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DXi 11 ENGINE

AND PUMP INJECTORS

Renault Trucks International Training

DXI 11 ENGINE
AND PUMP
INJECTORS

This training document is for the use of colleagues in the RENAULT TRUCKS aftersales network. It contains the information needed to understand and to perform
diagnostics on the DXi 11 engine versions Euro 3 and Euro 4 and on the "Pump
injectors" injection system.

Author of document: Guillaume DURAND


Date created: July 2005
Updated by: Jrme MARTIN
Date of latest update: February 2006

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Renault Trucks International Training


CONTENTS
1.

GENERAL............................................................................................................. 4

1.1.
1.2.
1.3.
1.3.
1.4.
2.

Technical specifications of DXi 11 engine, Euro 3........................................ 4


Technical specifications of DXi 11 engine, Euro 4........................................ 5
Power curves, Euro 3 version......................................................................... 5
Power curves, Euro 3 version......................................................................... 6
Power curves, Euro 4 version......................................................................... 9
MECHANICS....................................................................................................... 12

2.1.
2.2.
2.3.
2.4.
2.5.
2.6.
3.

Engine bottom part:....................................................................................... 12


Engine top part: ............................................................................................. 16
Moving parts: ................................................................................................. 20
Timing:............................................................................................................ 21
Lubrication: .................................................................................................... 23
Cooling: .......................................................................................................... 28
FUEL FEED CIRCUIT ......................................................................................... 29

3.1.
3.2.
3.3.
4.

Details of fuel feed circuit: ............................................................................ 29


2. Fuel filter holder:........................................................................................ 31
3. Checking the feed pressure:..................................................................... 32
ELECTRONIC MANAGEMENT .......................................................................... 33

4.1.
4.2.
4.3.
4.4.
4.5.
4.6.
4.7.
4.8.
4.9.
4.10.
4.11.
4.12.
5.
5.1.
5.2.
5.3.

PAGE

Presentation of system: ................................................................................ 33


Presentation and location of components for the Euro 3 version: ........... 34
Presentation and location of components for the Euro 4 version: ........... 36
EMS engine control unit................................................................................ 38
Principal functions of EMS 2: ....................................................................... 39
Pump injector:................................................................................................ 43
Operation of a pump injector:....................................................................... 44
Wiring diagrams Euro 3: ............................................................................... 50
Wiring diagrams Euro 4: ............................................................................... 53
Injection system sensors: ......................................................................... 56
EMS unit feeds and earths: ....................................................................... 59
Injection system actuators: ....................................................................... 60

DIAGNOSTIC...................................................................................................... 63
Fault codes..................................................................................................... 63
Programming ................................................................................................. 64
Parameters ..................................................................................................... 70

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GENERAL
1. GENERAL
1.1.

Technical specifications of DXi 11 engine, Euro 3


330 hp

380 hp

440 hp

Maximum power at 1900 rpm

243 kW

280 kW

324 kW

Maximum torque at 1150 rpm

1 650 N.m

1 800 N.m

2000 N.m

Number of cylinders

Bore

123 mm

Stroke

152 mm

Capacity

10.84 L

Cylinder n1

Side opposite engine flywheel

Idling speed

600 (10/+50) rpm

Max. speed without load

2 200 rpm

Max. speed with load

2 200 rpm

Type of injection

Pump injector with electronic


control

Type of timing

Rear timing (engine flywheel


side)

Weight of engine with accessories

1115 kg

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GENERAL
1.2.

Technical specifications of DXi 11 engine, Euro 4

1.3.

370 hp

410 hp

450 hp

Maximum power at 1900 rpm

270 kW

295 kW

331 kW

Maximum torque at 1150 rpm

1 735 N.m

1 900 N.m

2 140 N.m

Number of cylinders

Bore

123 mm

Stroke

152 mm

Capacity

10.84 L

Cylinder n1

Side opposite engine flywheel

Idling speed

600 (10/+50) rpm

Max. speed without load

2 200 rpm

Max. speed with load

2 200 rpm

Type of injection

Pump injector with electronic


control

Type of timing

Rear timing (engine flywheel


side)

Weight of engine with accessories

1115 kg

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GENERAL
Power curves, Euro 3 version
The DXi 11 engine is available with 3 power ratings: 330, 380 and 440 hp.

330 hp engine:

330 hp/243 KW engine


Maximum torque
1650 Nm at 1100
to 1400 rpm

Maximum
power 321 kW
at 1900 rpm

1600

280
Torque in Nm

1400

260

1200

240
Power in kW

1000

220

800

200

600

180

400

160

200

140

0
800

1000

1200

1400

1600

1800

2000

120
2200

Engine speed in rpm

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GENERAL
380 hp engine:

380 hp/279 KW engine


Maximum torque 1800 Maximum power 279 kW
N.m at 1000 to 1400 at 1800 to 1900 rpm
rpm

1800

300

1600

280

Torque in
Nm

1400

260

1200

240

1000

220

800

200

600

180

Power
in kW

400

160

200

140

120
2200

800

1000

1200

1400

1600

1800

2000

Engine speed in rpm

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GENERAL
440 hp engine:

440 hp/321 KW engine


Maximum torque 2000 Maximum power 321 kW
Nm at 1100 to 1400 rpm at 1900 rpm

320

2000
Torque in
Nm

1800

300

1600

280

1400

260

1200

240

1000

220
Power
in kW

800

200

600

180

400

160

200
800

1000

1200

1400

1600

1800

2000

140
2200

Engine speed in rpm

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GENERAL
1.4.

Power curves, Euro 4 version

The DXi 11 engine is available with 3 power ratings: 370. 410 and 450 hp.

370 hp engine:

370 hp/270 KW engine


Maximum torque
1735 Nm at 1000 to
1400 rpm

Maximum power 270


kW at 1900 rpm

2000

280
Power in kW
Torque in N.m

1800

260

1600

240

1400

220

1200

200

1000

180

800

160

600

140

400

120

200
800

1000

1200

1400

1600

1800

2000

100
2200

Engine speed in rpm

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GENERAL
410 hp engine:

410 hp/ 295 KW engine


Maximum torque 1900
Nm at 1000 to 1400 rpm

Maximum power 295kW


at 1900 rpm

2000

320
Power in kW
Torque in N.m

1800

300

1600

280

1400

260

1200

240

1000

220

800

200

600

180

400

160

200
800

1000

1200

1400

1600

1800

2000

140
2200

Engine speed in rpm

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GENERAL
450 hp engine:

450 hp/331 KW engine


Maximum torque 2140 Maximum power 331kW at
Nm at 1100 to 1300 rpm
1900 rpm

Power in kW

2200
Torque in N.m

2000

340
320

1800

300

1600

280

1400

260

1200

240

1000

220

800

200

600

180

400

160

200
800

1000

1200

1400

1600

1800

2000

140
2200

Engine speed in rpm

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MECHANICS
2. MECHANICS
2.1.

Engine bottom part:

Engine block:

The engine block of the


DXi 11 Euro 3 engine is
completely new among
the RENAULT Trucks
engine range.

In the Euro 4 version, the


engine block is reinforced
because of the increase in
the maximum power ratings
and torques available.

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MECHANICS
Oil sump:

The oil sump was designed


using composite materials.
It is secured by 18 spring
screws for better vibration
resistance.

Specific feature for Euro 4 versions:


The DXi 11 fitted on Kerax has a
different sump which is reinforced. The
oil quantities are:
- Min.: 25.5 L
- Max.: 30.5 L

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MECHANICS
CCCV:
The recycling of the engine oil vapours (Closed CrankCase Ventilation) is a special
feature of the Euro 4 engine.
The principle of this system is the separation of the oil vapours. The oil recovered in
this way is sent back to the oil sump, while the oil vapours are sent to the intake
manifold.

Cylinder head cover


ventilation.

Oil feed to drive


turbine.

Oil
vapours
exiting to intake
manifold.

CCCV

It is available as an option and is recommended for applications requiring frequent


stops. (Distribution range)
Maintenance-free system.

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MECHANICS
Description:
Gas from cylinder
head cover
Gas outlet (cleaned
gas)

Discs

Axis of rotation

Pressure regulator

Separated
oil flow
Oil inlet for turbine
drive

Turbine drive

Oil return (after


separation) towards
sump

Control valve
CCCV casing

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MECHANICS
2.2.

Engine top part:

Rocker cover:
Like the oil sump, the rocker cover was designed using composite materials.
It is secured by spring screws for better vibration resistance.

Cylinder head:
The cylinder head is the beam type and it has 4 valves per cylinder.
The camshaft bearings are offset. It has a single pipe for fuel delivery and the pumpinjector return.

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MECHANICS
Intake:
New on Euro 4:
The DXi11 Euro 4 engines are fitted with a discharge valve controlled by the EMS via
a solenoid valve

Exhaust brake
solenoid valve.

Discharge
valve solenoid
valve.
Here we see that the discharge valve control solenoid valve is contained in the
solenoid valve holder on the exhaust brake.

Discharge
valve.

Euro 4
turbo charger

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MECHANICS
Camshaft:
This is an overhead camshaft (in the cylinder head) and it has 18 cams.
Offset camshaft
bearings
Pump-injector:
positioned in
central part of
valves

Overhead
camshaft

Rocker arms:
The rocker arm assembly is monobloc and integrates the oil feed for lubricating the
rocker arms and the OPTIBRAKE engine brake control.
Rocker arm assembly with OPTIBRAKE:
OPTIBRAKE control solenoid valve

Exhaust valve
Intake valve

The exhaust rockers integrate the OPTIBRAKE system and their clearance is
adjusted to markings "V1, V2, V3V6" on the camshaft, while the intake rocker
clearance and the injector timing on the same cylinder are adjusted on markings "1,
2, 36".

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MECHANICS

Rocker arm assembly without OPTIBRAKE:

Oil flow housing

Note: If the vehicle is not fitted with OPTIBRAKE, the solenoid valve is replaced by a
housing allowing the oil to flow continuously in order to enable the lubrication of the
rocker arm assembly.
The exhaust rockers are conventional and their clearance is adjusted to the markings
"1, 2, 36" on the camshaft, at the same time as the intake rocker and the injector
timing on the same cylinder.

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MECHANICS
Intake air pre-heating block:
Located by the intake manifold inlet, this is composed of heated resistors (present
only as an option).
Its role is to reheat the air that penetrates into the combustion chambers. If not fitted,
it is replaced by a single spacer.

Preheating
unit

Spacer

2.3.

Moving parts:

Wet type removable liner.


2 coolant seals (colour
black).
1 oil seal (colour violet).
Diameter of crankshaft
bearings: 108 mm.

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MECHANICS
Connecting rods:

The connecting rods are the


fracture-split type.
The connecting rod and its
cap are paired and identified
with a three-digit number.

2.4.

Timing:

Timing gears:
The timing gear cascade is on the engine flywheel side.
The engine is timed by aligning the marks A/B and C/D.

Camshaft
B

Power take-off
(For distribution and
construction vehicles only)

Adjustable counter
gear

Air
compressor

Inner/outer
counter gear

Counter gear

Steering
pump and
fuel feed
pump

Crankshaft

Oil pump
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MECHANICS
Engine flywheel and timing housing
The timing housing is composed of two parts: the camshaft gear housing and the
engine flywheel housing.
The sealing between these two elements is provided by a special seal.
Pump-injector
harness bulkhead
connector

Camshaft gear
housing

Timing plate

Engine flywheel
housing

The engine
flywheel housing
has been
reinforced on the
Euro 4 version

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MECHANICS
Engine flywheel:
The sensor ring for the speed sensor and
engine flywheel position sensor has 54
teeth, including three double teeth.
The double teeth are used to mark the
cylinder TDC.

2.5.

Lubrication:

The DXi 11 engine is lubricated by means of a gear-type pump.


Oil pressure:

Main oil distributor


Engine speed (rpm)

Temperature (C)

Pressure (bar)

600

100

> 1100

100

2.5 to 6

Rocker arm assembly


Pressure (bar)
OPTIBRAKE OPTIBRAKE
activated
deactivated

Engine speed (rpm)

Temperature (C)

600

100

1.7 to 2

1.2

> 1100

100

3.4 to 3.5

1.2

NOTE: to check the oil pressure with a pressure gauge, refer to repair manual
20107.

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MECHANICS

Oil sump:

New casing made of composite materials.


Capacity dry: 36 litres
Capacity with filters: 35 litres
Oil gauge well and built-in oil level /
temperature sensor.

Oil pump:

New oil
nozzles

Plate-type
cooler

Gear pump

To oil filters
Relief valve
(8.8 Bars)
Aspiration
strainer

Bracing

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MECHANICS
Oil filter holder:
Turbo-compressor oil return
To plate-type cooler

To turbo-compressor
Return from plate-type
cooler

Turbo filter

Oil pressure sensor


and pressure tap

Main oil distributor filters


Valves:

Turbo filter
by-pass valve
Piston cooling
pressure regulation
valve
Oil cooling
by-pass valve

Pressure
regulation valve
Piston cooling
opening valve
Main filters
by-pass valve

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MECHANICS
Oil communication manifold:
Return from heat
exchanger

Feed to main
distributor

Heat exchanger outlet

Feed to oil nozzle


manifold

Return to oil sump

Filter head inlet (oil


pump outlet)

Role of valves:

Name of valve
Turbo filter by-pass
valve
Main filters by-pass
valve
Oil cooling by-pass
valve
Pressure regulation
valve
Piston cooling
opening valve
Piston cooling
regulation valve

Opening / closing
conditions
Allows rapid lubrication of the Pressure differential
sensitive
mechanical between filter inlet and
(bearings, turbo) in the outlet:
engine starting phase.
P < 1.2 bars.
Function

Ditto

Ditto

Pressure differential
Allows the oil heat exchanger
between exchanger inlet
to be short circuited during
and outlet:
cold start phases.
P < 2.8 bars.
Limits the pressure in the Regulation pressure:
engine oil circuit.
5 bars < P < 6 bars
Allows the feed to the oil
nozzle distributor to be cut off
Opening pressure:
during operation at low speed
2.5 bars < P < 3 bars
in order to give priority to the
main lubrication circuits.
Limits the pressure in the oil Regulation pressure:
nozzle circuit.
P = 2.5 bars.

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MECHANICS
Schematic diagram of filter holder:

Filter head inlet


(pump outlet)

LDR / OIL EXCHANGER


Oil
housing

turbo

Distributor
outlet

Main oil
distributor

Regulation
valve

Jet manifold
pressure
regulation

By-pass filter
valve

Cell

Jet manifold
On/Off valve

By-pass filter

Full-flow filter
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MECHANICS
2.6.

Cooling:

Water box + Water


temperature sensor + Thermostat

External water box


(vehicle with Intarder)

Water pump
driven by drive belt

Cooling circuit capacity:


Cooling circuit only

Cooling
circuit
+
INTARDER retarder

33.5 litres

51 litres

ZF Cooling circuit
retarder

VOITH

46.5 litres

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FUEL FEED CIRCUIT


3. FUEL FEED CIRCUIT
3.1.

Details of fuel feed circuit:

Low pressure circuit, aspiration side:


Fuel from the tank crosses the control unit cooler (1) and is then sent to the water
decanter filter (2) then to the feed pump (3).
Low pressure circuit, discharge side:
The fuel is then discharged to the main filter (4) which it exits to go to the cylinder
head block and the internal pump-injector feed circuit (5).
Fuel return circuit:
Fuel return goes by the front of cylinder head via a residual pressure valve (6) that
regulates the pressure in the feed circuit. The fuel return either goes to the tank, or is
re-used to feed the internal cylinder head block circuit.

Tank inlet
Tank return
1

3
2
4

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FUEL FEED CIRCUIT


Hydraulic diagram:

Residual pressure valve

De-aeration

Bleed valve

Feed pump

Decanter
pre-filter

Cooler
Priming pump

Tank

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FUEL FEED CIRCUIT


3.2.

2. Fuel filter holder:

To prime the fuel feed circuit, the filter holder now has a built-in manual pump.
Two nonreturn valves are used in order to avoid unpriming the fuel feed circuit when
removing fuel filter or water decanter filter.
Fuel pressure sensor

Priming pump

Nonreturn valve

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FUEL FEED CIRCUIT


3.3.

3. Checking the feed pressure:

It is possible to check the pressure of the fuel (low pressure) using either DIAG NG3,
or a pressure gauge.
For further details, refer to repair manual 20107.
Pressure gauge check (before filter):

It is possible to connect a
pressure gauge in parallel on
the fuel filter feed connection,
using special connections
0124 and 7116.

Fuel pressures:
Engine speed (rpm)

Pressure (bar)

600

1.8

1200

Full load

5 < P < 5.5

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ELECTRONIC MANAGEMENT
4. ELECTRONIC MANAGEMENT
4.1.

Presentation of system:

The DXi 11 engine injection system has been adjusted in order to meet the EURO 3
standard phase 1.
As on the DXi 12 engine, the injection system brings together in a single component
the high pressure pump and the system injector; this unique component is the pump
injector.

The pump injector is placed directly on the cylinder head and is controlled by an
overhead camshaft. Compared to the DCI and EUP injection systems, the pump
injector considerably reduces the overall dimensions of the injection components

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ELECTRONIC MANAGEMENT

4.2.

Presentation and location of components for the Euro 3 version:


LH view of DXi 11 engine, Euro 3 version.
Engine housing
pressure sensor
Air pressure and
temperature sensor

Engine stop

Control unit
(EMS 2)

Fuel low pressure


sensor

Water present sensor


Fuel reheater
Bleed solenoid valve

Oil level and temperature


sensor

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ELECTRONIC MANAGEMENT
RH view of DXi 11 engine, Euro 3 version.
Pump injectors

Camshaft
speed sensor
Crankshaft
speed sensor

Water temperature
sensor

Oil pressure
sensor

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ELECTRONIC MANAGEMENT
4.3.

Presentation and location of components for the Euro 4 version:


LH view of DXi 11 engine, Euro 4 version.
Engine housing
pressure sensor

Engine stop

Air pressure and


temperature sensor
CCV

Control unit
(EMS 2)
Fuel low pressure
sensor

Water present sensor


Fuel reheater
Bleed solenoid valve

Oil level and temperature


sensor
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ELECTRONIC MANAGEMENT
RH view of DXi 11 engine, Euro 3 version.
Pump injectors

Camshaft
speed sensor

Crankshaft speed
sensor
Water temperature
sensor

Oil pressure
sensor

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ELECTRONIC MANAGEMENT
4.4.

EMS engine control unit

EMS: Engine Monitoring System


The control unit is located on the left-hand side of the engine block.
A cooler using the fuel circulation is fixed onto it in order to avoid the electronic
components overheating.
Connectors
Cooler

EMS 2

The power supply to the EMS 2 is provided by the VECU (via the Power Relay and in
parallel with the tachograph and the BBM) and is set with a time-delay at shut down
(10 seconds) in order to enable the engine DATAMAX to be backed up.
The EMS 2 is integrated into the vehicles electronic architecture and it
communicates with the other ECUs through CAN BUS J 1939/1 or the J 1587
COMFORT BUS (in limp-home mode).
NOTE:
After changing the EMS 2, it is essential to perform programming with DIAG NG3.
Without this, the immobiliser code will be unknown and it will be impossible to start
the vehicle.

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ELECTRONIC MANAGEMENT
4.5.

Principal functions of EMS 2:

The EMS 2 manages the parameters it receives from the different sensors and
consequently adapts the operation of the injection system (injection advance,
injection pressure, fuel flow injected, fan speed, starter protection).

Operation overview:
Sensors
Fan speed sensor
Camshaft sensor
Engine speed sensor
Water temperature sensor
Oil temperature sensor
Air temperature sensor
Housing pressure sensor
Intake pressure sensor
Oil pressure sensor
Accelerator pedal contact
Fuel low pressure sensor
Engine stop contactor
Oil level sensor
Water level sensor
Active air heating information

Actuators

EMS 2

Internal atmospheric
pressure sensor

Injectors
Fan solenoid valve
OPTIBRAKE solenoid valve
Water bleed solenoid valve
Starter relay
Air preheating relay
Air preheating block

Starter motor protection:

The starter motor is controlled by the EMS 2. This provides protection functions for
the starter motor in the event of incorrect use and the possibility of starting the engine
remotely using the BBM in protected mode.
The "electronic starter" function has an operating logic to avoid the starter motor
overheating and thus avoid causing damage to it.
The starter motor can drive the engine for 10 seconds followed by a break of 3
seconds. The pictogram and a text are displayed during these 3 seconds.

This cycle can be repeated 4 times in succession, releasing the key from the
contact position each time.
After these 4 cycles, the starter motor goes into thermal protection mode. The
pictogram, a text and a countdown are displayed.
As soon as all this information disappears from the display, it is possible to try
another 2 cycles, then the starter motor goes into thermal protection again.

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ELECTRONIC MANAGEMENT
Condition for starter motor non operation:
-

Immobiliser active
Engine running
Reading and verification of VIN in APM, VECU and EMS
Gearbox ratio engaged
Starter motor overheating (calculated according to activation time)
Faulty camshaft and engine flywheel sensor

Emergency mode:
There is an emergency mode that can be used to activate the starter motor manually
(3 contacts made in less than 2.5 s). The starter motor is active for as long as the key
is in the starter position and the engine has not started.
The emergency mode is inactive if the immobiliser is active or if there is an error
present in the VIN check.
NOTE: Emergency mode must be used for compression tests.

Warm Hold:

This function enables a rapid rise in engine temperature by activating the exhaust
brake (30%) with the engine at idle.
WarmUp mode activation condition:
-

Ambient air T < 5c


Vehicle speed zero
Accelerator pedal up

Deactivation condition:
Coolant temperature: T > 70c
Re-activation condition:
Coolant temperature: T < 50c

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ELECTRONIC MANAGEMENT

Water drainage :

This function is used to drain the water present in the fuel circuit decanter.
The drainage is by gravitation (no electric pump) and the electric control of the bleed
solenoid valve.
Activation conditions:
-

Vehicle at rest and parking brake engaged,


Engine at rest,
Water present in fuel light illuminated (1),
Press the water drainage switch (2).

Activation time for bleed solenoid valve: 15 seconds.


NOTE: the solenoid valve control cannot be operated for 6 minutes between 2
manual activations (via switch or DIAG DXi)

Speed limiter:

This function is now provided by the EMS.


The vehicle speed is received by the VECU (via CAN BUS J 1939-2/3) and
transmitted to the EMS (via CAN BUS J 1939-1). This compares the parameterconfigured limitation speed and the vehicle speed in order to manage engine
acceleration cut-off.
NOTE: For under-limitation requests or for reading limitation values, use DIAG NG3.
Hall-effect
speed sensor
Vehicle speed
Vehicle limitation
set point

Engine
management

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ELECTRONIC MANAGEMENT

Cruise control:

Like speed limitation, this function is now provided by the EMS.


The control switches for the CRUISE CONTROL are connected to the VECU. The
vehicle speed is received by the VECU (via CAN BUS J 1939-2/3).
The drivers speed set point is transmitted to the EMS by the VECU (via CAN BUS J
1939/1). The EMS then manages the acceleration and deceleration of the engine in
order to maintain the speed set point.
Activation conditions:
-

Vehicle speed greater than 30 km/h,


ON/OFF switch (1) positioned on ON,
Press "S-" (2) to record the current speed.

Partial deactivation conditions:


-

Depress the brake pedal,


Use the retarder lever.

Re-activation condition: press "R+" (2).


Total deactivation condition: ON/OFF switch (1) positioned on OFF.

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4.6.

Pump injector:

The pump injector is a DELPHI type E3 ; it is arranged vertically, at the centre of the
cylinder, between the four valves.

It is made up of three principal parts.


A. Pump,
B. Actuator,
C. Injector.
The injector is held in place in the cylinder
head by means of a clip in the shape of a fork
(1) and the lower part is separated from the
cooling circuit by a copper bush (2) and an O
ring (3).
The gallery (4) around each injector is filled
with fuel and sealing is by means of two O
rings (5 and 6).

On manufacture and after going to the test


bench, each pump injector receives a
calibration code. The calibration codes of the
six injectors are recorded in the EMS, thus
enabling us to obtain an exact quantity of fuel
and the same injection timing on each engine.
Among other benefits, this feature guarantees
that gas emission levels will be respected.
Near the injector connector are three sets of
codes. These are the reference (1), the
balancing code (2) and the fabrication number
(3).

1
3

NOTE:

If replacing one or more injectors, the EMS should be programmed with the new
injector code (the "calibration code ").
Use DIAG NG3 to program this code.

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4.7.

Operation of a pump injector:

The pump injector is driven by the engine camshaft via a rocker arm. An E3 pumpinjector is the association of a unitary pump and an electrically-controlled injector.
Composition of a pump-injector:

Pump element
piston

Pump element
body

Pressure solenoid
valve (SV)

Body of solenoid
valves
Injection control
solenoid valve (NCV)

Injector control piston


chamber

Injector control piston

Injector

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Filling phase:
Hydraulic diagram:
SV

The pressure solenoid valve (SV)


and injection control solenoid valve
(NCV) are not energised, normally
open.
The pump piston moves up under the
effort of the return spring; the fuel
then circulates from the pump
element to the injector.

NCV

The injector is closed.

Schematic diagram:

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Pressure rise phase:
Hydraulic diagram:
The pressure solenoid valve (SV) is
operated by the EMS and closes; the
injection control solenoid valve (NCV)
is not energised, normally open.

SV

Driven by the camshaft, the pump


piston moves down and compresses
the fuel.
NCV

The pressure at the tip of the injector


increases.
The injector stays closed.

Schematic diagram:

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Injection phase:
Hydraulic diagram:

The pressure solenoid valve (SV) and


injection control solenoid valve (NCV)
are operated by the EMS.
The pressure solenoid valve (SV) is
closed.

SV

The injection control solenoid valve


(NCV) is in the exhaust position. The
pressure drops suddenly in the
injector control piston chamber,
causing the piston to rise and
consequently lifting the injector.

NCV

NOTE: the duration of injection


depends on the control time of the
injection control solenoid valve
(NCV).

Schematic diagram:

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Illustration of an injection phase:

Pump piston movement

Injection pressure

Injector lift

Solenoid valve SV

Solenoid valve NCV

NOTE: a pre-injection phase is used at idle in order to reduce noise emissions from
the DXi11 engine.

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Injector control measured using oscilloscope:
A. At idle:

B. In regulation:

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4.8.

Wiring diagrams Euro 3:

Diagram 1/2:

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Diagram 2/2:

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Key to diagram 1/2:
B105 Engine stop control
C019 Boost air temperature and pressure sensor assembly
C020 Boost air temperature sensor
C021 Boost air pressure sensor
C022 Engine oil level sensor
C024 Engine oil pressure and temperature sensor assembly
C067 Engine speed sensor on engine flywheel
C068 Engine speed sensor on camshaft
C084 Engine oil temperature sensor
C096 Speed range selector pressure sensor
C133 Engine cooling fan speed sensor
G002 Engine management control unit
V101 Injector solenoid valve, cylinder number 1
V102 Injector solenoid valve, cylinder number 2
V103 Injector solenoid valve, cylinder number 3
V104 Injector solenoid valve, cylinder number 4
V105 Injector solenoid valve, cylinder number 5
V106 Injector solenoid valve, cylinder number 6
V109 Engine cooling fan speed regulation solenoid valve
Z003 Engine fan regulator assembly

Key to diagram 2/2:


C023 Engine oil pressure sensor
C048 Engine cooling circuit temperature sensor
C088 Engine coolant level sensor
C109 Water present in fuel sensor
C132 Engine booster pressure sensor
C150 Engine block interior pressure sensor
G002 Engine management control unit
N001 Fuel reheater resistor N2
N004 Air preheating resistor
S501 Air preheating relay
V021 OPTIBRAKE engine brake solenoid valve
V023 Exhaust brake solenoid valve
V052 Splitter solenoid valve
V053 Rail relay control solenoid valve
V054 Rail relay and range splitter control assembly
V108 Air dryer bleed solenoid valve
Z001 Fuel reheating assembly

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4.9.

Wiring diagrams Euro 4:

Diagram 1/2:

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Diagram 2/2:

New !

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B105 Engine stop control
C019 Boost air temperature and pressure sensor assembly
C020 Boost air temperature sensor
C021 Boost air pressure sensor
C022 Engine oil level sensor
C024 Engine oil pressure and temperature sensor assembly
C067 Engine speed sensor on engine flywheel
C068 Engine speed sensor on camshaft
C084 Engine oil temperature sensor
C096 Speed range selector pressure sensor
C133 Engine cooling fan speed sensor
G002 Engine management control unit
V101 Injector solenoid valve, cylinder number 1
V102 Injector solenoid valve, cylinder number 2
V103 Injector solenoid valve, cylinder number 3
V104 Injector solenoid valve, cylinder number 4
V105 Injector solenoid valve, cylinder number 5
V106 Solenoid valve, injector cylinder number 6
V109 Engine cooling fan speed regulation solenoid valve
Z003 Engine fan regulator assembly

Key to diagram 2/2:


C023 Engine oil pressure sensor
C048 Engine cooling circuit temperature sensor
C088 Engine coolant level sensor
C109 Water present in fuel sensor
C132 Engine booster pressure sensor
C150 Engine block interior pressure sensor
G002 Engine management control unit
N001 Fuel reheater resistor N2
N004 Air preheating resistor
S501 Air preheating relay
V021 OPTIBRAKE engine brake solenoid valve
V023 Exhaust brake solenoid valve + turbocharger discharge valve solenoid valve
V052 Splitter solenoid valve
V053 Rail relay control solenoid valve
V054 Rail relay and range splitter control assembly
V108 Air dryer bleed solenoid valve
Z001 Fuel reheating assembly

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4.10.

Injection system sensors:

The sensors can share power supplies. A faulty sensor or power supply can cause several failures simultaneously.
Sensors
Casing gas
pressure sensor
(C150)

Oil pressure
sensor (C023)

Type

Role / Operation

Diagram

Control values

Piezoresistive

Alerts the driver in the event


of a mechanical engine
failure.

1: Power supply 5.00 V


2: Output signal (3.00 at
atmospheric pressure 110
Kpa)
4:ECU earth

Piezoresistive

Driver alert in the event of


inadequate oil pressure. No
oil pressure gauge on
dashboard.

1: Power supply 5.00v


2: Output signal (3.06V at
idle, Oil P =434 KPa)
4:ECU earth
Use Diag DXi

Fan speed sensor

Camshaft (C068)
and engine
flywheel (C067)
sensors

Hall effect
sensor

Inductive

Monitors fan speed. In the


event of a fault the fan is
engaged.

5: Power supply 5 V
2: ECU earth
3: Square signal
(0=>5V=>ect.)

Sensors know the engine


speed and the position of the
crankshaft in order to adapt
injection advance or know the
firing order.

Resistance check:
0.9 < R < 1 Kohms
voltage check under starter:
U AAC 0.4V AC
U crankshaft 2,35V AC
Airgap E check:
- AAC: 0.65 < E < 1.35mm
- Crankshaft: 1 < E < 2mm

Can start with a single


sensor.

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Fuel pressure
sensor (C132)

Water present
sensor (C109)

Oil temperature
and level sensor
(C024)

Piezo

Electrodes

Hot wire and


variable
resistance

Engine stop (B105)

Contactor

Atmospheric
pressure

Piezo
integrated
into ECU

Driver alert when there is


inadequate pressure in the
fuel low pressure circuit. As
soon as a pressure failure is
detected, the driver is
alerted.
Driver alert when there is
water present in the fuel.
Enables authorisation to
bleed the water.

1:Power supply 5 V
2:Pressure signal
4: ECU earth
Use Diag DXi for full check.

Use Diag DXi for full check.


Resistances (at 20C):
1.3 < R < 1.5 k
R12 = 12.5 (sensor
removed)
Output voltage (at 20C):
U34 = 2.6 V
Resistances:

Alert and maintenance


calculation function.

Enables injection to be
stopped by pressing the
STOP button fitted on the
engine. This contact cannot
prevent starting and cannot
shut down the engine when
the vehicle is running.
Enables fuel flow to be
corrected depending on
altitude. Can cause smoke.

Contact closed:
R 0.8
Contact open:
R = Opened Line (OL)
Use Diag DXi for full check.

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Atmospheric pressure

ELECTRONIC MANAGEMENT

Coolant temperature

Variable resistance

Engine temperature
display and alert
function and
adaptation of injection
advance.

Resistance (at 20C):


1.8 < R34 < 2
k
Resistors:

Speed range
selection sensor
(C096)

Air pressure (C021)


and air temperature
(C020) sensor

Pressure switch

Piezo and variable


resistance

Tells the EMS2 the


position of the low
range relay
preselection switch.

Contact closed:
R = 0.8
Contact open:
R = Opened Line (OL)

Adapts flow and


injection advance. The
5V power supply is
shared with the fan
sensor. This can
cause the fan to be
engaged
continuously ; an open
circuit could cause
smoke at the exhaust.

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Temperature
Resistance:
1 < R < 1.5 k
1: ECU earth
2: Temperature signal
3: Power supply 5V
4: Output signal

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4.11.

EMS unit feeds and earths :

Power supplies

Positive

Negative

Role / Operation

Diagram

The EMS power supply is


provided through the power
relay operated by the VECU.
This relay also supplies the
power to some actuators.

The EMS earth is divided


over several channels.

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4.12.

Injection system actuators:

The actuators controlled by the EMS are operated via the earth.

Actuators

Type /
Location

Role / Operation

Diagram

Control values

Resistances:

Each injector has 2 control


solenoid valves (SV and
NCV).

Injectors

Solenoid
valve

Power supply voltages:

The solenoid valves are


controlled by an inrush
current of 9.5 A and 3.5 to 4.5
A in the holding phase (50 V
then 12 to 24 V).

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Inrush: U = 50 V
Holding: U = 12 to
24 V

Control currents:

A cylinder test is available.

60

R12 = 1.5
R34 = 1.8

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Inrush: I = 9.5 A
Holding: I = 3.5 to 4.5
A

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Water drain
(V108)

Solenoid
valve under
pre-filter

The solenoid valve built


into the pre-filter enables
the draining of the water
detected by the water
present sensor.

Fan control
(V109)

Solenoid
valve
integrated
into fan

Enables fan speed


regulation. An open circuit
engages the fan
continuously.

Air preheating

Relay
located in
battery box

Enables the activation of


the air preheating if the
temperature is below
20C. The power feed is
monitored by the EMS by
means of a diagnostic
wire.

Starter motor

Relay
located near
starter motor

Enables the starter to be


checked by the EMS

Use Diag DXi for full


check.

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Retarder
exhaust
and on
(V023)

Solenoid
valve
on
located on
(V021)
the engine
valves
block on the
intake side
or under the
cylinder
head cover

Enables the modulation of


the air pressure for
opening/closing the flap on
the exhaust (see engine
section) or the activation of
the compression brake on
the valves.

Heated
resistor
located in
the pre-filter

This
resistor
is
not
controlled by the EMS, but
is activated by a thermal
switch at below about 6C.
Attention: Do not leave
switched on without fuel in
the pre-filter

Fuel reheater
(N001)

Use Diag DXi for full


check.

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INFORMATION
5. DIAGNOSTIC
5.1.

Fault codes

This test is used to view all active or inactive faults. See below for an explanation of
the fault types (FMI).

FMI type
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15

Designation (in accordance with SAE standard)


Data valid but above normal operational range.
Data valid but below normal operational range.
Data erratic, intermittent or incorrect.
Voltage above normal or shorted to high source.
Voltage below normal or shorted to low source or grounded circuit.
Current below normal or open circuit.
Current above normal or grounded circuit.
Mechanical system not responding properly.
Abnormal frequency, pulse width or period.
Abnormal update rate.
Abnormal rate of change (high).
Failure mode not identifiable.
Bad intelligent device or component.
Out of calibration.
Special instructions.
Reserved for future assignment.

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5.2.

Programming

In normal operation:
When programming, it is imperative to:
1. Connect DiagNG3 to the mains
2. Connect the VCI by cable to DiagNG3
3. The truck batteries must be correctly charged
This will avoid any communication failure that could damage the EMS unit.

Select
menu
"2-Engine
suspension and equipment",
"MID 128 ECU, programming",
click the arrow to go
programming.

with
line:
then
into

Click the "start" button to start programming.

There are two possibilities:


1. Replace the software only.
2. Replace the EMS unit.
In both cases, start programming with the old unit
connected to the harness.
(This is in order to retrieve the customer parameters)
REMINDER:
Customer parameters: Not stored on the server. (Modified
locally)
Vehicle parameters: Stored on the server. (Modified via the
network)

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Before starting, validate the 7 preliminary conditions by ticking them.

1. To replace the software only: Do not switch off; click directly on OK.
2. To replace the EMS unit: Disconnect the old unit (Control module) and connect
the new unit. Switch back on and click OK.

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INFORMATION

The system asks for the static


password. (Obtained at the
"Diagnostic DXi" training course)
If the password is too old (more
than two months old) the system
will automatically ask you to
change it.

The system will retrieve the


software allocated to the chassis
number from the server via the
network.
Initially, the software will be
stored in DiagNG3.

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At this stage, the software is


being written to the EMS unit.
Time required (indication): 20 to
40 minutes.

Parameterisation:
In the example above, the system did not retrieve
the customer parameters at the first stage.
They are therefore recorded in the new software
with their original values.
REMINDER:
Customer parameters: Not stored on the server.
(Modified locally)
Vehicle parameters: Stored on the server.
(Modified via the network)

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INFORMATION

The system offers to print a label. (See


example)
There must be a printer connected to
DiagNG3.
Reference for label paper: 9998574.

After being recorded on the work card,


the operation is finished.
The EMS unit is now programmed.

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Intermediate storage mode


As with all the units connected to the J1587-1, the EMS software is available in
intermediate storage to allow programming onto a vehicle away from the facilities,
and that cannot be connected to the network.
Storage is a 3-stage process:
1: Downloading with facility to send back unused software files
2: Programming into the vehicle
3: Sending the report

The downloaded software will be stored temporarily on the DiagNG3 hard disc for a
maximum period of 28 days.
After 21 days an alert message will warn the user that a software file has not yet
been used.
The software concerned (same ECU, same vehicle) will be blocked and therefore
unavailable to another user throughout the time of the operation.
Each downloaded file can be used on the vehicle concerned, or sent back to the
central system if it is not used.
A used file should be the subject of a user report confirming that it has been
programmed into a vehicle.
NOTE: you can download up to 50 software files for one or more vehicles.

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INFORMATION

5.3.

Parameters

A number of parameters can be customised. These


parameters are as follows:
AIZ: consom. Carburant, pourcentage calib.
(Fuel consum. Calib. Percentage)
Used to modify the calculation and display of the consumption on the display unit in
order to correspond to the actual consumption.

DX DN: parameters not used by Renault Trucks

AIS to AIX:
Calibration of injectors, value to be modified each time an injector is replaced. The
parameter value is found on the injector connector.
AJ: RSL diff, activ/dsactiv
(RSL diff, activated/deactivated)
Activates the function enabling a lower vehicle speed limitation if the gear engaged is
not the last gearbox ratio. To be used in combination with parameters 9G, 9H and
DV.
9G: RSL diff, dmultip. rapport sup
(RSL diff, higher ratio reduc.)
Ratio (as %) between engine speed / gearbox output speed for the last gearbox
speed.
9H : RSL diff, dmultip rapport sup suivant
(RSL diff, next higher ratio reduc.)
- Ratio (as %) between engine speed / gearbox output speed for the speed
immediately below the last speed.
- To go from the normal maximum vehicle speed to the speed informed by the
DV parameter, the EMS calculates the ratio: engine speed / gearbox output
speed = gear ratio and applies the following logic:
- -if gear ratio >= (9G+9H)/2 then the reduced limit vehicle speed is applied
(DV)
- -if gear ratio < (9G+9H)/2 then the normal limit vehicle speed is applied.
DV: RSL diff, vit vhic max rapport sup suivant
(RSL diff, max veh. speed next higher ratio reduc.)
Maximum vehicle speed on all ratios except the last when the function is activated by
the AJ parameter.
DP: vit vh max RSL proprio/client
(max veh speed proprietary/cust RSL)
Permanent under-limitation of vehicle speed.

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INFORMATION

REMEMBER! THIS DOCUMENT IS A TRAINING AID.


FOR INFORMATION ON SERVICE INTERVALS,
REPAIR
PROCEDURES,
CONTROL
VALUES,
TIGHTENING
TORQUES
AND
DIAGNOSTIC
PROCEDURES, PLEASE REFER TO THE AFTER
SALES DOCUMENTS (WORKSHOP MANUALS,
SERVICE HANDBOOKS, ASSEMBLY GUIDES,
TECHNICAL NOTES, ETC) FOR THE VEHICLES
CONCERNED.

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