 75%.
•State of Health (SOH) of the battery is below 60%.
•the state of function (SOF) of the battery is less than 8,2Volt.
Failure of IBS
It is not allowed the automatic shutdown of the engine if there is a malfunction of IBS.
Failure on the Voltage Stabilizer

It is not allowed the automatic shutdown of the engine if there is a malfunction of the Voltage
Stabilizer.
-Lunotto Heat activated: It is not allowed automatic engine stop when the defroster is
on. In this case, in fact, it is assumed the user's will to perform demisting of
crystals, so it is appropriate that the engine remains turned on in order to make available hot air
and / or conditioning.
Windscreen wipers working at maximum speed

It is not allowed automatic engine stop if the wiper is set to maximum
speed continuously for a longer time to t_CSM_2. (4 Sec.). This is because you
supposed that in this condition, there are adverse weather conditions as a result of which
it is preferable to have the maximum driving comfort.
Driver door is not closed

It is not allowed the automatic shutdown of the engine if the driver's door is open.
The driver's seat belt is not fastened

It is not allowed the automatic shutdown of the engine if the driver's seat belt is not fastened.
External temperature sensor

Where is the outside temperature sensor is not allowed automatic engine stop
if:
•the outside temperature is less than the limit Temp_min_1 (-14 ° C).
•the outside temperature is greater than the Temp_max_1 (80 ° C).
NOTE. The temperature limits that have been imposed on the external temperature sensor are
"Extreme" and therefore are always respected.
Automatic climate control

It is not allowed automatic engine stop if the temperature of the air conditioning set by
customer has a greater difference of ± 4 ° C above the temperature inside the vehicle.
NOTE. In case of manual air conditioner, the motor stop is always allowed.
Failure of the alternator

It is not allowed automatic engine stop if the alternator has a malfunction.
Bonnet open
Where the switch engine hood is present, is not allowed if the automatic engine stop
bonnet is open.
State Logistic Mode active
It is not allowed automatic engine stop if the state Logistic Mode is activated.
Semi-automatic parking system SPM

Where is the semi-automatic parking system, is not allowed to stop automatically
engine if the system is activated.
- 157 - 1.4 16v MultiAir

Fault Relay on BCM
It is not allowed automatic engine stop if there is a malfunction of the relay
Starting circuit piloted by BCM.
CONDITIONS OF AUTO RESTART
Terms operated by NCM
With the Start & Stop active, for reasons of comfort, limiting emissions and safety, in
particular conditions the motor can restart automatically without any action by the
driver.
These conditions that lead to the automatic restart of the motor can be discovered and managed by
BCM or ECM.
Battery is not sufficiently charged or exhausted

The BCM receives information from the state by the IBS battery charge.
If the IBS is located in the state of recalibration, is performed without an automatic restart
operations by the driver if it is to check one of the following conditions:
•the state of function (SOF) of the battery is less than 7.6 volts.
If the IBS is not in a state of recalibration, you make an automatic restart of the engine if you
any of the following conditions:
•the State of Charge (SOC) of the battery is less than 70%.
•State of Health (SOH) of the battery is below 59%.
•the state of function (SOF) of the battery is less than 7.3 volts.
Fault IBS: The engine restarts automatically without action by the driver if you
a malfunction of IBS.
Outside temperature sensor: Where this is the temperature sensor, the motor is
restart automatically without action by the driver if:
•the outdoor temperature is lower than the limit Temp_min_2 (-14 ° C).
•the outside temperature is greater than the limit Temp_max_2 (80 ° C).
NOTE The temperature limits that have been imposed on the external temperature sensor are
"Extreme" and therefore are always respected.
Automatic climate control

The engine restarts automatically without action by the driver if the temperature of
climate set by the customer has a greater difference of ± 7 ° C above the temperature
of the passenger.
Note: in case of manual air conditioner inserted, the motor remains off.
Windscreen wipers working at maximum speed

The engine restarts automatically without action by the driver if the wiper
is set at maximum speed in a continuous manner for a longer time t_CSM_2. (4
sec.). This is because it is assumed that in this condition there are adverse weather conditions in
a result of which it is desirable to have the maximum driving comfort.
State Logistic Mode active
The engine restarts automatically without action by the driver if it is activated
been Logistic Mode.
Semi-automatic parking system SPM
Where is the semi-automatic parking system, the engine restarts automatically
without action by the driver if, during the stop engine, activates the system
parking.
Bonnet open
Where is the switch engine hood, automatic restart of the engine is not allowed if the
bonnet is open.
- 158 - 1.4 16v MultiAir

Driver door or passenger's door is not closed and the driver's seat belt is not
connected:
The automatic restart of the engine is not allowed if the driver's door or the passenger door are
open and, at the same time, the driver's seat belt is not fastened.
Fault Relay on BCM

The automatic restart of the engine is not allowed if the relay T20 controlled by the BCM has a
malfunction.
Function of energy saving

The system can disable the automatic restart of the engine even for reasons of Energy saving:
to prevent the engine remains turned on, although there is the driver on board.
A timer starts as soon as the engine has an automatic restart from S & S. When the timer reaches a
threshold Time_KOAutoCrnkCnd (3min) without any action on the driver's commands guide
(Accelerator, clutch, brake) the engine is shut off again and the next restart will
take place only through the intervention of the driver on the ignition key.
Terms operated by NCM
Reduced depression of the brake system

will force an automatic restart of the motor if the vacuum sensor (see
paragraph on the sensors acquired by ECM for details on individual sensors) provides a value LOW. Yes
avoids an unwanted movement of the car with the motor off on Hills, due to
download any of the brake booster.
Moving car
is forced an automatic restart of the engine in case the vehicle speed is greater than a
threshold labeled V_th_start. (About 5 Km / h). To avoid danger due to the lack
engine braking on Hills.
Stopping the engine by the system Start & Stop to a time top to
t_timeout_stop_1. (160 Sec.)
Reverse gear
if the user enters into reverse during a stop due to the Start & Stop, the control unit
engine automatically restarts the engine. This measure is taken to not affect driveability
during parking maneuvers.
Cold engine
The NCM force an automatic restart of the engine if the signal of the water temperature sensor
of the engine is below the threshold Temp_H20_min_ON, (about 30 ° C) because in this case the reduction of
consumption and emissions derived from the Start & Stop is not assured.
The BCM has detected requested automatic restart of the engine without driver's action
communicating this information to the ECM through a specific message on C_CAN.
(STATUS_B_CAN2.BCMAutoStopStaySts = 0).
Catalyst temperature lower than a threshold

temp_catalist.
Is put on the handbrake while the car is running the engine at a speed
(Both in the driving direction is in reverse) exceeding a threshold
V_th_start_HndBrk. (About 3 Km / h). This is an additional safety measure, to avoid situations

danger due to the lack of engine braking on Hills.
Too many attempts to start automatically without success:
has exceeded the threshold Max_cranking_attempts (5 times) that indicates the maximum number of failures
an automatic restart of the engine. This threshold is set to prevent damage to the
- 159 - 1.4 16v MultiAir

starter for too many attempts to start close together. Refer to Appendix for details
threshold values.
The BCM required to prevent automatic restart of the engine.
Malfunction or fault detected on at least one of the following sensors or systems:
• Gas pedal
• Brake pedal
• Vacuum sensor on the brake booster
• Water temperature sensor motor
• Vehicle speed
• ECU exchange
• Switch clutch
• Neutral sensor
• Rpm sensor
• Camshaft sensor
• Reversing Switch
E 'was required action to the driver but the driver has not performed in time:
expired timeout motor off set by the threshold T_immo (175 Sec.) When tempted
unsuccessfully an automatic restart of the engine due to failure of the clutch pressure
or because the transmission is not in neutral, and prompted then asked the driver to
allow automatic restart by pressing the clutch or by inserting the crowds, spent T_immo (
175 Sec.) From trying to restart the engine can only be restarted by action on key.
Additional functions
"Change of Mind"
In the event that, following the completion of a request to stop the engine and the ECM has already
driven off the engine itself, the user requires, with appropriate action on the controls,
a restart of the engine, can occur following two conditions:
• If the engine revolutions are still quite high, the ECM is able to not to extinguish
finally the engine again commanding the injection of fuel into the cylinders
• If the engine speed are low, the ECM is not able to prevent the engine stalling
for which waits until the engine stops completely (rpm = 0) then commanding
immediately after an automatic restart. In this case the user can perceive a
late compared to his command restart.
Stall
For vehicles with manual transmission, in cases of unwanted engine stop, eg due to sudden
releases the clutch pedal in gear (Stall), if the start-stop system is active, is
can restart the engine by depressing the clutch pedal or shift into neutral.
Restart
There are some conditions for which the engine is stalled restart may be made
only by an action of the driver on the key. They are:
•Functionality Start & Stop off by button.
•Check the clutch switch operation not yet performed. This verification is done in
Following a complete cycle (pressure and release, or press and release) of the pedal
clutch with the engine running.
•Water temperature in the engine lower than a threshold Temp_H20_min_stall. (About 15 ° C).
- 160 - 1.4 16v MultiAir

• The BCM required to prevent automatic restart of the engine, communicating such
informazioneall'ECMtramiteunmessaggiospecificosuC_CAN
(STATUS_B_CAN2.BCMAutoCrankSts = 0).
• Malfunction or fault errors on at least one of the following sensors or systems:

• Gas pedal
• Brake pedal
• Vacuum sensor on the brake booster
• ECU exchange
• Water temperature sensor in the motor
• Vehicle speed
• Switch clutch
• Neutral sensor
• Rpm sensor
• Camshaft sensor
• Reversing Switch
Disable automatic restart (safety function)

In some cases, after automatically stopping the engine, with the intervention of the Start & Stop, can
happen that the automatic restart requested by the user may not run.
In this condition the restart is possible only by a manual action of the driver
on the key, returning the vehicle behavior to that of a conventional vehicle without S & S.
The management of this function is left to ECM and BCM.
Parameter table.
Below is the table of the most significant parameters and their values, called in the text.
Parameter Indicative value

Max_Cranking_attempts 5
TT_R 3
SOCmin1 75%
SOCmin2 70%
SOFmin1 8.2V
SOFmin2 7.3V
SOFmin3 8.3V
SOFmin4 7.6V
SOHmin1 60%
SOHmin2 59%
T_Bat_min1 -23 ° C
T_Bat_min2 -24 ° C
t_CSM_2 4 sec
T_immo 175sec
t_timeout_stop_1 160sec
t_timeout_stop_2 165sec
Temp_H20_max About 100 ° C (may vary by engine type present)
Temp_H20_min About 40 ° C (may vary by engine type present)
Temp_H20_min_ON About 30 ° C (may vary by engine type present)
Temp_H20_min_stall About 15 ° C (can vary by engine type present)
Temp_max_1 / 2 80 ° C
Temp_min_1 / 2 -14 ° C
Time_KOAutoCrnkCnd 3 min
V_th_abil 7km / h
V_th_start 5km / h
V_th_start_HndBrk 3 km / h
V_th_stop 3km / h
Bat_type Type 1: Battery type Heavy-Duty
- 161 - 1.4 16v MultiAir

LIST OF USED acronyms
L 'following list includes most of the acronyms used for the' identification
components of an electrical system. Some are specifically used for this vehicle
because the relevant devices are not present.
ACRONYM DESCRIPTION
ACC Adaptive Cruise Control (Adaptive Cruise Control)
ACU Automatic Climate Unit (Automatic Climate Control)
AFLM Adaptive Front Light Module (Ride Control adaptive headlights)
AFLM: Adaptive Front Lighting Module (Node Adaptive Headlights)
AHCU Additional Heater Control Unit (ECU Heater Extra)
AHM Additional Heater Module (additional heater
AL: Automotive Lighting
AM-ASU After Market Alarm System Unit (Alarm System After Market)
ASM Air Suspension Module (control air suspension)
ASU Alarm Siren Unit (ECU Siren Alarm)
ATSM AntiTilt Sensor Module (Control Alarm antilift)
AVAC: Automatic Vehicle Aim Control (leveling, vertical)
BAM Brake Assistant Module (control braking assistance)
BCM Body Control Module
BDU Battery Power Distribution Unit (ECU Battery)
BLS Brake Lights Switch
BSM Braking System Module
C3CM Convergence C3 Command Module (Plancetta Commands Convergence C3)
CCM Controlled Clutch Module (clutch control)
CDC Co - Driver Door Commands (Push-button controls on port side Passenger)
CSM Column Switch Module (Steering column switch)
CSS Central Stack Switches (Plancetta Navigating with Central)
CSS: Central Stack Switches (Plancetta Central Commands)
CTCU Chrono Tachograph Control Unit (ECU Chrono Tachograph)
CTM Convergence Telematics Module
DBL: Dynamic Bending Light (horizontal)
DCM Dumping Control Module (Node Suspension Subsidiaries)
DDC Driver Door Commands (Commands Plancetta on port side Guide)
DDM Driver Door Module
DIAG TEST Diagnostic Tester (Diagnostic)
DLC Diagnostic Link Connector (socket EOBD)
DMM Door Management Module
DMMU Driver Mirror Movement Unit (ECU side mirrors Handling Guide)
DMU Door Management Unit (ECU Management Doors)
D-PDU Dashboard Power Distribution Unit (ECU Plank)
DSHS Driver Seat Heater System (System Heater Seat side Guide)
DSM Driver Seat Module
DSU Dynamic Selector Unit (Selector Vehicle Dynamics)
ECC Electonic Climate Control
ECD Electronic Climate Device (air conditioning unit)
ECM Engine Control Module
EEMS Electic Energy Management System
EMC External Mirror Adjustment Commands (Commands Adjusting Mirrors Outdoor)
EPB Electric Parking Brake
EPS Electric Power Steering
ESCM Engine Signal Converter Module
- 162 - 1.4 16v MultiAir

ESL Electric Steering Lock
FCLU Front Ceiling Light Unit (ceiling front center)
FDM Front Door Module
FDU Front Distribution Unit
FIS Fire Intervention System (Inertia switch)
FMM Metan Fuel Module (
FWL Front Window Lifter (Control Electric Windows)
GCLU Glove box Ceiling Light Unit (Ceiling Cassette)
GSM Gearbox Selector Module
HALF Haptic Lane Feedback (sensor maintaining lane)
HS: Half Step [s]
IPC Instrument Panel Cluster
ITM Infotainment Module
LHDU Left Headlamp Discharge Unit (ECU Left Projector Lamp Download)
LHDU: Left Headlamp Discharge Unit (ECU Projector Left)
LHL Left HeadLamp Levelling (Scooter headlight leveling Left)
LHRCLU Left Hand Rear Ceiling Light Unit (Ceiling Rear Left Side)
LSS Left Stack Switches (Plancetta Controls Left)
MCD Manual Climate Device (Climate Control Manual)
MHD Manual Heater Device (Device Heater Manual)
ML: Motorway Light
MMI Man Machine Interface (Human Machine Interface)
MTA Manual Transmission Automatized
N / A: Not Applicable
NBC: Body Computer Node (Body Control Module)
NCM: Node Control Engine (Engine Control Module)
NCR: Node Change Robotic (Robotized Gear Box Module)
NFA: Node Adaptive Headlights (Adaptive Front Lighting Module)
NFR: Braking node (BSM Braking System Module)
NGE: Knot Guide Electrical EPS (Electric Power Steering)
NQS: Instrument Panel Node (IPC, Instrument Panel Cluster)
O-PDU Optional Power Distribution Unit (ECU Fuse Optional)
PAM Parking Aid Module
PCU Passenger Control Unit (ECU Control Passenger)
PDM Passenger Door Module
PEM Passive Entry Module
PMMU Passenger Mirror Movement Unit (ECU Handling Mirrors Passenger side)
PSHS Passenger Seat Heater System (System Heater Seat Passenger side)
PSM Passenger Seat Module
RAC Roof Area Commands (Commands Plancetta Imperial)
RAM Roof Area Module
RCLU Rear Ceiling Light Unit (Ceiling Rear Centre)
RCM Roll Control Module
RDU Rear Distribution Unit (ECU compartment Baule)
RHDU Right Headlamp Discharge Unit (ECU Right Projector Lamp Download)
RHDU: Right Headlamp Discharge Unit (ECU Projector Right)
RHL Right HeadLamp Levelling (Scooter headlight leveling Right)
RHRCLU Right Hand Rear Ceiling Light Unit (Ceiling Rear Right Side)
RLDC Left Rear Door Commands (Commands Plancetta Rear Left side)
RLS Rain Light sensor (Rain Sensor Twilight)
RMN Map Nav Radio (Radio Navigation to Maps)
RRDC Rear Right Door Commands (Commands Plancetta Rear Right side)
- 163 - 1.4 16v MultiAir

RRM Radio Receiver Module
SAS Steering Angle Sensor
SAU Stereo Amplifier Unit (Amplifier)
SBDU Supplementary Battery Power Distribution Unit (Centr. Fuses Suppl. Battery)
SBR Seat Belt Reminder (escutcheon Seat Belt Reminder and Child Rating)
SCD Sensor Cluster Device
SCM Sensor Cluster Module (Sensor Humidity and Temperature Radiant Media)
SDM Sensing and Diagnostic Module
SMM Starter Management Module (Node Management Start)
SPM Semi-automated Parking aid Module (Sensor Parking Semi-Automatic)
SRU Sun Roof Unit (ECU Sunroof)
SSCU Servo Steering Control Unit (ECU Servo Guide)
SSM Steering Switch Module
SWC Steering Wheel Commands (Commands Radio / NAV / TEL SW)
TAM Area Trunk Module
TclU Trunk Ceiling Light Unit (Ceiling Baule)
TCM Transmission Control Module
TPM Tyre Pressure Module
TRM Teg Reader Module
TRU TEG Reader Unit (ECU Reader TEG)
TSM Tunnel Stack Module (Plancetta Commands on Tunnel)
UAM Ultrasonic & Antitilt Module (Control Alarm Volumetric and anti-lift)
UCM Unlatch Control Module
UDM Unique Door Module
VPAS Video Parking Aid System (Control Camera Parking)
WCU Wiping Control Unit (ECU Relay wipe)
WLU Window Lifter Unit (ECU Management Crystals)
WSU Weight Sensor Unit (ECU Sensor Weight)
YRS Yaw Rate Sensor
- 164 - 1.4 16v MultiAir

Alfa MiTo 1.4 16V Multiair - en

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Alfa Romeo MiTo MultiAir 1.

-1- 1.4 16v MultiAir

Date Contact Person File Name Description of Change

© 2009 - Fiat Group Automobiles S.p.A.

-2- 1.4 16v MultiAir

SYSTEM DESCRIPTION MULTIAIR .............................................. .................................................. .... 8

OPERATION LOGIC ..................................................................................................................... 9

ARCHITECTURE FORM MULTIAIR ....................................................................................................... 12

SEQUENCE REPLACEMENT MODULE MULTIAIR .............................................. ...................................... 18

SEQUENCE REPLACEMENT TEMPERATURE SENSOR NTC ............................................. .................. 20

SEQUENCE REPLACEMENT ROCKER WITH A FINGER ROLL ........................................... ................. 21

ENGINE OIL AND SPECIFICHE................................................................................................................... 22

FUEL SYSTEM (turbocharged versions) ................................... 35

FUEL SYSTEM (VERSION ASPIRATED) ........................................... ............................. 36

-3- 1.4 16v MultiAir

INJECTORS VERSION ASPIRATE.............................................................................................................. 39

RECYCLING PLANT STEAM / GAS STAND ........................................... ............................. 45

OXYGEN SENSOR TYPE LAMBDA DOWNSTREAM CATALYST ......................................... ..... 53

-4- 1.4 16v MultiAir

PIN OUT NODE ENGINE CONTROL ............................................. .................................................. .... 73

ELECTRICAL SYSTEM ENGINE MANAGEMENT MULTIAIR (VERSION ASPIRATED) .............. 79

KEY SCHEME ELETTRICO............................................................................................................... 85

CONDITIONS OF AUTO RESTART .............................................. ....................................... 138

IBS - FUNZIONAMENTO........................................................................................................................... 147

BATTERIES .................................................................................................................................................. 152

GOODWILL ............................................................................................................................................ 154

CONDITIONS OF NON-STOP ENGINE AND AUTOMATIC RESTART ....................................... 156

-5- 1.4 16v MultiAir

MultiAir technology features and benefits

This translates into tangible benefits in terms of:

• Lower fuel consumption;

-6- 1.4 16v MultiAir

Mechanical actuator hydraulic and engine control unit

-7- 1.4 16v MultiAir

The reference scheme of the system is shown in FIG.

Block diagram and function

Fig.1 Architecture Actuator

-8- 1.4 16v MultiAir

Fig. 2 Operating principle Actuator

-9- 1.4 16v MultiAir

Fig.3 Architecture Actuator

- 10 - 1.4 16v MultiAir

Fig. 4 Circuit internal oil MULTIAIR

- 11 - 1.4 16v MultiAir

Architecture module MultiAir

1. Connector NTC oil

- 12 - 1.4 16v MultiAir

Fig. 5 Module MultiAir (section for individual cylinder)

The following is a brief summary of the individual components.

Pumping unit higher: n. 4 to form

Fig. 6 Together pumping upper

1. Chamber of high pressure oil

- 13 - 1.4 16v MultiAir

1) Implementation valve engine (through oil pressure)

Fig. 7 Together pumping brake

NTC temperature sensor: n. 1 to form

Components: body sensor, metal seal and electrical connector.

Fig. 9 Temperature sensor NTC

- 14 - 1.4 16v MultiAir