ENGINE 1.4 FIRE 16V - 28 July 09

ENGINE (SAFIRE) 1.
4, 16V,90PS
MAIN INDEX GROUP CONTENTS

ENGINE 1.4L FIRE 16V
CONTENTS:
SR. NO. DESCRITION PAGE NO.
3B.1.1 Introduction
3B.1.1.1 Technical specifications
3B.1.1.2 Tightening torques
3B.1.1.3 Special tools
3B.1.1.4 a. Maintenance, inspection and tests
b. Engine oil filter replacement
c. Air filter element replacement
d. Air filter assembly replacement
e. Ignition coil and spark plug replacement
f. Fuel filter replace
g. Fuel rail and injector replacement
h. Manifold assembly replacement
3B.1.2 Engine mechanical
3B.1.2.1 Removal of engine from vehicle
3B.1.2.2 Removal of cylinder head & oil sump
3B.1.2.3 Cylinder head overhaul
3B.1.2.4 Valve guides - replace
3B.1.2.5 Engine block overhaul
3B.1.2.6 Piston assembly - overhaul
3B.1.2.7 Oil pump - overhaul
3B.1.3 Engine cooling
a. Description / Schematic
b. Components
3B.1.4 Lubricating System
a. Schematic
b. Components
3B.1.5 Fuel Injection System
3B.1.5.1 Introduction
3B.1.5.2 Components
3B.1.5.2.1 Injectors
3B.1.5.2.2 Fuel Manifold
3B.1.5.2.3 Fuel Feed System
A. Fuel In Tank Pump
B. Fuel Filter
C. Fuel Filler Cap
D. Assembly filler neck complete
E. Evaporative Emission Control System
a. Roll Over Valve (ROV)
b. Tank Pressure Valve (TPV)
c. Carbon Canister
d. Umbrella Valve Or Cap - Vent Line
1
2
INTRODUCTION: 4 cylinder in line 1368 cc engine, with TOHC, 16

valves, continuous phase transformer and engine
management with Bosch ME 7.9.10 integrated elec-
tronic injection/ignition system.
Toothed timing drive belt and hydraulic tappets.
The main innovation features the partial circulation
of the exhaust gases (E.G.R.) in the combustion
chamber produced by delaying the opening of the
exhaust valves. However, the presence of exhaust
gases (up to 25%) does not adversely affect the rapid
and regular combustion because a shuttering sys-
tem for the inlet ducts and the special asymmetrical
design of the actual ducts considerably increases the
level of turbulence. The variation in turbulence, be-
tween low speeds and full load conditions, is produced
by means of a slider valve comprising a suitable
shaped plate that slides between the intake manifold
and the cylinder head plane opening or closing one
of the two inlet ducts for each cylinder.
The modifications made to the timing and the intake
and exhaust manifolds have improved performance
with a further reduction in consumption and pollutant
emissions.
3
4
3B.1.1.1 TECHNICAL SPECIFICATIONS
Model 1.4 L liter TATA SAFIRE, 16Valve, 89 PS engine

Type Water cooled multipoint fuel injection
Working principle Four stroke spark ignition
No of cylinders 4
Cylinder arrangement Inline
Firing Order 1–3–4–2
Stroke 84 mm
Bore 72mm
Swept volume 1368cc
Max. Engine Output 65.5 KW at 6000 RPM
Max. Torque 116 Nm at 4750 RPM
Compression Ratio 10 ± 0.2 : 1
Engine oil capacity 3.2 Liter
Direction of rotation Clockwise viewed from the front of the engine
Idle speed 750 RPM (Without AC) / 800 RPM (With AC)
Valve operation Self-adjusting lightweight hydraulic tappets operated directly by the Camshafts
Spark plugs Make / Type : NGK, Japan / ZKR7A – 10
Plug gap : 1mm ± 0.05 mm
Ignition Coils Make : Champion, Italy
Type : Inductive ignition coils (pencil coil type)
Primary circuit resistance: 0.5 Ohm ± 10% at 23°C.
Secondary circuit resistance: 6300 Ohm ± 10% at 23°C
Fuel intank pump Make : Delphi
Operating pressure : 3.5 ± 0.07 bar
Operating temperature : - 40 to + 80°C
Fuel Injector Make and country of origin : BOSCH EV 6 Germany
Opening pressure or characteristic diagram : ECU operated
Resistance value : 14.5 ± 5 % Ohm
Fuel rail pressure 3.5 bar
Fuel grade 91 RON
Engine ECU Make : Bosch
Lubrication system Type: Forced lubrication
Oil grade: SAE 15W40 / SAE 5W40 PETRONAS
Oil pump: lobe type and driven by engine
Catalytic converter Three way type
5
3B.1.1.2 TIGHTENING TORQUE
SR. DESCRIPTION / LOCATION TYPE SIZE TIGHTENING

NO. TORQUE (KGM)
1 A mount Bolt M10 4
2 B mount Nyloc nut M12 7.8
3 C mount Bolt AM12 7.8
4 Crankcase Central bolt M10 1.9 ~ 2.1 + 87° ~ 93°
5 Crankcase Side bolt M10 2.8 ~ 3.2
6 Cylinder head Bolt M9 3 + 90° + 90°
7 Engine cylinder head extension Bolt Bolt M8 1.3 ~ 1.6
8 Engine cylinder head extension plugs - M16 1.3 ~ 1.6
9 Engine oil drain plug Bolt - 1.8 ~ 2.2
10 Engine oil sump Bolt M6 0.8 ~ 1.0
11 Engine oil sump Nut M6 0.8 ~ 1.0
12 Crankshaft oil seal front cover Bolt M6 0.8 ~ 1.0
13 Crankshaft to crankcase rear cover Bolt M6 0.8 ~ 1.0
14 Engine flywheel Bolt M8 1.4 ~ 1.6 + 45°
(to be replaced)
15 Connecting rod caps Bolt M8 1.9 ~ 2.1 + 40° +/-2°
16 Moving timing system tensioner Nut M8 2.2 ~ 2.7
17 Camshaft gears Bolt M12 12.0
18 Crankshaft gear Bolt M12 1.9 ~ 2.1 + 107° ~113°
19 Driven timing pulley Bolt M12 10.8 ~ 13.2
20 Driven pulley / Variable valve timing Bolt M8 1.9 ~ 2.1 + 55°+ 2°
21 Driven pulley/variable valve timing sealing plug Plug M27 2.7 ~ 3.3
22 Thermostat Bolt M6 0.9 ~1.1
23 Spark plugs - M12 1.6~ 2.0
24 Engine oil pump Bolt M6 0.9 ~ 1.1
25 Rpm sensor Bolt M6 0.8 ~ 1.0
26 Water pump Bolt M6 0.9 ~ 1.1
27 Water pump Nut M6 0.9 ~ 1.1
28 Water pump rigid inlet pipe Bolt M6 0.9 ~ 1.1
29 Rigid engine support, timing side Bolt M8 2.2 ~ 2.7
30 Detonation sensor (to be replaced) Bolt M8 2.2 ~ 2.7
31 Power steering pump mounting Bolt M10 4.5 ~ 5.5
32 Power steering pump (mounting side) Bolt M10 4.5 ~ 5.5
33 Air conditioning compressor /alternator mounting Bolt M10 4.5 ~ 5.5
34 Air conditioning compressor /alternator mounting Nut M8 2.3 ~ 2.7
35 Ignition coils Bolt M6 0.8 ~ 1.0
36 Intake manifold - cylinder head side Bolt M7 1.3 ~ 1.6
(to be replaced)
37 Services pulley on crankshaft Bolt M8 2.3 ~ 2.8
6
3B.1.1.3. SPECIAL TOOLS
SR. NO. TML PART NO. DESCRIPTION FUNCTION
1 287158900624 Mount (1b) Head overhaul
2 287158900637 Spanner (1a) Tensioning toothed

timing drive belt
3 287158900647 Chamber (1c) Dismantling valve
4 287158900648 Extractor (1a) Valve guide oil

seal extraction
7

5 287158900663 Blade (2) Cut sealant
6 287158900623 Striker (1b) Engine oil jet removal
7 287158900622 Fitting tool (1a) Engine oil jet fitting
8 287158900628 Flange (1) Crankshaft rotation
8
9 287158900661 Template (1a) Crankshaft timing
10 287158900654 Extractor / Valve guide fitting

Fitting tool (1b)
11 287158900646 Chamber (3c) Valve cotter removal
12 287158900679 Fitting tool (1) Fitting crankshaft

front cover oil seal
Fitting oil seal on
exhaust camshaft
9
13 287158900683 Bearings (1a) Crankshaft timing
14 287158900686 Extractor (1b) Extracting/fitting valve

guides
15 287158900687 Mount (1a) Removing piston pins
16 287158900689 Kit for removing- Removing / refitting

refitting gudgeon piston pins
pins (2a)
10
17 287158900690 Mount (1) Fitting Piston pins
18 287158900692 Installing tool (2) Fitting valve guide

oil sealing rings
19 287458900601 Fitting tool Fitting crankshaft

rear oil seal
20 287458900602 Counter torque Lock crankshaft
11
21 287158900691 Locating pins (3) Camshaft timing
22 287458900603 Multi tooth spanner Removing / Refitting

(1b) alternator pulley fan
23 287158900680 Spanner (2a) loosen/tighten the

cylinder head
extension bolts
24 287158900681 Tappet retaning Tappet retaining

tool (1)
12
25 287158900682 Counter torque (1b) Camshaft driven

pulley lock
26 287158900684 Base (1) Valve retention
27 287158900685 Lever (2b) Dismantling valve
28 287158900688 Adaptor (1b) Removing piston pins
13
29 287458900604 Counter torque Timing driven

pulley lock
30 287458900605 Drift (1b) Drift
31 287458900606 Engine overhaul Engine overhaul

stand (1) stand
14
3B.1.1.4 MAINTENANCE, INSPECTION AND 8. Refill the engine lubrication circuit with the
TESTS recommended oil.
A. Engine oil replacement : B. Engine oil filter replacement:
WARNING: 1. Drain engine oil. (Refer engine oil replacement

procedure).
• New and used engine oil can be hazardous.
2. Remove oil filter with suitable tool and replace it.
• The said procedure should be performed with
ENGINE NOT RUNNING.
NOTE:
• Before draining engine oil, check engine for
any oil leakage. If any leakage is found make
a note of it and repair or replace the defective
part before refilling the engine oil.
1. Position the vehicle on a two post lift.
2. Remove the Engine Oil filling Cap with engine hot.
3. Release the engine oil dipstick.
4. Position a suitable container for collecting the
drained Engine oil below the oil sump drained plug.
5. Loosen and remove oil sump drain plug.
Fig. 2
3. Refill the engine lubrication circuit with the
recommended oil.
C. Air filter element replacement:
Removal:
1. Undo the bolts (1a) and rotate the air filter cover
(1b) as illustrated.
Fig. 1
6. Drain Engine oil in the container.
CAUTION:
• Be very careful when removing the drain plug,
the oil could be very hot.
• Do not let the oil disperse into the environ-
ment as indiscriminate dispersion of this
product causes pollution. Fig. 3
7. After draining the oil completely, wipe the drain 2. Remove the filter element (2) from the air filter
plug and tighten the drain plug. cover.
15
Installation:
1. Position a new filter element in its housing.
2. Place the air filter cover back in its housing and
secure it using the bolts.
D. Air filter assembly replacement:
Removal:
1. Adjust the clips (1) and disconnect the cold air
intake pipe from the air filter.
Fig. 5
4. Remove the ignition coil mounting bolts (3).
5. Unscrew the bolt securing the cable loom retain-
ing duct (4).
Fig. 4
2. Loosen the band (2) and disconnect the air hose
from the filter to the inlet manifold.
3. Undo the bolts (3a) and remove the air filter
assembly (3b).
Installation:
1. Place the air filter assembly back in its housing
and connect it to the cold air intake pipe.
2. Fasten the air filter assembly using the bolts. Fig. 6
3. Connect the hose to the air filter assembly and 6. Lift up the ignition coils (5a) and disconnect the
secure it using the band. electrical connections (5b).
E. Spark plug and ignition coil replacement: 7. Remove spark plug with suitable tool.
Removal:
1. Disconnect battery.
2. Remove air filter assembly.(Refer air filter assem-
bly removal procedure).
3. Remove the ground point fastener of ignition coil
wiring harness.
16
f. Fuel filter replacement :
Fig. 7
Installation: Fig. 7a
1. Tighten spark plug to specified torque. (1.6 ~ 2.0 1. Press and pullout fuel inlet pipe. (1)
Kg-m) 2. Press and pullout fuel outlet pipe. (2)
2. Install ignition coil and tighten the ignition coil
3. Loosen and remove the screw (3) & open the
mounting bolts to specified torque ( 0.8 ~ 1.0 Kg-
clamp
m)
4. Remove filter and Replace it.
3. Connect the electric connectors of ignition coil.
4. Tighten the bolt securing the cable loom retain-
ing duct
5. Tighten ground point fastener of ignition coil
wiring harness.
6. Refit air filter assembly. (Refer air filter assembly
installation procedure)
7. Connect battery.
17
G. Fuel rail and fuel injector replacement: 5. Undo the bolts (1a) and remove the fuel
manifold pipe (1b) with injectors (1c).
Removal:
1. Remove air filter assembly. (Refer removal of air
filter assembly).
2. Undo the protective cap (1a) for the fuel
manifold pipe and use the tool (1b) to discharge
the pressure from the fuel system.
Fig. 10
6. Remove clip (1a) and disconnect injector (1b).
Fig. 8
NOTE:
Collect the fuel that comes out in a suitable
container.
3. Disconnect the rapid connector for the fuel
supply pipe from the fuel manifold pipe.
4. Disconnect the electrical connections (1) for the
injectors and move the wiring (2) to one side.
Fig. 11
Installation:
1. Refit the injector in its seat and secure it using
the clip.
2. Place the fuel manifold pipe complete with
injectors in its housing and secure it using the
bolts.
3. Refit the injector wiring in its seat and connect
the electrical connections.
4. Connect the rapid connector for the supply pipe
to the fuel manifold pipe.
Fig. 9 5. Refit air filter assembly. (Refer air filter assembly
installation procedure).
18
H. Intake manifold assembly
Removal:
1. Disconnect battery.
2. Remove air filter housing assembly. (Refer air
filter assembly removal procedure).
3. Remove fuel rail / single fuel manifold with
injectors. (Refer fuel rail / single fuel manifold with
injector removal procedure)
4. Disconnect the intermediate rapid connector for
the fuel vapour pipe (a).
5. Disconnect the electrical connection for the air
temperature/pressure sensor (b).
6. Undo the bolt securing the engine oil dipstick tube
Fig. 13
(c).
12. Disconnect the electrical connections for the in-
jection-ignition control unit.
13. Undo the nut and remove the earth lead for the
injection-ignition control unit.
14. Disconnect the electrical connection for the slider
position sensor (a)
15. Detach the electrical connection for the throttle
body (b)
Fig. 12
7. Disconnect the electrical connection for the
absolute pressure sensor (a).
8. Loosen the band and disconnect the oil vapour
pipe from the intake chamber (b)
9. Loosen the band and disconnect the brake servo
vacuum pipe from the intake chamber.(c)
10. Undo the bolt securing the intake manifold to the
Fig. 14
camshaft housing.(d)
16. Disconnect the electrical connection for the slider
11. Disconnect the electrical connection for the fuel
solenoid valve. (a)
vapour solenoid valve.(e)
17. Open the retaining clips and move the engine
wiring duct aside.(b)
18. Undo the lower bolts securing the air chamber to
the cylinder head. (c)
19
21. Undo the bolts (1a) and remove the fuel vapour
solenoid valve assembly (1b)
Fig. 15
19. Undo the upper bolts (1a) and remove the air
chamber assembly (1b) Fig. 17
22. Undo the bolt (1a) and remove the absolute

pressure sensor (1b) complete with O-ring.
Fig. 16
20. Open the clips and disconnect the fuel vapour
pipe from the intake chamber. Fig. 18
23. Undo the bolt (1a) and remove the air pressure
and temperature sensor (1b) complete with
O-ring.
20
• Connect the electrical connections for the injec-
tion-ignition control unit.
• Connect the electrical connection for the fuel
vapour solenoid valve.
• Tighten the bolt securing the intake chamber to
the camshaft housing to the recommended
torque.
• Connect the brake servo vacuum pipe to the in-
take chamber and secure it using the band.
• Connect the oil vapour pipe to the intake cham-
ber and secure with the band.
• Connect the electrical connection for the abso-
lute pressure sensor.
Fig. 19 • Tighten the engine oil dipstick tube retaining bolt.
• Connect the electrical connection for the air pres-
Installation:
sure/temperature sensor.
• Place the air pressure and temperature sensor
• Connect the intermediate rapid connector for the
back in its housing complete with new O-ring and
fuel vapour pipe to the air chamber.
secure it to the chamber using the bolt.
• Install fuel rail / single fuel manifold with injec-
• Place the air pressure and temperature sensor
tors. (Refer fuel rail / single fuel manifold with
back in its housing complete with new O-ring and
injector installation procedure)
secure it to the chamber using the bolt.
• Install air filter housing assembly. (Refer air filter
• Place the fuel vapour solenoid valve assembly in
housing assembly instillation procedure)
position and secure it to the chamber using the
bolts. • Reconnect battery.
• Connect the fuel vapour pipe to the chamber and
secure it using the clips.
• Place the support complete with control unit,
throttle body and new gasket in position and
secure it to the chamber using the bolts.
• Place the air chamber assembly in position and
tighten the bolts securing it to the cylinder head
to the recommended torque.
• Refit the engine wiring duct and secure it using
the clips.
• Connect the electrical connection for the slider
solenoid valve.
• Connect the electrical connection for the throttle
body.
• Connect the electrical connection for the slider
position sensor.
• Connect the earth lead for the injection-ignition
control unit and secure it using the nut.
21
3B.1.2.1 REMOVAL OF ENGINE FROM 6. Disconnect the starter motor electrical
VEHICLE connections.
1. Remove the Hood (Bonnet), for procedure refer 7. Recover the AC refrigerant using an AC
Body group. refrigerant recycler, drain the coolant and remove
the front end module, (for procedure refer Body
2. Remove the Air filter assembly, for procedure group.)
refer air filter assembly-removal.
8. Drain the Power Steering Oil by disconnecting
3. Disconnect the battery connection. (Negative first) the hose (1) connecting the Power Steering Pump
4. Disconnect the Engine electrical harness to reservoir.
connector.
Fig. 22
Fig. 20
9. Loosen and remove the delivery line (2) from
power steering pump.
5. Disconnect the ECU Connectors.
10. Drain the Engine oil; refer Engine oil drain for
procedure.
11. Drain the transaxle gear oil, by loosening the drain
plug. For procedure refer TRANSAXLE OIL
DRAIN.
12. Remove the Exhaust front pipe. For procedure
refer Exhaust front pipe removal.
13. Remove the wheels and remove the drive shafts.
For procedure refer Driveshaft removal and
refitment.
14. Disconnect the gear shifter cables; refer Gear
Shifter Mechanism for procedure.
15. Disconnect the Fuel return line and Fuel delivery
line.
Fig. 21
22
NOTE:
Make sure that the Engine and Transaxle
assembly is free from all other wiring and hoses
before proceeding to loosen the mounts.
18. Fix the chain to lifting points as shown by and
raise the lift till the chains are just in tension.
Fig. 23
16. Disconnect the Clutch cable from the actuator.
Fig. 26
19. Remove the C mount by removing the bolt.
Fig. 24
17. Disconnect the vacuum hose from the Brake
Booster.
Fig. 27
20. Now lift the chain hook to slightly lift the engine
and remove the Nyloc Nut of the B mount through
the hole provided in the battery tray.
Fig. 25
23
INSTALLATION OF ENGINE ON TO THE VEHICLE:
NOTE:
Before starting the installation process, check the
mounts for any wear or damage, if found replace
the mounts.
1. Follow the reverse order of the removal process
to install the Engine.
2. Tighten the mounts to the specified torque as
specified below.
Mount Size Torque (Kg-m)
A mount M10 4
B mount M12 7.8
C mount AM12 7.8
Fig. 28
3. Connect all the electrical connectors, hoses,
21. Free the Engine off the A mount by loosening
fuel lines etc.
and removing the bolt.
4. Refit all the components referring the removal
procedure.
5. Refill the lubricants, such as Engine oil, Coolant,
Brake fluid, Power Steering oil.
Fig. 29
22. Now slightly lower the Engine and move it
forward.
NOTE:
When moving the engine forward pay close
attention to any wire or hose which might not
have been disconnected from the Engine
Transaxle Assembly.
24
3B.1.2.2 REMOVAL OF CYLINDER HEAD 8. Undo the bolts (2a) and remove the lower timing
AND OIL PUMP drive belt cover (2b).
1. Turn the wrench clockwise on the auxiliary drive
belt tensioner (1).
2. Remove the auxiliary drive belt (2).
3. Release and remove the power assisted
steering pump drive elastic belt (3).
4. Undo the bolts loosened previously and remove
the crankshaft pulley (4).
5. Undo the bolts and remove the timing side rigid
engine support (5).
Fig. 32
9. Adjust the belt tensioner (1) and remove timing

belt. (2).
Fig. 30
6. Disconnect the electrical connection (1) for the
rpm sensor.
Fig. 33
Fig. 31
7. Undo the bolts (1a) and remove the upper timing
drive belt cover (1b).
25
coolant temperature sensor (1).
Fig. 36
Fig. 34 17. Disconnect the electrical connection for the air

conditioning compressor engagement solenoid
11. Disconnect the electrical connection for the valve (2).
timing sensor (2). 18. Disconnect the electrical connection for the slider
12. Disconnect the electrical connection for the solenoid valve (3).
throttle body (3). 19. Undo the nut and disconnect the alternator earth
13. Disconnect the electrical connection for the slider lead (4).
position sensor (4). 20. Disconnect the electrical connection for the phase
14. Disconnect the electrical connection for the fuel transformer actuator (1).
vapour recovery solenoid valve (1).
Fig. 37
Fig. 35 21. Disconnect the electrical connection for the air
temperature/pressure sensor (1).
15. Disconnect the injector wiring junction (2).
knocking sensor (1).
26
Fig. 38 Fig. 40
22. Disconnect the electrical connection for the 28. Loosen the band and disconnect the pipe from
absolute pressure sensor (1). the oil vapour separator (1).
23. Undo the bolts and remove the phase transformer
solenoid protection (2).
24. Remove the ignition coil mounting bolts (3).
25. Unscrew the bolt securing the cable loom
retaining duct (4).
26. Lift up the ignition coils (5a) and disconnect the
electrical connections (5b).
Fig. 41
29. Undo the upper bolt securing the intake manifold

to the cylinder head (2).
30. Remove the mounting fasteners (1a) of intake
manifold (1b), and remove the intake manifold
from the cylinder.
31. Remove the ignition coils from their seats.
Fig. 39
27. Undo the bolt (1a) and remove the engine oil
dipstick tube (1b).
27
Fig. 42 Fig. 44
32. Remove the mounting fasteners (1a) of vapour
1b 287158900682 Counter torque
separator and remove oil vapour separator (1b).
Camshaft driven pulley lock
34. Loosen the nuts (1a) and remove the connector

holder bracket (1b).
35. Loosen the nuts (2a) and remove the camshaft
seal rear cover (2b).
36. Unscrew the bolt and remove the timing sensor.
37. Loosen the bolts fixing the camshaft rear gears.
Fig. 43
33. Fit the driven pulley/phase transformer (1a)
locking tool (1b).
Fig. 45
38. Remove the sealing plug complete with O-ring
(1).
39. Undo the fixing bolt and remove the driven pul-
ley/phase transformer (2).
28
44. Undo the bolt (1a) and remove the timing drive
belt inner guard (1b).
Fig. 46
40. Loosen the protective caps for the bolts securing
the camshaft housing to the cylinder head and Fig. 48
the O-rings (1). 45. Undo the bolts (1a), remove the cylinder head (1b)
41. Using the tool (2a), undo the bolts (2b) fixing the and keep the gasket (1c).
camshaft housing to the cylinder head. 46. Remove the centering pins (2).
2a 287158900680 Spanner Loosen/tighten
the cylinder
head extension
bolts
42. Position the tool (3a) for retaining the tappets
underneath the camshaft housing (3b) and
remove it.
3a 287158900681 Tappet Tappet
retaining tool retaining
43. Remove the gasket between the camshaft hous-
ing and the cylinder head (4).
Fig. 49
47. Turn the engine through 180° on the overhaul stand.
48. Undo the bolts (1a) and the nuts (1b) fixing the
engine oil sump to the crankcase.
49. Using the tool, cut the silicone sealant along the
entire perimeter of the engine oil sump.
2 287158900663 Blade Cut sealant

50. Remove the engine oil sump.
Fig. 47
29
3B.1.2.3 CYLINDER HEAD OVERHAUL 7. Remove the upper valve shims (3).
1. Position the cylinder head (1a) in the vice 8. Remove the valve springs (4).
supporting it using the support tool (1b).
9. Remove the valves (5).
1b 287158900624 Mount Head overhaul
2. Unscrew the spark plugs and removed.
3. Undo the bolts (3a) and remove the thermostat
(3b) complete with O-ring.
Fig. 52
10. Use the tool (1a) to remove the oil seals (1b) from
the valve guides.
Fig. 50 2b 287158900648 Extractor Valve guide oil
4. Loosen the nut (1a) and remove the moving tim- seal extraction
ing belt tensioner (1b).
11. Remove the lower valve shims (2).
12. Remove the valve retaining tool and keep the
valves.
13. Loosen the vice, remove the cylinder head and
place it on the bench.
14. Remove the cylinder head support tool.
Fig. 51
5. Fit the valve retaining tool beneath the cylinder
head (1).
1 287158900684 Base Valve retention
6. Remove the cotters (2a) using the tools (2b) and
(2c).
Fig. 53
2b 287158900685 Lever Dismantling valves
30
Installation: e) Measure the amount of oil remaining in the
burette and then calculate the difference between
1. De-carbonize and clean the valve seats and ducts.
this and the amount of oil used initially with the
2. Clean any residues of the old gasket from the lower burette full. The difference is the volume of the
cylinder head plane. chamber.
3. Check that the cylinder head plane flatness is f) Check that this value is within specified
within the recommended values. values, otherwise replace the cylinder head.
Cylinder head support surface < 0.1 Combustion chamber volume (cc) 14
flatness (mm)
4. If necessary, flatten the lower cylinder head sur-
face; it is permitted to remove 0.1 mm of material
from the minimum cylinder head height (factory
value).
Cylinder head height (factory 77 +/- 0.2
value) (mm)
5. Check that the refacing has not changed any of
the combustion chambers in the areas or else
the head must be replaced.
Fig. 55
7. Check that the valve stem does not show signs of
grooves or seizing.
8. Check that the diameter of the valve stems corre-
sponds to the recommended figures; if not,
replace the worn valves.
Inlet valve stem diameter (mm) 5.982~6.000
Exhaust valve stem diameter (mm) 5.974~5.992
9. Check that the inner diameter of the valve guide
and the clearance between Check that the
Fig. 54 diameter of the valve head corresponds to the
6. Also check all the combustion chambers proceed- recommended figures; if not, replace the valves.
ing as follows: Intake valve outer dia. (mm) 27.020 ~27.050
a) Fit the valves and spark plugs provisionally. Exhaust valve outer dia. (mm) 22.520~ 22.550
Take a graduated burette containing a known
10. Check that the inner diameter of the valve guide
amount of engine oil.
and the clearance between it and the valve are
b) Rest a glass plate on the cylinder head with within specified values, otherwise replace the valve
holes corresponding to the combustion chambers. guide, for procedure refer VALVE GUIDE RE-
PLACE.
c) Fill the combustion chamber completely,
taking care not to pour oil outside the combustion Valve guide inner diameter (mm) 6.022~ 6.040
chamber. Inlet valve / valve guide 0.022~ 0.058
d) Wait about 10 minutes to allow the oil to clearance (mm)
decant. Exhaust valve / valve guide 0.030~ 0.066
clearance (mm)
31
11. Using special equipment check that the valve 3B.1.2.4 VALVE GUIDE - REPLACE
spring specifications are within the recommended
1. Remove the valve guides (1a) using the tool (1b).
values; if this is not the case, replace the compo-
nents that do not comply.
Valve spring height released (mm) 46.9
Height of valve springs under a load 37.52
of 14.9~ 16.5 Kg (mm)
Height of valve springs under a load 30
of 31.1 34~.1 Kg (mm)
12. Refit the lower valve shims (1a); place the oil seals
(1b) on the valve guides, positioning the drift guide
(1c) on the valve stem fitted provisionally in its
seat, then fit a new oil seal on the drift.
13. Refit the oil seal in its housing using the fitting
tool (2).
Fig. 57
1b 287158900686 Extractor Extracting / fitting

valve guides
2. Measure the valve guide bore and check that it is
within the recommended values.
Valve guide diameter (mm) 9.959 ~ 9.981
3. If necessary, ream the valve seat.
4. Check the measurement of the new valve guide.
5. Make a note of the measurement of the valve seat
after reaming.
Fig. 56 6. Valve guides are available as spares with the fol-

lowing diameters.
2 287158900692 Installing Fitting valve guide Valve guide outer diameter(mm) 10.010~ 10.030
tool oil sealing ring
7. The interference between the valve guide and the
14. Refit the valves, springs, upper plates and caps seat in the cylinder head is as follows.
using the same equipment which was used in
dismantling. Interference between valve
15. Position the timing belt moving tensioner in its guides and valve guide 0.029~ 0.071
housing and secure it without tightening the nut. seats (mm)
16. Place the thermostat in its housing with the new NOTE:
O-ring and secure it by tightening the bolts to the
recommended torque. Before fitting the new valve guides the cylinder
head must be heated to a temperature of around
Thermostat Bolt M6 0.9 ~1.1 100 °C.
18. Fit the spark plugs and tighten them to the recom-
8. Fit the new valve guides (1a) using the tool1b).
mended torque.
Spark plugs - M12 1.6~ 2.0
19. Loosen the nuts and remove the cylinder head
from the support tool.
32
3B.1.2.5 ENGIINE BLOCK OVERHAULE
1. The engine is placed on the engine stand.
2. Remove the cylinder head assembly as explained
in previous section.
3. Loosen the fastenings (1a) and remove the
support (1b) complete with compressor,
alternator and engine component single belt
moving tensioner.
Fig. 58
1b 287158900686 Extractor Extracting/fitting

valve guides
9. If the valve guides have become slightly distorted
during fitting, ream the inner surface using a suit-
able sized diameter reamer.
10. Measure the valve guide inner diameter after
refacing and the clearance with the valve; check
that it is within the recommended values (mm). Fig. 59
Valve guide inner diameter 6.022 ~ 6.040 4. Loosen the bolts (1a) and remove the power
Inlet valve/valve gui de clearance 0.022 ~ 0.058 steering pump (1b) complete with the stiffener
bracket (1c).
Exhaust valve/valve guide clearance 0.030 ~ 0.066
Fig. 60
5. Loosen the bolts (1a) and remove the power

steering pump mounting (1b).
33
Fig. 61 Fig. 63
6. Loosen the bolt (1a) and remove the rigid engine 11. Loosen the bolts (1a) and remove the crankcase
coolant pump inlet pipe (1b) with seal. front cover (1b) with the oil pump incorporated
complete with gasket (1c) and intake (1d).
Fig. 62
Fig. 64
7. Undo the bolts (1a) and the nut (1b) securing the
water pump to the crankcase. 12. Fit the tool (1a) and undo the bolt (1b) securing
the crankshaft gear.
8. Remove the sealant using the tool (2a) and
remove the water pump (2b). 1a 287158900661 Template Crankshaft
timing
2a 287158900663 Blade Cut sealant
13. Remove the crankshaft gear (2).
9. Using a suitable tool remove the engine oil filter
cartridge (3). 14. Loosen the bolt (3a) and remove the rpm sensor
(3b).
10. Remove the minimum engine oil pressure switch
(4).
34
Fig. 65 Fig. 67
15. Loosen the bolts (1a) and remove the crankshaft 17. Loosen the bolts (1a) and remove the connecting
rear cover (1b). rod caps (1b).
18. Remove the lower crankpin half-bearings (2).
19. Remove the connecting rod - piston assemblies
(3).
20. Remove the upper connecting rod half-bearings
(4).
Fig. 66
16. Rotate the engine block through 180° and fit the
tool for rotating the crankshaft.
1 287158900628 Flange Crankshaft rotation
Fig. 68
21. Carry out the same operations for removing the
remaining pistons.
NOTE:
The arrow on the piston crown facing the timing
side indicates the fitting direction. The matching
of the connecting rod-cap is the “BREAKING” type
therefore the position is compulsory and the
number corresponding to the position of the
cylinder must be present.
35
22. Remove the flange for rotating the crankshaft fit- 24. Remove the lower main journal half-bearings from
ted previously. the engine block (1).
23. Using a dial gauge, check that the crankshaft 25. Remove the crankshaft (2).
endfloat is within specified limits.
26. Remove the upper main journal half-bearings (3).
1 Crankshaft endfloat (mm) 0.155~ 0.355
Fig. 71
Fig. 69 27. Loosen the bolt and remove the detonation
NOTE: sensor.
If the value for the crankshaft endfloat does not

correspond with the recommended figures, when
refitting, regrind the crankcase seat and use the
central main bearing half incorporating appropri-
ately oversized crankshaft thrust half-washers.
23. Loosen the bolts (1a) and remove the lower crank-
case (1b) complete with lower half-bearings from
the engine block.
Fig. 72
28. Remove the lower engine block locating bushes.
29. Raise the engine block using a hydraulic lift and
place it on a suitable workbench.
30. Remove the coolant chamber plugs from the
crankcase using a steel drift (1).
31. Remove the lubrication duct plug from the crank-
Fig. 70 case using a steel drift (2).
36
1a 287158900622 Fitting tool Engine oil jet

fitting
Fig. 73
32. Remove the oil jets (1a) using the tool (1b).
1b 287158900623 Striker Engine oil jet Fig. 75
removal
37. Using a calibrated metal rule (1a) and a feeler
gauge (1b), check the planarity of the cylinder
head - cylinder block/crankcase support surface.
If the measurement does not correspond to the
recommended values, regrind the cylinder head
support surface.
2 Cylinder head support surface < 0.1
flatness (mm)
Fig. 74
NOTE:
Insert the drift guide hole on the nozzle surface to
prevent the drift from slipping and damaging the
cylinder liner during the removal operation.
33. Wash and check the appearance of all compo-
nents removed.
Fig. 76
34. Fit the water/oil sealing plugs in the crankcase
using suitable fitting tools and sealant.
35. Fit the locating bushes for the crankcase.
36. Use tool (1a) and a plastic mallet to fit the new oil
sprays (1b).
37
38. Measures the diameters of the cylinder bore and 46. Fit the main bearing halves in their seats on the
check that they correspond to the recommended upper crankcase, aligning the lubrication holes and
figures (mm). ensuring scrupulous cleanliness. The centre crank-
shaft bearing has thrust half-washers incorporated
Cylinder liner diameter - Grade A 72.000 ~ 72.010
because it acts as a thrust carrier. If the crank-
Cylinder liner diameter - Grade B 72.010 ~ 72.020 shaft has been ground, fit new oversize half-bear-
Cylinder liner diameter - Grade B 72.010 ~ 72.021 ings to restore the initial tolerance conditions.
39. Check that the ovality of the cylinder liners is 47. Fit the crankshaft in the special housing in the
within the recommended limits. engine block with the upper half-bearings (1).
Cylinder liner ovality (mm) +/- 0.05 48. Fit the calibrated wire (plastigage) for measuring
the bearing clearance (2).
40. Check that the taper of the cylinder liners/bores
is within the recommended limits.
Cylinder liner taper (mm) +/- 0.05
41. If the cylinder bore, taper or ovality measurements
are not within the recommended limits, ream the
cylinder bores following the recommended
oversizes.
NOTE:
In the case of reaming, all the bores must have the
same oversize.
Cylinder liner diameter oversize (mm) 0.1
42. Check that the diameter of the main journals
corresponds to the recommended figures (mm).
Main journal dia. - Category A 47.997 ~ 48.003
Main journal dia. - Category B 47.988 ~ 47.994 Fig. 77
Main journal dia. - Category C 47.982 ~ 47.988 49. Fit the main journal half-bearings in the lower
cylinder block/crankcase (1).
43. If the diameter of the main journals is not correct,
they should be reground to the recommended 50. Fit the lower crankcase on the engine block check-
undersize. ing that the codes stamped on both parts of the
NOTE: crankcase are aligned because the crankcase
components are not interchangeable (2).
Because the crankshaft has undergone nitriding,
this treatment should be repeated and the size
re-checked if it is ground.
Main journal diameter undersize (mm) 0.127
44. Check that the diameter of the crankpins corre-
sponds to the recommended figures.
Crankpin diameter (mm) 41.990 ~ 42.008
45. If the diameter of the crankpins is not correct, they
should be reground to the recommended under-
size.
NOTE:
Because the crankshaft has undergone nitriding,
this treatment should be repeated and the size
re-checked if it is ground.
Crankpin diameter undersize (mm) 0.127 Fig. 78
38
51. The size of the main journal half-bearings is given 56. Fit the connecting rod-piston assemblies and align
(in mm). in accorKgce with the following references.
Main half-bearings - Cat. 1 (Red) 1.836 ~ 1.840 57. Piston class and arrow indicating timing side (1).
58. Area where the number of the matching cylinder
Main half-bearings - Cat. 2 (Blue) 1.843 ~ 1.847
liner is stamped (2).
Main half-bearings - Cat. 3 (Yellow) 1.848 ~ 1.852 59. Gudgeon pin offset (3).
Main bearing half undersize (mm) 0.127
52. Tighten the bolts securing the lower crankcase to
the engine block to the specified torque.
Crankcase Central bolt M10 1.9 2.1 + 87° 93°
Crankcase Side bolt M8 2.8 ~ 3.2
53. Remove the lower crankcase and check the crank-
pin clearance. Use an appropriate gauge to
measure the width of the plastigage.
Fig. 80
NOTE:
The matching of the connecting rod-cap is the
“BREAKING” type therefore the position is com-
pulsory and the number corresponding to the po-
sition of the cylinder must be present. Letters iden-
tifying the cylinder liner classes are shown on the
crankcase.
Fig. 79 60. Fit the connecting rod-piston assemblies (1a) with

half-bearings using tool the (1b) to compress the
NOTE: piston rings and then fit the piston into the liner/
bore.
Check one main journal at a time,without rotating
the crankshaft.
Clearance between main bearings 0.025 ~ 0.040
crankshaft main journals (mm)
54. After checking all the main journals, apply
sealant to the contact surfaces between the lower
crankcase and upper crankcase. Then fit the
lower crankcase permanently by tightening the
bolts to torque in the order described previously.
NOTE:
Apply a 2 mm thick sealant strip continuously to
the lower crankcase surface.
56. Clean any carbon residues carefully from the
pistons, for procedure refer PISTON ASSEMBLY-
OVERHAUL. Fig. 81
39
61. Rotate the engine on the overhaul stand. 65. Remove the connecting rod caps and check the
crankpin clearance. Use an appropriate gauge
62. Apply the calibrated wire (plastigate) for measur-
to measure the width of the plastigage (1).
ing the crankpin clearance (1).
1 Clearance between connecting 0.023 ~0.060
rod bearings – crankpin
bearings (mm)
Fig. 82
63. The size of the connecting rod half-bearings is
given.
Fig. 83
Connecting rod half-bearing 1.544 ~ 1.548
thickness (mm) 66. If the value measured is not within the recom-
mended figures, replace the connecting rod
64. Refit the connecting rod caps complete with half-
bearings.
bearings and secure them by tightening the bolts
to the recommended torque. 67. Refit the connecting rod caps complete with half-
bearings and secure them by tightening the bolts
NOTE:
to the torque given previously.
The connecting rod caps are fracture type. If
68. Rotate the engine on the overhaul stand.
replaced, they are supplied pre-fractured by the
manufacturer. 69. Position a new oil pump gasket.
Check that the parts are free of burrs, blisters, 70. Fit the front crankcase cover with built-in oil pump
scratches or any other surface defect. Before instal- complete with intake chamber and secure by
lation, parts must be thorougly washed, cleaned and tightening bolts to the specified torque.
dried. Fit the connecting rod caps so that the number
Engine oil pump Bolt M6 0.9 ~ 1.1
stamped on each cap faces towards the same side
as the number stamped on the big end. 71. Fit the engine oil filter.
Attention: 72. Fit the minimum engine oil pressure switch in
position and tighten it to the recommended torque.
Each connecting rod must be paired with its cap,
respecting the numerical references stamped on the Switch for engine - M14 2.9 ~ 3.5
parts. Connecting rods and connecting rod caps are oil pressure warning
not interchangeable. light
Connecting rod caps Bolt M8 1.9~2.1+ 40° + - 2° 73. Fit the oil seal on the crankshaft front cover
using the tool.
1860990000 Fitting tool Fitting crankshaft
front cover oil seal
40
74. Remove the flange for rotating the crankshaft fit-
ted previously.
75. Place the crankcase rear cover in position and
secure it tightening the bolts to the recommended
torque.
Crankshaft to crankcase Bolt M6 0.8 ~ 1.0
rear cover
76. Place the crankshaft gear in its housing. Because
the timing is adjusted with the four pistons in line,
i.e. half-way along their effective strokes, it is
essential to position the crankshaft in phase with
the camshafts. They can be approximately posi-
tioned by turning the crankshaft gear (1a) until
the locating dowel (1b) is positioned opposite to
the rpm sensor seat (1c) with the first cylinder Fig. 85
piston in descending phase, i.e. intake.
1 287158900661 Template Crankshaft timing
2b Crankshaft Bolt M12 1.9 2.1 + 107°
gear 113°
3b RPM sensor Bolt M6 0.8 ~ 1.0
79. Apply silicon sealant to the outer edge of the water

pump. Properly position water pump and secure
with the bolts and nut with recommended torque.
Water pump Bolt M6 0.9 ~ 1.1
Water pump Nut M6 0.9 ~ 1.1
80. Place the water pump rigid inlet pipe, complete
with new gasket, in position and secure it tight-
ening the bolt to the recommended torque.
Water pump rigid inlet pipe Bolt M6 0.9 ~ 1.1
Fig. 84
81. Rotate the engine through 180° on the overhaul
77. Position the counter-torque tool and tighten the stand.
crankshaft gear (2a) by tightening the bolt (2b)
to the specified torque. 82. Clean the crankcase and oil sump contact
surfaces, removing the silicon sealant residues.
78. Position the rpm sensor (3a) in its housing and
tighten the bolt (3b). 83. Apply the sealant without a break to the entire
perimeter of the crankcase sump.
NOTE:
Join the end to the beginning seamlessly.
84. Fit the crankcase sump and secure it by tighten-
ing the bolts and the nuts to the recommended
torque.
NOTE:
When positioning the oil sump, avoid significant
sideways movements that could remove the
sealant.
41
Engine oil sump Bolt M6 0.8 ~ 1.0 93. Refit the plugs complete with new O-rings and
tighten them to the recommended torque.
Engine oil sump Nut M6 0.8 ~ 1.0
Engine cylinder head plugs M16 1.3 ~ 1.6
85. Rotate the engine through 180° on the overhaul
extension
stand.
94. Fit the thermostat with the new O-ring and se-
86. Fit the locating dowels in the crankcase.
cure it by tightening the bolts to the recommended
87. Fit a new cylinder head gasket on the cylinder torque.
block.
Thermostat Bolt M6 0.9 ~ 1.1
88. Position the cylinder head on the crankcase by
95. Fit the timing belt moving tensioner in its housing
aligning the locating pins.
without tightening the nut.
89. Tighten the bolts securing the cylinder head to
96. Fit the driven pulley / phase transformer in its
the recommended torque.
housing.
1 Cylinder head Bolt M9 3 + 90° + 90°
97. Fit the driven pulley/phase transformer locking
NOTE: tool.
Follow the order shown in the figure for each 287158900682 Counter-torque Camshaft drive
tightening sequence. pulley lock
98. Tighten the driven pulley/phase transformer fix-
ing bolt to the specified torque.
Driven pulley / variable Bolt M8 1.9 2.1+ 55° + 2°
valve timing
99. Tighten the camshaft idler gears fixing bolts to
Camshaft gears Bolt M12 12
100. Loosen the bolt securing the driven pulley/phase
transformer and remove the locking tool.
101. Remove the tool used previously for counter-
torque for tightening the bolt securing the crank-
shaft gear.
287158900661 Template Crankshaft timing
Fig. 86
102. Position the tools (1a) in their seats for the spark
90. Fit the locating dowels and position the camshaft plug for the 1st and 2nd cylinder tightening the
housing gasket on the cylinder head support pins (1b) to a torque of 0.5 Kgm.
plane.
1a 287158900683 Bearings Crankshaft timing
91. Position the tappet retaining tools beneath the
camshaft housing, then place the camshaft 103. Rotate the crankshaft in its normal direction of
housing on the cylinder head and withdraw the rotation until the tool moving pins fitted
tools. previously are aligned with one another.
92. Use the tool to tighten the camshaft housing bolts NOTE:
to the specified torque. Rotate the crankshaft proceeding gradually to
287158900680 Spanner Loosen/tighten the prevent the tool pins being expelled by the
cylinder head compression of the pistons.
extension bolts 104. The camshaft timing was adjusted previously by
Engine cylinder head Bolt M8 1.3 ~ 1.6 fitting the tools illustrated (3).
extension 287158900691 Locating pins Camshaft timing
42
107. Fit the driven pulley/phase transformer locking
tool.
287158900682 Counter-torque Camshaft driven
pulley lock
108. Tighten the driven pulley/phase transformer fix-
ing bolt to the specified torque.
Driven pulley/variable Bolt M8 1.9 2.1+55°+ -2°
valve timing
109. Place the driven pulley/phase transformer seal-
ing plug in position and tighten it to the recom-
mended torque.
Driven pulley/variable Plug M27 2.7 ~ 3.3
valve timing sealing
Fig. 87 plug
105. Proceed with fitting the timing drive belt, firstly 110. Remove the tools positioned previously for the
fitting it on the crankshaft gear, the water pump timing and locking of the camshafts and rotate
pulley, the driven pulley/phase transformer and the crankshaft through two revolutions.
lastly on the moving tensioner.
111. Loosen the moving tensioner nut and adjust the
NOTE: front fork using the tool (1a) until it is aligned
Ensure that this operation is performed with the with the rear fork (1b).
driven pulley/phase transforer slack. 112. Tighten the nut fixing the moving tensioner to the
106. Tension the timing belt by turning it anticlockwise recommended torque.
with the tool (1a) and the moving tensioner (1b) 2 Moving timing system Nut M8 2.2 ~ 2.7
and then secure it when the reference fork (1c)
is in contact (1d). tensioner
1a 287158900637 Spanner Tensioning toothed

timing drive belt
Fig. 89
113. Turn the crankshaft through two revolutions in

its normal rotation direction, then reposition the
Fig. 88
tools used to adjust engine timing and check the
engine is in phase.
43
114. Remove the tools used for timing the engine. 129. Fit the power steering pump complete with the
stiffener bracket and tighten the bolts to the rec-
115. Place the side plugs in their seats in the
ommended torque.
camshaft housing and tighten them to the
recommended torque. Power steering pump Bolt M10 4.5 ~ 5.5
(mounting side)
Engine cylinder head - M16 1.3 ~1.6
extension plugs 130. Fit the support complete with compressor, alter-
nator and engine component single belt moving
116. Refit the flywheel side camshaft rear cover.
tensioner and secure the fastenings.
117. Refit the connector holder bracket back.
Air conditioning Bolt M10 4.5 ~ 5.5
118. Refit the timing belt inner guard. compressor/
119. Refit oil vapour separator using the bolts and the alternator mounting
nut. Air conditioning Nut M8x 2.3 ~ 2.7
compressor/ 1,25
120. Fit the spark plugs and tighten them to the
alternator mounting
recommended torque.
Air conditioning Nut M10 x 4.5 ~ 5.5
Spark plugs - M12 1.6 ~ 2.0
compressor/ 1,25
121. Fit the ignition coils and tighten them to the rec- alternator mounting
ommended torque.
131. Refit crankshaft pulley and tighten the bolts to
Ignition coils Bolt M6 0.8 ~ 1.0 the recommended torque.
122. Refit intake manifold on the cylinder head and Services pulley on Bolt M8 2.3 ~ 2.8
tightening the bolts to the recommended torque. crankshaft
Intake manifold - Bolt (to be M7 1.3 ~ 1.6 132. Fit the new power assisted steering pump drive
cylinder head replaced) elastic belt.
side
133. Fit the auxiliary drivebelt by adjusting the
123. Connect the pipe to the oil vapour separator and automatic belt tensioner.
secure it using the band.
134. Place the phase transformer solenoid guard back
124. Refit engine oil dipstick pipe back in its housing in its housing and secure it using the bolts.
and fasten it with the bolt.
135. Connect the engine block earth lead and tighten
125. Fit the upper and lower timing drive belt covers the bolt.
and secure them using the bolts.
136. Connect the alternator earth lead and tighten the
126. Fit timing side rigid engine support and tighten nut.
the bolts to the recommended torque.
137. Connect the electrical connection for the slider
Rigid engine Bolt M8 2.2 ~ 2.7 solenoid valve.
support, timing
side 138. Connect the electrical connection for the air
conditioning compressor engagement solenoid
127. Refit detonation sensor and tightening the bolt to valve.
139. Connect the electrical connection for the
Detonation sensor Bolt (to be M8 2.2 ~ 2.7 detonation sensor.
replaced)
140. Connect the injector wiring junction.
128. Fit the power steering pump mounting and tighten
141. Connect the electrical connection for the fuel
the bolts to the recommended torque.
vapour recovery solenoid valve.
Power steering Bolt M10 4.5 ~ 5.5
142. Connect the electrical connection for the slider
pump mounting
position sensor.
44
143. Connect the electrical connection for the throttle 3B.1.2.6 PISTON ASSEMBLY OVERHAUL
casing.
1. Position the connecting rod-piston assembly in a
144. Connect the electrical connection for the timing vice fitted with protective jaws.
sensor.
2. Remove the seals (1a) from the piston using the
145. Connect the electrical connection for the cool- tool (1b).
ant temperature sensor.
146. Connect the electrical connections for the igni-
tion coils.
147. Connect the electrical connection for the abso-
lute pressure sensor.
148. Connect the earth lead and tighten the bolt.
149. Connect the electrical connection for the air
pressure/temperature sensor.
150. Connect the electrical connection for the phase
transformer actuator.
151. Connect the electrical connection for the rpm
sensor.
152. Connect the electrical connection for the engine
oil pressure switch. Fig. 90
153. Remove the engine from the overhaul stand. 3. Remove connecting rod-piston assembly from
vice and Position the connecting rod-piston
assembly on the support (1a) complete with
adaptor (1b).
1a 287158900687 Mount Removing piston
pins
1b 287158900688 Adaptor Removing piston
pins
4. Extract the gudgeon pin (2b) from the small end

using the tool (2a) on the hydraulic press.
2a 287158900689 Kit for Removing/
removing- refitting piston
refitting pins
gudege
on pins
45
7. Check that the inner bore of the gudgeon pin
housings is within the recommended limits; if not,
replace the pistons.
Piston pin housing dia. (mm) 17.982 ~ 17.986
8. Check that the outer diameter of the gudgeon
pins is within the recommended limits; if not,
replace the worn gudgeon pins.
Piston pin outer dia. (mm) 17.970 ~ 17.974
9. Use a micrometer gauge to measure the thick-
ness of the piston rings.
Cylinder compression 1st 0.970~ 0.990
sealing ring thickness (mm)
Cylinder compression 2nd 1.170 ~1.190
Fig. 91 sealing ring thickness (mm)
CLEANING AND INSPECTION Cylinder compression 3rd 1.975 ~ 1.990
sealing ring thickness (mm)
1. Clean any carbon residues from the piston crown. Sealing ring oversize (mm) 0.1
2. Check that the weight difference between the
pistons corresponds to the recommended figures. 10. Fit the sealing rings (1a) in the cylinder liners/
bores and use a feeler gauge (1b) to check the
Permitted weight difference between +/- 5 gap between the seal ends is within specified lim-
pistons (g) its. Otherwise replace the sealing rings.
NOTE:
Milling is not permitted to even out the weight.
No straightening operations are permitted to
compensate for any piston errors.
3. Check the connecting rod alignment using a
sample pin.
4. If the connecting rod is not aligned, replace it.
5. Check that the outer diameter of the pistons
corresponds to the recommended figures; if not,
replace the pistons complete with piston rings and
gudgeon pins.
Piston outer dia.-Grade A (mm) 71.960 ~ 71.970
Piston outer dia.- Grade B (mm) 71.970 ~ 71.980
Fig. 92
Piston outer dia.- Grade C (mm) 71.980 ~ 71.990
Cylinder compression 1st sealing 0.20 ~ 0.40
NOTE: ring gap (mm)
Measure perpendicular to the gudgeon pin axis, 9 Cylinder compression 2nd sealing 0.25 ~ 0.45
mm from the lower edge of the skirt. ring gap (mm)
6. Position the pistons in the cylinder liners/bores Cylinder compression 3rd sealing 0.20 ~ 0.40
and use a feeler gauge to measure the specified ring gap (mm)
clearance.
Clearance between piston - 0.030 ~ 0.050
cylinder liner (mm)
46
11. Check that the piston ring seats are within the INSTALLATION
recommended values.
1. Heat the connecting rod in an oven to a tempera-
Sealing ring seat in piston - 1.020 ~ 1.040 ture of around 240 °C to allow the fitting of the
1st groove (mm) gudgeon pin.
Sealing ring seat in piston - 1.210 ~ 1.230 2. Join the connecting rod to the piston so that the
2nd groove (mm) gudgeon pin offset is facing the number stamped
Sealing ring seat in piston - 2.010 ~ 2.030 on the big end.
3rd groove (mm)
12. Use a feeler gauge (1a) to check the mating clear-
ance between the retaining rings (1b) and the
grooves on the pistons (1c).
Fig. 94
3. Place the connecting rod support tool in a vice
(1).
1 287158900690 Mount Fitting piston pins
Fig. 93
4. Fit the connecting rod and cap on the tool
Cylinder compression 1st 0.030 ~ 0.070 positioned previously in the vice (2).
sealing ring endfloat (mm)
Cylinder compression 2nd 0.020 ~ 0.060
Cylinder compression 3rd 0.020 ~ 0.055
13. Check that the diameter of the big ends and the
small ends are within the recommended values.
Big end diameter (mm) 45.128 ~ 45.138
Small end diameter (mm) 17.939 ~ 17.956
Fig. 95
5. Fit the piston on the connecting rod (3).
47
6. Fit the gudgeon pin (4a) using the fitting tool (4b).
4b 287158900689 Kit for Removing /
removing- refitting
refitting piston pins
gudgeon
pins
7. Remove the connecting rod-piston assembly from

the support and place it in a vice fitted with pro-
tective jaws.
8. Fit the seals on the piston using a suitable tool.
NOTE:
When the fitting is completed, position the
references on the piston rings so that they are
not aligned with the gudgeon pin axis and are 120°
offset from one another.
48
3B.1.2.7 OIL PUMP 1 Radial clearance between 0.100 ~ 0.210
OVERHAUL driven gear and pump
casing (mm)
1. Loosen the bolts (1a) and remove the intake (1b).
2. Check that the endfloat between the top of the
2. Remove the seal (2). gears and the oil pump cover support plane is
3. Loosen the bolts (3a) and remove the oil pump within the recommended values.
cover (3b).
4. Remove the driven gear (4).
5. Remove the drive gear (5).
6. Loosen the cap (6a) and release the oil pressure
relief valve (6b).
Fig. 98
1 Endfloat between the pump 0.025 ~ 0.070
casing support plane and
the top of the gears (mm)
3. Check that the height of the pressure relief valve
spring is within the recommended values.
Fig. 96
Height of engine oil pressure limit 35
INSPECTION valve spring under load of
11.73 12.51 Kg (mm)
1. Check that the radial clearance between the driven
gear and the pump casing is within the recom- INSTALLATION
mended limits.
1. Place the oil pressure relief valve in position and
secure it using the cap.
2. Place the drive gear and the driven gear in
position.
Place the oil pump cover in position and secure
it by tightening the bolts to the recommended
torque
Engine oil pump cover Bolt M6 0.7
NOTE:
Manually rotate the gears to check that they do
not stick.
3. Position the intake duct complete with gasket in
its housing and secure it using the bolts.
Fig. 97
49
3B.1.3 ENGINE COOLING
A. Schematic
Fig. 99
01 Assembly radiator
02 Assembly fan with shroud
03 Water pump
04 Thermostat
05 Engine coolant temperature sensor
06 Hose (radiator outlet to water pump)
07 Hose (thermostat to radiator)
08 Assembly vent hose
09 Auxiliary tank assembly
10 Hose(radiator vent to auxiliary tank)
11 Hose (auxiliary tank to radiator)
50
Working: B. Components:
(a) Warm up phase (a) Water pump
During the engine cold start and during the subse- It is the centrifugal type with vanes secured to the
quent warm up process (i.e. when the coolant tem- crankcase and operated directly through the timing
perature is below 88 ± 2° C, the coolant from the belt.
cylinder block is directed towards the thermostat and
(b) Thermostat
since the thermostat is closed, the coolant takes the
bypass circuit and is directed towards the pump from Fitted to the rear of the cylinder head and performs
where it will be re circulated till the cut-off tempera- the function of maintaining the engine at optimum
ture is reached. temperature:
(b) Operating temperature circuit • With the temperature < 88 ± 2° C the thermostat
valve (closed) directs fluid directly toward the pump
When the coolant temperature goes above 88 ± 2°
C, the thermostat starts opening and the coolant is • With the temperature > 88 ± 2° C the thermostat
directed towards the radiator. The radiator causes valve (open) directs coolant directly toward the
the coolant temperature to drop significantly. This radiator.
cooled coolant is then again is directed towards pump
The engine coolant temperature sensor is fitted on
for recirculation.
the thermostat and is connected to the injection
(c) HVAC radiator circuit control unit. For details see Engine Management
System.
A part of the coolant coming out from the cylinder
block is directed towards the HVAC radiator where it (c) Supply reservoir
transfers the heat to the heating coil. Now the cooled
In addition to supplying the circuit, the coolant
coolant is directed towards pump for recirculation.
reservoir absorbs the variations in the volume of the
coolant as the temperature of the engine varies. A
special calibrated valve in the pressurized cap
assures the following:
• Escape of air from the circuit collected by the
pipe coming from the thermostat;
Air intake when the circuit contains a vacuum
(due to engine cooling)
51
3B.1.4 LUBRICATING SYSTEM
A. Schematic:
01 Suction head with filter mesh

02 Oil pump
03 Oil filter cartridge
04 Main longitudinal duct
05 Jets (piston skirt cooling)
06 Vertical channel (camshaft mountings
lubrication)
07 Oil falling back into sump
08 Switch for engine oil pressure warning light
Fig. 100
52
B. COMPONENTS RESTRICTOR VALVE POSITIONS
ENGINE OIL PUMP Engine oil pressure restrictor valve closed operat-
ing position.
Fig. 64
Fig. 65
1 Low pressure chamber
Restrictor valve short circuit operating position
2 Partition
3 `Pressure chamber
4 Oil supply duct
5 Oil pressure restrictor valve
The engine oil is drawn in by the sump by means of
the vacuum created by the rotation of the gears on
the crankshaft.
There is a vacuum from the partition (2) for the
gears as far as the oil sump suction head.
The pressure develops starting from the partition
(2) in all the engine supply ducts (4).
When the pressure exceeds 5 bar, the force exerted
on the restrictor valve (5) overcomes the reaction
of the spring underneath and moves the valve until
the connecting duct between the pressure chamber
(3) and the low pressure chamber (1) opens. Fig. 66
53
3B.1.5 FUEL SYSTEM
3B.1.5.1 INTRODUCTION
1. Fuel Tank 5. Fuel manifold

2. Fuel Filler 6. Injectors
3. Fuel Sender Unit 7. Fuel Filter
4. Canister
Fig. 67
The 1.2 Safire Fuel System consist of canister,

umbrella valve, tank pressure valve in addition to other
conventional components. There is a vapour
management system in order to meet the emission
requirements.
There is a purge line that sends the vapour trapped
by the canister valve directly to the intake manifold.
This not only reduces the emission but also utilizes
the fuel which would other wise have escaped to the
atmosphere.
The Petrol fuel Injection system is electronically
controlled and is discussed in detail along with the
details of all the sensors used in the section ENGINE
MANAGEMENT SYSTEM.
54
3B.1.5.2 COMPONENTS 3B.1.5.2.2 FUEL MANIFOLD
3B.1.5.2.1 INJECTORS
Fig. 102
Fig. 101
1. Fuel manifold
The injectors are the miniature type (Pico) with a 12 2. Injector
V supply and an internal resistance of 13.8 - 15.2
3. Connector for discharging fuel pressure
Ohm at 20 °C.
4. Rapid connector
The injectors are fastened by the manifold which
presses against them in their seats in the intake 5. Fuel supply pipe
manifold ducts, whilst the two fluorine rubber seals The fuel manifold is fastened to the inner part of the
(1) and (2) provide a seal on the inlet manifold and intake manifold and its function is to send the fuel to
the fuel manifold. the injectors.
The fuel supply takes place from the top of the injector In addition to the seats for the injectors there is a
whose body contains the winding (3) connected to rapid connector on the fuel manifold for connection
the terminals (4) of the electrical connector. with the fuel supply pipe and a connector for
NOTE: checking the fuel supply pressure.
• Do not apply stress greater than 120 Nm to the
injector connector during the removing-refitting
operations as it could adversely affect its
operation.
OPERATION
The jet of fuel comes out of the injector at an absolute
pressure of 3.5 bar through the return less system
atomizing immediately.
The injector control logic is the phased sequential
type, i.e. the four injectors are operated in
accordance with the inlet stages.
55
3B.1.5.2.3 FUEL FEED SYSTEM
Fig. 103
01 Assembly fuel tank - 44 lit 14 Assembly carbon canister

02 Assembly intank pump (44 lit) 15 Hose from tank pressure valve to canister
02-a Locking ring intank pump 16 Spring band clamp
02-b Fuel level sensor fixed float 44ltr 17 Tank pressure valve
03 Hex. nut (06 nos.) 18 Spring band clamp
04 Breather hose 19 Spring band clamp
05 Fuel filler hose 20 Spring band clamp
06 Assembly filler neck complete 21 Washer
07 Fuel filler cap one way 22 Hex bolt
08 Hex screw 23 Separator clamp (fuel lines)
09 Canister vent line clamp 24 Canister vent line clamp
10 Spring band clamp 25 Vent line
11 Spring band clamp 26 Cap - vent line
12 Assembly nylon line(canister to atmosphere) 27 Separator clamp
13 Assembly vapour line (pump to tank
pressure valve)
56
Fig. 104
01 Fuel filter bracket

02 Hex screw
03 Assembly fuel filter(quick fit type)
04 Fuel line clamp
05 Assembly delivery line (pump to filter)
06 Assembly fuel lines (delivery and return)
07 Assembly vapour line (canister to underbody)
08 Clamp
09 Assembly fuel line clamp
10 Assembly bracket fuel line
11 Fuel line clamp (8x8) tube
11 Fuel line clamp 8x8 pipe
12 Assembly bundy tubes underbody
12-a Delivery line tube
12-b Vapour line tube
13 Assembly delivery line(underbody to fuel rail)
14 Assembly vapour line(underbody to purge valve)
57
The fuel feed system of 1.2 8V Safire fuel system A. FUEL IN TANK PUMP
consists of the following components:
1. Fuel tank assembly
2. Fuel In tank pump
3. Fuel level gauge (tank unit)
4. Fuel level Indicator (dashboard)
5. Fuel hoses, fuel lines and Clamps
6. Assembly filler neck complete
7. Fuel filter
8. Fuel filler cap
9. Tank Pressure Valve
10. Activated Carbon Canister
11. Umbrella Valve.
Fig. 105
The Construction (for interchangeability refer parts
catalogue) and procedures involved in some of the
1. Fuel supply connecter
above mentioned components are similar to that of
1.3 Quardrajet Fuel system. Hence, refer the 1.3 2. Fuel return connecter
Quardrajet Fuel System, for
3. Vapuor line Connector
1. Fuel tank assembly
4. Electrical Connection
2. Fuel level gauge (tank unit)
5. Electric pump
3. Fuel level Indicator (dashboard)
6. Fuel level sensor
The other components that are discussed here are :
The working and construction of 1.2 8V Safire In
A. Fuel In tank pump tank pump is similar to that of 1.3 Quadrajet fuel intank
pump, except for the following changes.
B. Fuel Filter
There is a Vapour line Connecter (3) is present in
C. Fuel Filler Cap
1.2 Safire In tank pump. This connecter is provided
D. Evaporative Emission Control System with a Roll over valve (ROV) . The ROV is provided to
allow only vapours to pass to the Canister. The ROV
• Roll over Valve (ROV)
is discussed in detail in the section, ROLL OVER
• Tank Pressure Valve (TPV) VALVE.
• Carbon Canister
• Umbrella Valve
58
B. FUEL FILTER
Fig. 107
Fig. 106 REMOVAL / INSPECTION:

1. Remove fuel filler cap.
The fuel filter is mounted on fuel tank. It filters the
fuel being delivered to the engine. The filter is very 2. Check O ring for even filler neck imprint.
essential for ensuring proper functioning of fuel 3. Check O ring for any deterioration or any
injection system; since the injector are extremely damage. If found damaged replace fuel filler cap.
sensitive to foreign particles in the supply circuit.
4. Check vent mechanism by simply applying
FUEL FILTER MAINTENANCE: vacuum pressure at threaded cap. For any
Q Replace the filer element regularly at deterioration or any damage in vent mechanism
recommended intervals. replace fuel filler cap.
Q Use clean Cloth of wiping the components. DO NOTE:
NOT USE COTTON WASTE. In case of fuel filler cap, replacement to be done
Q Always use ONLY recommended and genuine fuel with correct cap. Otherwise it may result in critical
filter cartridge. malfunction of the system.
C. FUEL FILLER CAP: D. ASSEMBLY FILLER NECK COMPLETE:

The fuel tank filler neck has a one way vented Fuel The fuel tank filler neck is a long tube that goes down
cap. Inside the fuel filler cap is a pressure release to the center of the Fuel tank. It is also equipped with
valve. This allows breathing of fuel tank if vacuum breath line. In case of petrol filler neck there is one
builds up to predetermined levels. The fuel filler cap spring loaded flap inside the neck
has O’ ring around the neck. This O’ ring should be REMOVAL:
inspected for cracks or inflexibility. If the O’ ring
become cracked or inflexible, it should be replaced 1) Relieve the fuel system pressure and disconnect
to keep the environment clean. A ratchet tightening the negative battery cable.
device on the threaded fuel filler cap reduces the 2) Remove the fuel filler cap from the fuel tank.
chances of over tightening and incorrect installation.
3) Use a hand operated pump device to drain as
After the ‘O’ ring on fuel filler cap and the fuel filler
much fuel through the fuel filler neck as
neck flange contacts, the ratchet produces a loud
possible.
clicking sound, indicating the seal has been set.
4) Reinstall the fuel filler cap.
5) Remove the rear seat cushion from vehicle (if
so equipped).
59
6) Disconnect the Mating Electrical connector on 1. The tank pressure valve opens out when pressure
tank unit under rear seat carpet. differential occurs between the tanks side and
7) Raise and safely support the vehicle. canister side ports and allows Vapour from the
tank to carbon canister.when the pressure inside
8) Remove the fuel filler hose clamp from the filler the tank becomes positive and exceeds on
neck assembly. established level of 1 – 1.5 Kpa valve opens out.
9) Remove the fuel breather hose clamp from the 2. When the pressure in the fuel tank becomes
filler neck assembly. negative (vacuum) and reaches it specified value
10) A small amount of fuel may be released during it open the valve to let the air flow in the fuel tank
repair work. To avoid the chance of injury, cover via canister.
the pipe to be disconnected with cotton cloth. INSPECTION:
Do not use cotton waste.
1. Check tank pressure valve for crack or damage.
11) Loosen the filler pipe mounting bolts. Replace if necessary.
12) Take out the filler pipe. 2. Air should pass through valve smoothly from fuel
INSTALL: tank side at moderate pressure.
1) Reconnect all fuel hoses, lines and the fuel 3. Air also should pass when blown smoothly from
breather hose to the fuel tank. canister side at moderate pressure.
2) Install the fuel breather hose and hose clamp to 4. If air does not pass through valve in step 2 or
the filler neck assembly. hardy blows required in step 3, replace tank
pressure valve.
3) Lower the vehicle. Connect the Mating Electrical
connector on tank unit under rear seat carpet. WARNING:
4) Install the rear seat cushion. Reconnect the Do not suck air through tank pressure valve. Fuel
negative battery cable Vapour inside the valve is harmful.
E. EVAPORATIVE EMISSION CONTROL REMOVAL:
SYSTEM: To avoid damage to the Vapour hoses while
The car is fitted with an Vapour management system disconnecting slide back the clamps and pull the
to meet all evaporative emission requirements. The hoses.
system is designed to prevent fuel vapors escaping ASSEMBLY:
into the atmosphere. The evaporative emission system
1. Vapour hoses connections varies for each type
consists of:
of joint. Necessary care to be taken to connect
a) ROV and clamp each hose correctly. Use suitable tool
b) Tank pressure valve for fitment of clamp.
c) Carbon canister 2. Do not kink/pinch or twist hose when they are
routed. This will reduce the effectiveness of the
d) Umbrella Valve
1. emission control system and may damage to fuel
e) Purge Valve tank etc.
a ) ROV (ROLL OVER VALVE): 2. Tank pressure valve must be fitted right way round.
The ROV is integrated with Intank Pump mounted at The port diameter of 6.3 (canister end) must be
fuel tank. The ROV allows the flow of gasoline Vapour positioned towards the canister. The port diameter
only and not liquid fuel. of 8 (Tank end) must be positioned towards the
Safety: In case of a car roll-over, the venting system Tank.
is closed thanks to a Roll-Over Valve which avoids NOTE:
any fuel leakage onto the road. Unless replacement is necessary, it should not be
removed from the circuit. Do not apply an excessive
b) TANK PRESSURE VALVE:
force to the tank pressure valve nipple. This may
The tank pressure valve is provided to keep the result in bend / damage.
pressure in the fuel tank constant. The valve operates
according to the pressure inside tank.
60
c) CARBON CANISTER: d) UMBRELLA VALVE OR CAP - VENT LINE
A canister is designed to store fuel vapors generated Umbrella Valve (shown by arrow in below fig.) is
in the fuel system. The one end of the canister is located at the end of canister to atmosphere Vapour
open to atmosphere for ventilation. When the engine line. It helps in breathing of the tank. Umbrella valve
is inoperative (i.e. while parked) fuel Vapour generated is located in the wheel arch area below filler neck
inside the fuel tank due to fuel volatility are absorbed cup. It prevents water getting into the pipe.
and stored in the canister. When the engine is
running, the fuel Vapour absorbed in the canister
are purged into intake manifold through purge valve
operated by ECU. The purging takes place due to
air drawn through the canister because of pressure
differential between manifold vacuum and
atmosphere.
REMOVAL:
1. Disconnect hose (from canister to underbody).
2. When the air is blown into Tank port, there should
be no restriction of flow through Purge port and
Air port.
3. If the operation differs from the above description,
canister must be replaced.
4. Connect hoses to canister.
Fig. 108
5. Ensure that hoses are clamped securely.
WARNING: 3B.1.6 INTAKE SYSTEM :
Do not suck air through canister port. Fuel Vapour (Refer PORT DEACTIVATION given in EMS section)
inside canister is harmful.
INSPECTION:
1. Remove fuel filler cap.
2. If check result is not satisfactory, check for Vapour
hose, purge valve, wire harness etc. Check carbon
canister for signs of damage and defects.
Q If defective, replace canister.
Q If OK, go to step 3
3. Warm up engine to normal operating temperature.
4. Disconnect “purge” end hose from canister (from
the canister to purge valve)
5. a) Place finger against the end of disconnected
Vapour line. Check that vacuum is felt there when
engine is running at idle speed.
b) Also check that vacuum is felt when engine
speed is increased to higher than 2000/3000rpm.
6. If vacuum is not felt then clean vacuum passage
by blowing compressed air.
ASSEMBLY:
For hose connection refer schematic circuit (Part
Catalogue schematic)
61
3B.1.7 EXHAUST SYSTEM
A. DESCRIPTION
Fig. 109
Introduction:
The engine exhaust gases flow through the exhaust
manifold (01) to the close-coupled catalytic converter
(02). Front exhaust pipe (03) is connected to the
close-coupled catalytic converter through flange joint.
Heat shield (05) is provided to limit heat radiations.
There is a flexible element (06) in the front section of
the exhaust pipe to restrict the transmission of vibra-
tions from engine to the underbody. From front
section, exhaust gases enters the middle section of
the exhaust system which comprises of resonator type
pre-silencer (09). The rear exhaust pipe section con-
sists of the intermediate pipe (10) and a Hybrid
(Absorptive + Reactive) type of main silencer (11).
Flange joint (04) with gasket (07) is used for the leak-
proof connection of front exhaust pipe and the rear
exhaust pipe. The various components are supported
by means of supports (12) and flexible rubber hang-
ers (08) fastened to the underbody.
62
3B.1.8 ENGINE TIMING SYSTEM (a) Operation in open stage:
(i) Specifications: When the camshaft cam acts on the cup (1) and thus
the piston (2), the oil trapped in the chamber (6) due
Two, ductile cast iron, overhead camshafts in a to the closure of the ball valve (4) transmits the move-
camshaft housing; they are operated by a belt and ment of the piston (2) directly to the hose (3) and
gears. consequently to the valve. At this stage, due to the
(ii) Composition: high pressure acting on the oil, some of the oil in the
There are suitably directed cams on the camshafts chamber (6) leaks through the tiny gap between the
with suitable profiles, in the same number as the valves piston (2) and the hose (3).
to be operated.
The exhaust shaft is prepared at the front for the
fitting of the toothed pulley/phase transformer by
means of which it receives movement from the crank-
shaft by means of the toothed belt.
A pair of gears, fitted at the behind the shafts, allows
the transfer of power from the exhaust shaft to the
inlet shaft.
Fig. 111
(b) Operation in closed stage:
During valve closure, as long as the tappet pressed
by the action of spring (5) follows the cam outline, a
vacuum builds up inside chamber (6) that brings about
opening of ball valve (6) to allow oil to enter. The oil
taken into chamber (6) replaces the oil that leaked
out during valve opening.
Fig. 110
01. Camshaft oil seal
02. Camshaft
03. Tappet
04. Upper shim
05. Spring
06. Lower shim
07. Cotters
08. Oil seal
09. Valve guide
10. Valve
(iii) Hydraulic tappets:

The hydraulic tappets used on this engine type
automatically take up valve clearance during engine
service. This offers the advantage of reducing: Fig. 111
• Maintenance operations.
CONTINUOUSLY VARIABLE CAM PHASER
• Engine noise.
(CVCP) (Refer CVCP given in EMS section)
63
3B.1.10 ENGINE MANAGEMENT SYSTEM 16. Calculation of Vehicle speed
17. Instrument cluster interface
ELECTRONIC CONTROL UNIT : 18. Immobilizer interface
The Bosch Motronic ME7.9.10 system with a motor- 1.1 Injection system
ized throttle belongs to the category of ignition
systems, which have built-in phased-sequential-type The essential conditions to be met by the air-fuel
electronic injection. The fuel supply system is the mixture for efficient operation of engines with
return-less type. The control unit electronically controlled ignition systems are mainly as follows:
manages the air flow rate at the rotation speed set by • The metering (air/fuel ratio) must be kept as close
the electronic throttle, regulates the fuel injection so as possible to stoichiometric value to ensure that
that the (air/fuel) ratio is always within optimum combustion is as fast as possible avoiding fuel
values, calculating the moment of ignition, in order to wastage
allow the smooth operation of the engine when the
environmental parameters and loads applied vary. The • The homogeneity of the mixture, consisting of petrol
ignition system is the static advance type with a single vapours distributed throughout the air as finely and
coil with three outlets. The power modules are housed uniformly as possible.
inside the control unit. The injection/ignition system uses a measuring
The self-adaptive engine management system can system known as “SPEED DENSITY-LAMBDA”. In
recognize the changes that take place in the engine. other words, angular rotation speeds density of the
It compensates for them using the self-adaptive intake air and control of the mixture strength.
functions that correct the fuel mixture and air flow In practice, the system uses the ENGINE SPEED
plans mapped in the control unit. There are two data (rpm) and the AIR DENSITY (pressure and
adaptive functions, in particular, for the fuel mixture temperature) the position of the slider and the
plan, depending on whether the evaporation control position of the continuous phase transformer to
solenoid valve is open or closed, plus an idle adapta- measure the quantity of air drawn in by the engine.
tion plan: the latter is capable of compensating The quantity of air drawn in by each cylinder, for
effectively for any air seepage. The continuous self- every engine cycle, also depends on the unit
adaptation of the fuel mixture plan makes it possible capacity and the volumetric efficiency as well as on
to ensure the correct amount of fuel in all tempera- the density of the intake air.
ture and altitude conditions.
The density of the air refers to the air drawn in by the
As a result of this, after every intervention (ECU engine and calculated according to the absolute
Reset / Injector change) it is necessary to drive the pressure and temperature, both measured in the
vehicle for at least 15 minutes in various operating intake manifold. The volumetric efficiency is the
conditions to adapt changes. parameter relating to the filling coefficient for the
The main system functions are as follows: cylinders measured on the basis of experiments
conducted on the engine for the entire operating range
1. Injection system
and then stored in the electronic control unit memory
2. Ignition System
(as maps). Having established the quantity of intake
3. Cold starting
air, the system must provide the amount of fuel
4. Enrichment during acceleration
depending on the desired mixture strength. The end
5. Fuel cut-off during over-run.
of injection impulse or supply timing is stored in a
6. Idle speed management (also dependent on
map in the control unit memory and varies according
battery voltage)
to the engine speed and the pressure in the intake
7. Restriction of the maximum engine speed
manifold.
8. Combustion control with Lambda sensor
9. Petrol vapour recovery In practice, it involves processing carried out by the
10. Radiator Fan control electronic control unit to control the sequential and
11. AC compressor Clutch engagement/ disengage- timed opening of the four injectors, one per cylinder,
ment for the length of time strictly necessary to produce
12. Self-diagnosis. the air/petrol mixture as close as possible to the
13. Detonation control stoichiometric ratio. The fuel is injected directly into
14. Recognition of cylinder position the manifold near the inlet valves at a pressure of
15. Fuel supply - electric fuel pump
64
around 3.5 bars. The speed (rpm) and the density of Ignition advance adjustment:
the air (pressure and temperature) are used for
Based on the map stored in its memory, the control
measuring the quantity of intake air which, when
unit is capable of calculating the ignition advance,
established, is used for metering the amount of fuel
according to:
depending on the desired mixture strength.
• Engine load (minimum, partial, full, according to
The other sensors in the system (coolant tempera-
the number of revs and the air flow rate)
ture, throttle valve position, battery voltage, etc.) allow
• Intake air temperature
the electronic control unit to correct the basic
• Engine coolant temperature.
strategy for the entire engine operating conditions. It
is vital for the air/fuel ratio to be close to the stoichio- The ignition can be selectively delayed at the
metric value for the correct and prolonged operation cylinder with the greatest demand, which is deter-
of the catalytic converter and for reducing pollutant mined by a combination of values recorded by the
emissions. rpm and CAM sensors.
Injection time adjustment: 1.3. Cold starting check
The control unit calculates the injector opening times The following occurs in cold starting conditions:
and controls them with extreme precision and speed,
• A natural weakening of the mixture (which causes
according to the:
poor turbulence of the particles of fuel at low
• Engine load (number of revs and air flow rate) temperatures)
• Battery voltage • Reduced evaporation of the fuel
• Fuel condensation on inner walls of the intake
manifold
The injection is the timed, sequential type for each • Higher lubrication oil viscosity
cylinder and takes place corresponding to the
optimum “”start of injection”” point, with the “”end of The electronic control unit detects this condition and
injection”” point remaining fixed. corrects the injection time on basis of:
• Coolant temperature
1.2. Ignition system
• Intake air temperature
The ignition circuit is the static, inductive discharge • Battery voltage
type, i.e. without a HT distributor, with power modules • Engine RPM.
located inside the injection -ignition control unit.
The ignition advance is determined solely on the basis
The primary winding for each coil is connected to the of rpm and coolant temperature. The rotation speed
Main relay (there by receiving the battery voltage decreases proportionally as the engine temperature
supply) and to the pins of the electronic control unit increases until the nominal value is reached when
for earthing. After the starting stage, the electronic the engine has warmed up.
unit manages the basic advance taken from special
1.4. Enrichment during acceleration
maps in accordance with:
During this stage, the control unit increases the amount
• Engine rpm
of fuel supplied to the engine (to produce the
• Absolute pressure value (mmHg) measured in the
maximum torque), according to the signals coming
intake manifold.
from the following components:
• Slider on-off position.
• Continuous variable valve timing control. • Accelerator pedal potentiometer and throttle
position.
This advance value is corrected depending on the • RPM and CAM sensor
temperature of the engine coolant, intake air, and
detonation and throttle position. The spark plugs for The basic injection time is multiplied by a coefficient
the cylinders are connected directly to the coil depending on the temperature of the engine coolant,
secondary winding terminals (one per spark plug). the opening speed of the accelerator throttle and the
increase in pressure in the intake manifold.
65
If sharp variation in the injection time is calculated 1.9. Fuel vapour recovery :
when the injector is already closed, the control unit
Fuel vapors (pollutants) collected in the activated
reopens the injector (extra pulse) in order to be able
carbon filter (canister) are directed to the intake ports
to adjust the mixture strength as quickly as possible;
to be burnt. This takes place by means of a solenoid
the subsequent injections are already increased on
valve controlled by the control unit only when the
the basis of the coefficients mentioned previously.
engine operating conditions allow. The control unit
1.5. Fuel cut-off during deceleration compensates for this additional amount of fuel with a
reduction in the supply to the injectors.
When the accelerator pedal is released and engine
speed is beyond a pre-set value, the control unit: 1.10. Radiator cooling fan :
• Cuts off the supply to the injectors Depending on the temperature of the coolant, the
• Reactivates the supply to the injectors at 1000 - control unit controls the engagement of the fan:
1200 rpm
• 1st speed activation temperature 97.5°C.
If there is no fuel supply, the number of revolution • 2nd speed activation temperature 102.75°C.
decreases with the speed depending on the vehicle
driving conditions. The ECU continuously monitors The FAN operation is also depends upon air condi-
the Engine speed decrease, which restores the fuel tioning circuit (AC ON /OFF, Trinary pressure switch
supply partly if the predefined speed is reached. so signal) which switches ON the fan at the 1st or 2nd
that there is a “gentle accompaniment” towards the speed depending on the pressure of the refrigerant
idle speed. gas when the air conditioning system is switched on.
The levels for restoring the supply and for cutting off
the fuel vary according to:
• Vehicle speed.
• Engine rpm.
1.6. Idle speed management
The control unit detects idling status when the
accelerator pedal is released. To control the idle
speed, the brake/clutch pedal signals, the control unit
controls the position of the motorized throttle. The
idle speed when warm is 750± 50 rpm.
1.7. Restriction of the maximum engine speed
The control of the maximum number of revolutions is
carried out by the control unit, limiting the engine
torque through the motorized throttle.
1.8. Combustion control with lambda sensor
The Lambda sensors are of same type located
upstream & downstream of the catalytic converter.
The pre-catalytic lambda sensor controls 1st loop
mixture strength (upstream sensor closed loop). The
post-catalytic lambda sensor is used for the fault
diagnosis of the catalyser and for modulating the 1st
loop control parameters. The second loop is there-
fore adaptive, in order to make up for production
discrepancies and slight drift in response that
pre-catalytic lambda sensor could experience due to
ageing and contamination. This control is known as
2nd loop control (post-catalytic lambda sensor closed
loop).
66
FAN BEHAVIOR WITH ENGINE COOLANT TEMP. INPUT:
Engine coolant Temperature FAN ECU O/p commands
behavior Pin 1output Pin 2 output
Engine Coolant Temperature < T1 threshold OFF High High
T1 threshold < Engine Coolant Temperature < T2 threshold Slow speed Low High
Engine Coolant Temperature > T2 threshold Full Speed Low Low
FAN BEHAVIOR WITH A/C REQUEST & TRINARY SWITCH INPUT:

Trinary switch I/p AC FAN Behavior ECU O/p command
request Pin 1output Pin 2 output
OFF OFF OFF High High
OFF ON Slow speed (Engine Coolant Low High
Temperature < threshold)
OFF ON Full speed (Engine Coolant Low Low
Temperature > T2 Threshold)
ON ON Full speed Low Low
When no coolant temperature signal is present, the The “Service” warning lamp operating strategy is as
control unit implements the recovery function by follows.
activating the fan at the 2nd speed until the error
(a) Warning light comes ON with the ignition ON as
disappears.
a Pre-check for 3sec.
1.11. AC compressor Clutch engagement / dis-
During this time the control unit’s auto diagnostic
engagement
system, checks the signal from the sensors and
The control unit engages the AC compressor clutch confirm whether they are in permitted data limits.
through a relay once it gets the AC input request. If not OK, it will remain ON else switched OFF.
The control unit varies the engine torque directly by
(b) Fault indication during start up:
operating the motorized throttle to increase the
airflow rate whenever there is a request for power If the service lamp remains ON even after 3sec
due to the switching ON of AC compressor. of Ignition ON indicates that there is an error
registered in the memory of control unit.
The control unit momentarily cuts off the supply to
the compressor: (c) Fault indication during operation:
The service lamp comes ON in constant mode to
• During starting
indicate the presence of engine management
• When the engine temperature is>115°C. errors.
• During take off with the accelerator fully pressed.
The control unit defines the recovery settings on each
• During take off and depending on the throttle specific occasion according to faulty components.
position. The recovery strategy is managed by components
1.12. Self Diagnosis: that are not faulty.
NOTES:
The control unit auto-diagnostic system checks that
the system is working properly and indicates any 1. Details of fault handling strategies for each fault
irregularities by means of a “Service” warning lamp is available in section “ DTC section”.
in the instrument cluster. This warning lamp indicates
2. Service lamp will not switch ON for all engine
engine management faults
management errors. Kindly check the DTC code
list for applicability.
67
Vehicle condition Fault Status “Service” lamp

Ignition OFF NA Off
Ignition. On NA On (For 3sec.)
Ignition. On/Engine Off Without fault OFF
Ignition. On/Engine Off With fault ON
Engine RunningWithout fault OFF
Engine RunningWith fault ON
1.13. Detonation control 1.16. Calculation of Vehicle speed:

The control unit detects the presence of detonation The vehicle speed is received from the vehicle speed
(engine knock) by processing the signal coming from sensor, by instrument cluster and it is passed on to
the knock sensor. The control unit continuously EMS ECU.
compares the signals coming from the sensor with a
1.17 Instrument cluster interface
threshold which is, in turn, continually updated to take
into account background noise and engine ageing. The The Engine Control unit drives the following in instru-
control unit can therefore detect the presence of ment cluster
detonation (or the onset of detonation) in each • Engine RPM (2 pulses per revolution) through pin
individual cylinder and reduces the ignition advance in 94 of connector V of ECU.
the cylinder involved (in steps of 3° up to a maximum
of 6°) until the phenomenon disappears. Later on, the • Self-Diagnostic Lamp (service) through pin 75
advance is gradually restored to the basic value (in of connector V.
steps of 0.8°). • MIL Maximum water (coolant) temperature
In acceleration conditions, a higher threshold is used signal lamp
in order to take into account the increased noise of The Engine Control unit receives signal from Instru-
the engine under such circumstances. The detona- ment cluster
tion control logic also has a self-adjustment function
which memorizes the reductions in the advance that • Vehicle Speed Signal through pin 60
are continuously repeated in order to adapt the map • Fuel Level signal through pin 62
to the different conditions that may affect the engine.
1.18 Immobilizer interface
1.14 Recognition of cylinder position
The EMS communicates with Immobilizer unit (fitted
The engine-timing (CAM) sensor, together with the on Ignition lock) through CAN lines and it indicates
engine RPM and top dead centre (TDC) signal, allows it’s status on Instrument Cluster. The user authenti-
the control unit to recognize cylinder sequence when cation process is carried out at ignition ON, by com-
implementing phased injection. A Hall effect sensor, municating information to EMS ECU.
positioned on the cylinder head on the Inlet camshaft,
produces this signal. 2.0 ECU Location in Vehicle & Pin Details:
1.15. Fuel supply - electric fuel pump The control unit is fitted in the engine compartment
The control unit supplies the pump: near the Battery and is capable of withstanding high
temperatures. The atmospheric pressure sensor is
• With the ignition ON for 3 secs. located on the engine management control unit.
• When the engine speed >22.8rpm.
The control unit cuts off fuel supply to pump:
• With the ignition ON for more than 3 secs.
• With the engine speed <22.8 rpm.
The return less fuel supply system ensures a con-
stant petrol pressure of 3.5 bar.
68
3.1 ECU PIN DETAILS:
3.1.1 ENGINE SIDE CONNECTOR (M)
PIN NO.DESCRIPTION
1 Oxygen catalytic heater 1
2 Cylinder 3 injector control
3 Canister purge valve
4 Cylinder 2 injector control
5 Variable canister drive signal
6-8 Not used
9 +5V supply to manifold air pressure &
temperature sensor
10 +5V supply to motorized throttle body
11 +5V supply to Cam shaft sensor
12 Camshaft sensor signal
13 Gnd
Fig. 112 14 GNd
15 Not used
The control unit memory is the flash EEPROM type, 16 Oxygen catalytic heater 2
i.e. it can be reprogrammed from the outside without 17 Fuel injector 1
affecting the hardware. Replacement of following parts 18 Port deactivation actuator
requires the self-learning procedure to teach the ECU 19 Fuel injector 4
(Refer to specific procedures to be executed by 20 Not used
diagnostics tool). 21 Variable intake port feedback
• injection control unit components (spark plugs, 22 Throttle position sensor 2
injectors) 23 Not used
• Throttle body 24 Manifold air temperature
25 Manifold air pressure
• Immobilizer 26-27 Not used
28 Gnd
3.0 ECU CONNECTOR: 29 Gnd
EMS ECU is located in the Engine compartment. The 30 Not used
ECU pins are as shown in the figure below (looking 31 Ignition coil 1
into connector). 32-35 Not used
36 Knock sensor reference
37 Crank angle sensor (-ve)
38 Crank angle sensor (+ve)
39-41 Not used
42 Throttle position sensor 1
43 Engine temperature sensor
44 GND
45 Not connected
46 Ignition coil 3
47 Ignition coil 4
48 Ignition coil 2
49 Throttle valve (+ve)
50 Throttle valve (-ve)
51 Knock sensor Signal
52 Gnd
53 Oxygen sensor signal 1
54 Gnd
Fig. 113 55 Oxygen sensor signal 2
56 - 60 Not used
69
3.1.2 VEHICLE SIDE CONNECTOR (V): 4.0 SENSOR & ACTUATOR CONNECTIONS WITH
PIN NO. DESCRIPTION ECU
1 GND 4.1GND
2 GND Pins 1, 2 and 4 of connector V of ECU are earthed.
3 Main Relay Supply
4 GND 4.2 MAIN RELAY (T09)
5 Main Relay Supply Main relay (T8) controls the entire system - it is
6 Key on
energized by line protected by fuse 60 A, an earth
7 MIL
signal from pin 72 of connector V of Engine control
8-10 Not used
unit and then provides power supply to pin 3 & 5 of
11 AC output
connector V of the control unit, through fuse 20A.
12 FAN High speed
13 FAN low speed 4.3 Fuel Pump Relay (T10)
14-26 Not used
27 Accelerator pedal 2 supply Fuel pump relay is energized by a control signal coming
28 Not used from pin 65 of connector V of Engine control unit. Power
29 Accelerator pedal 2 Gnd to Fuel pump relay contact is supplied through the
30 Accelerator pedal 1 Gnd fuse (15A) & it provides power supply for the electric
31-48 Not used fuel pump after fuel pump relay gets energized.
49 Accelerator pedal 1 supply Fuel pump is earthed via the inertia switch, which
50 Not used interrupts the circuit in the case of any impact and
51 Cruise lamp
stops the supply of fuel.
52 Not used
53 Not used 4.4 Crank Angle Sensor (K046)
54 Trinary pressure switch
The (RPM) Crank Angle sensor provides information
55 Accelerator pedal 2 signal
to pins 37 and 38 of connector M of the engine control
56-59 Not used
60 Vehicle speed to Cluster
unit, about the engine speed.
61 Not used 4.5 CAM Phase Sensor (K047)
62 Fuel Level signal from Cluster
63 Clutch input CAM Phase (Timing) sensor is connected as given
64 AC input below,
65-67 Not used Power is supplied from pin 11 of connector M of
68 Fuel pump driver Engine control unit.
69 Not used
70 Direct battery supply Reference earth from pin 28 of connector M,
71 Not used Sensor sends signal corresponding to the phase to
72 Main Relay driver pin 12 of connector M of the Engine control unit.
73 Max water Temperature
74 Not used 4.6 Double NTC Water Temperature sensor (K036)
75 Service indicator
Water (Engine coolant) temperature sensor receives
76-78 Not used
a reference earth from pin 29 of Connector M of ECU,
79 Accelerator pedal 1 signal
and sends a signal proportional to engine coolant
80-81 Not used
82 Brake test
temperature to pin 43 of Connector M.
83-86 Not used 4.7 Accelerator Pedal Sensor: (K055)
87 Brake switch signal
88 CAN Low The accelerator pedal has two built in potentiometers
89 CAN High (1. Main, 2. Safety).
90 Not used The former receives power and earth signals from pins
91 K Line 49 and 30 of connector V of ECU and sends a
92 Fuel Consumption output corresponding signal to pin 79.
93 Not used
94 Engine RPM to Cluster
70
The latter receives power and earth signals from pins 4.17 Manifold Air pressure & temperature sensor
27 and 29 of connector V of ECU and sends a signal (K44)
to pin 55. Manifold air pressure & temperature sensor received
4.8 Injector: (N070) power & earth at pin no. 9 & 44 of M connector of ECU
respectively and air pressure and air temperature
The engine management control unit sends the signal is received at pin no. 24 & 25 of M connector of
command to the injectors from pins 17, 4, 2, 19 of ECU respectively.
Connector M of ECU for cylinders 1, 2, 3 and 4,
respectively. 4.18 Oxygen sensor:
4.9 Brake Switch: (I030) Pre-catalyst :(K015) The sensor received power from
main relay and earth is received at pin 54.The signal
Pin 87 of connector V of Engine control unit receives received from pin no.53 of M connector of ECU.
a signal from brake light switch Pin 82 of connector V
receives a signal – from NC contact – of brake light Oxygen catalytic heater to pin no 1 of M connector of
switch. ECU
4.10 Clutch Switch: (I031) Post-catalyst :( K017) The sensor-received power from
main relay and earth is received at pin 16.The signal
Pin 63 of connector of ECU unit receives the signal and power ground received from pin no.55 of M
from the clutch switch whether the clutch pedal is connector of ECU. Oxygen catalytic heater to pin no
pressed or released. 16 of M connector of ECU
4.11 Vehicle speed Sensor: - (K084) 4.19 Motorized Throttle Body: (N075)
It is mounted on transmission & is connected as It receives supply from pin no 10 of M connector of
follows : ECU. Throttle position sensor signal 1& signal2 is
• Power @ pin 3 from main relay received from pin 42 & 22 of M connector of control
• Earth @ pin 1 unit and reference earth is from pin13 of M connector
of ECU. The throttle valve positive and negative signal
• Output signal is taken from the vehicle speed sen-
sor @ pin 2 to Instrument cluster is provided at pin no.49 & 50 of M connector of ECU.
4.12 Port Deactivation Actuator valve: (L031) 4.20 AC output:
It is powered through mail relay and connected to pin Ac o/p is taken from pin no.10 of V connector of ECU.
no. 18 of M connector of ECU. 4.21 Knock Sensor: (K50):
4.13 Canister purge vale: (L010) The knock sensor received reference signal from pin
Canister purge valve powered through main relay & 38 & knock sensor signal from pin 37 of M connector
connected to EMS pin 3 of M connector of ECU of ECU.
4.14 Variable camshaft valve: (N076) 4.22 Fan high and low speed:
Variable camshaft is powered through main relay and Fan high speed and low speed command is taken
connected to EMS at pin no.5 of M connector of ECU. from pin no.12 and pin 13 of V connector of ECU
4.15 Ignition Coil: (A030) .23 System self-diagnosis (Kline) connector
Ignition coil connected to EMS at pin no. 31, 48, 46, The Engine Control unit is connected to System self-
47 is at M connector ignition coil 1, 2, 3, 4 respec- diagnosis connector through the pin 91 for K-line
tively. diagnosis.
4.16 Variable intake port feedback: (K0204) 4.24 Instrument Cluster: (E050)
Variable intake f/b is connected to pin 21 of M The Engine Control unit drives the following in
connector of ECU & reference earth is received from instrument cluster
pin 14 of M connector of ECU. • Engine RPM through pin 94 of connector V of
ECU.
• Self-Diagnostic Lamp (service) through pin 75
of connector V.
71
• Maximum water (coolant) temperature signal 5.0 SENSORS & ACTUATORS
lamp
5.1. RPM SENSOR :( K046)
The Engine Control unit receives signal from Specifications
Instrument cluster
RPM sensor is fitted on the crankcase facing the phonic
• Vehicle Speed Signal through pin 60 wheel on the crankshaft pulley. It is inductive type
• Fuel Level signal through pin 62 sensor, i.e. its operation is determined by magnetic
field changes generated by the teeth (Fly wheel) pass-
4.26 Immobilizer ing in front of the phonic wheel (60-2 teeth).
Immobilizer system is designed to prevent vehicle theft The injection control unit uses the rpm sensor signal
by electronically disabling the engine starting system. to:
The engine can be started only with vehicle’s original • Determine the rotation speed
immobilizer ignition key, which has an electronic
• Determine the crankshaft angular position.
identification code. The Engine Control unit is
Electrical specifications : Resistance 1134-1386°
connected to Immobilizer via CAN through the pins 88
at 20°C
& 89.The Status of Immobilizer is available in
Instrument cluster. The recommended distance (gap) between the end of
the sensor and the Flywheel for obtaining correct
4.27 DIS: signals should be 0.5 - 1.5 mm.
DIS receives fuel Consumption PWM signal from pin
92 of V connector of ECU for its fuel efficiency
calculation.
Fig. 114
Fig. 115
72
Composition
The sensor takes the form of a tubular case (1)
containing a permanent magnet (3) and electrical
winding (2).
Operation
Due to the passage of the phonic wheel teeth, the
magnetic flux set up by magnet (3) undergoes
fluctuations due to changes in the gap. These fluctua-
tions set up an electromotive force in winding (2) and
a voltage is set up at the terminals that alternate
between positive (tooth facing sensor) and negative
(gap facing sensor).
Fig. 116
Operation
The accelerator pedal position is converted into an
electrical voltage signal and sent to the Electronic
control unit by the potentiometer connected to the
pedal. The accelerator pedal position signal is
processed together with the information relating to the
engine rpm to obtain the injection times and the
pressure.
Pin Description Signal type
A Track 2 supply 5V input
B Track 2 earth Earth
Fig. 116 C Track 2 signal Analogue output
D Track 1 supply 5V input
The sensor peak output voltage depends, all else being
equal, on the distance between the sensor and the E Track 1 earth Earth
Flywheel teeth (gap). There are sixty teeth on the F Track 1 signal Analogue output
Flywheel, two having been removed to produce a
reference: the passing of the wheel therefore Potentiometer technical specifications:
corresponds to an angle of 6° (360° divided by 60 teeth). Position Pedal travel Output U1 Output U2
The synchronism point is recognized at the end of the (mm) (%) (%)
first tooth following the gap left by the two missing
teeth: when this passes beneath the sensor, the motor Free play 0-5 15 ± 1.9 % 7.5 ± 2.9 %
has piston pair 1-4 at 114° before TDC. Stop on 76 89 ± 3 % 44 ± 4 %
5.2. Accelerator pedal: (K055) support
The sensor consists of a case secured to the

accelerator pedal; the case contains an axially located
shaft connected to two potentiometers: a main one
and a safety one. A coil spring on the shaft ensures
the correct amount of resistance to pressure while a
second spring ensures return following release. The
redundant signal reading makes it possible to
continuously monitor the plausibility of the readings
in order to guarantee complete safety whilst driving
even if there is a failure.
73
The potentiometer settings are illustrated in the graph Operation
below:
The opening of the throttle is managed by an electri-
cally operated DC motor. The ME7.9.10 system oper-
ates the motorized throttle according to accelerator
pedal requests; a potentiometer connected to it sends
a voltage signal to the control unit where it is pro-
cessed and angle of throttle opening is decided.
5.4. INTAKE AIR TEMPERATURE AND PRESSURE
SENSOR: (K44)
Specifications
The pressure and intake air temperature sensor is an
integral component, which is designed to measure the
air pressure and temperature inside the intake mani-
fold. Both pieces of information are used by the injec-
tion control unit in defining the quantity of air drawn in
by the engine and are then used for calculating the
Fig. 117 injection time and the ignition point. The sensor is
fitted on the intake manifold.
P1. Track n°1
P2. Track n°2
A. Maximum throttle opening
B. Pedal stop on cap
C. Pedal stop on support
5.3. THROTTLE BODY: (N075)

Specifications
This is fitted on the intake chamber and regulates the
amount of air taken in by the engine. According to the
signal received from the accelerator pedal potentio-
meter, the Electronic control unit controls the throttle
opening by means of a direct current motor built into
the throttle body. Throttle opening takes place from 0°
to 80°, i.e. including idle speed adjustment range. The
throttle body is equipped with two built-in potentio-
meters, each of which controls the other.
Fig. 119
Composition
The air temperature sensor consists of an NTC
thermistor (Negative Temperature Coefficient). The
sensor resistance decreases as the temperature
increases. The control unit input circuit shares the
5 V reference voltage between the sensor resistance
and a fixed reference value, producing a voltage that
is proportional to the resistance and consequently to
the temperature. The sensitive element of the
pressure sensor is made up of a Wheatstone bridge
screen-printed onto a ceramic diaphragm. On one side
of the diaphragm is the absolute reference vacuum,
while on the other side is the vacuum from the intake
manifold. The (piezo resistant) signal, coming from
Fig. 118
74
the distortion suffered by the diaphragm, before being
sent to the engine management control unit, is
amplified by an electronic circuit in the mounting that
houses the ceramic diaphragm. With the engine off,
the diaphragm bends according to atmospheric
pressure. Exact reference information on altitude can
therefore be obtained with the key ON. During engine
operation, the vacuum exerts a mechanical action on
the sensor diaphragm, which bends to alter the
resistance value. Because the power supply from the
control unit is maintained strictly constant (5V), the
output voltage changes when the resistance value is
altered.
Electrical properties
The electrical properties of the sensor are illustrated
in the diagram below.
1. Air temperature sensor

2. Intake air pressure sensor
Fig. 120
75
5. IGNITION COILS: (A030)
Composition :
The coils are connected directly to the spark plugs
and are the ““cigar”“ types comprising a magnetic
internal core made up of a silicon steel pack arranged
along the axis of the coil and secondary and primary
coils which contain the electrical windings, coaxial to
the magnetic core.
The windings are housed in a pressed plastic
container which has the low tension connector and
the fastening bush on the cylinder head and they are
insulated through immersion in an epoxide resin which
has excellent dielectric, mechanical and also thermal
properties, as the coils are exposed to high tempera-
tures. The proximity of the primary winding to the Fig. 122
magnetic core reduces the magnetic flux losses,
ensuring the maximum coupling on the secondary COMPOSITION
winding.
The sensor is of the Hall-effect type. A semi-conduct-
Electrical specifications: ing layer, through which current passes, immersed
Primary circuit resistance: 0.5 Ohm ± 10% at 23°C in a perpendicular magnetic field, generates at its
ends a difference in potential known as Hall voltage.
Secondary circuit resistance: 6300 Ohm ± 10% at
23°C. OPERATING
The force lines perpendicular to the current direction
generate at the ends a different in potential (called
Hall voltage). If the integrity of the current remains
constant, the voltage generated depends only on the
intensity of the magnetic field; the intensity of the
field simply has to vary perpendicularly to produce a
modulated electrical signal, whose frequency is
proportional to the speed with which it changes
magnetic field. To obtain this change, the distance
between the sensor and the pulley on the camshaft
varies, as it has four references. In the rotation of the
pulley, the distance varies and a low voltage signal is
generated, corresponding to each mark. Vice versa,
where these three marks are not present, the sensor
generates a higher voltage signal. Consequently the
high signal alternates with the low signal, four times
Fig. 121 for each engine cycle.
5.6. Vehicle speed sensor: (K084) This signal, together with the rpm and TDC signal,
allows the control unit to recognize the cylinders and
Specifications determine the injection and ignition point.
This sensor is located in transmission transmits the
vehicle speed to the Instrument cluster which in turn
send to ECU. The signal is also used for the
operation of the speedometer. The Hall effect sensor
transmits 16 impulses/rev; according to the frequency
of the impulses it is possible to ascertain the speed of
the vehicle.
76
5.7. Injectors: (N070) 5.8 FUEL MANIFOLD
Specifications The fuel manifold, which distributes the fuel to the
injectors, incorporates the seats for the injectors and
The twin jet injectors (with the spray at an angle in the air bleed valve. The fuel intake is achieved through
relation to the injector axis) are specially designed a quick coupling. Since the system is return less,
for engines with 4 valves per cylinder and make it there is no fuel recirculation pipe.
possible to direct the jets towards the two inlet valves.
The injectors are the top-feed type, i.e. fuel is fed in
through the top of the casing, which also houses the
electrical winding connected to the terminals of
connector (3).When the current passes through the
winding, the magnetic field created attracts the
plunger, opening the injector and causing the flow of
fuel.
There are two seals, one on the fuel manifold side (1)
and one on the intake manifold side (2).A notch (4)
determines the angular position of the injector and
the correct direction of the jets in relation to the inlet
valves.
Fig. 124
5.9 Double NTC water temperature sensor: (K036)
Specifications
This is fitted to the thermostat cup and detects
coolant temperature by means of an NTC thermistor
with negative resistance coefficient. The variation in
the resistance depending on the temperature is
illustrated in the table below these are the typical
values.
DEG C RESISTANCE
-200C 15971
Fig. 123 -100C 9620
Electrical properties 00 C 5975
The injector resistance may be measured by detach- 100C 3816
ing the connector and connecting an ohmmeter, as 200C 2502
shown in the diagram. 250C 2044
Resistance value: 14.5 ± 5% ohm. 300C 1679
Operation 400C 1152
500C 807
The jets of fuel leave the injector at a differential
pressure of 3.5 bar, atomizing instantly to form two 600C 576
propagation cones. The injector operating logic is 700C 418
timed and sequential. In other words, the four 0
80 C 309
injectors are operated depending on the engine
0
cylinder inlet sequence, whilst the delivery for each 90 C 231
cylinder can begin during the expansion stage until 1000C 176
the inlet stroke has already started.
77
Operation
The reference voltage is 5V for the NTC element for
the injection system. Because the control unit input
circuit is designed as a voltage divider, this voltage is
distributed between a resistance present in the con-
trol unit and the sensor NTC resistance. The control
unit can therefore assess sensor resistance changes
via changes in the voltage and thus obtain tempera-
ture information.
Fig. 126
Operation
The molecules of a quartz crystal are electrically
polarized. In rest condition (A), the molecules do not
display any particular orientation. When the crystal
is subject to pressure or impact (B), the degree of
alignment is directly proportional to the pressure
acting on the crystal.
Fig. 125 This orientation generates a voltage at the crystal
1. NTC resistance terminals.
2. Sensor body
3. Electrical connector
Composition
The composition of the sensor is illustrated in the
diagram above
5.10 DETONATION SENSOR (Knock Sensor):

(K050)
Specifications
The piezo-resistive knock sensor is fitted on the crank-
case and measures the intensity of vibrations caused
by knock in the combustion chambers. This phenom-
enon has mechanical repercussions on a piezoelec-
tric crystal that sends a signal to the control unit which, Fig. 127
on the basis of this signal, reduces the ignition ad- A. Rest position
vance until the phenomenon disappears. Later on, B. Position under pressure
the advance is gradually restored to the basic value.
Electrical specifications: resistance 4.9 Ohm ± 20%.
The tightening torque for the detonation sensor is 2.5
Nm.
78
Instructions for checking the Wiring Harness 3. Switch off the ignition.
1. Instruments 4. Note the pin no of Sensor & ECU, which is OC,
from circuit diagram.
• Multimeter.
5. Remove the ECU connector, Sensor connector,
• Wires
battery terminal (+ve & -ve)
• Crimping tool
6. Take Multimeter put it in continuity mode.
• Cutter
7. Check the continuity by connecting one end of
• Insulation Tape. the Multimeter to ECU connector pin terminal
2. Caution : (using a thin wire of 0.25sq mm) and the other to
Sensor connector
• Do not short supply wire to GND
8. If there is no continuity Check wiring harness
• Do not short any wire to supply.
where it is open circuited.
• Remove sensor connector or ECU connector
9. Remove the OC.
carefully it may damage.
10. After the removing the OC, properly insulate the
• All major sensor Connectors are with secondary
wiring harness through insulation tape.
lock, kindly take care while removing.
11. Reconnect the ECU, Sensor connector & Bat-
A) Short Circuit (SC) to Gnd. tery terminal.
1. Check fault status from the diagnostic s/w. 12. Turn on the ignition & recheck for the fault.
a. Start the diagnostic Æ Read ECU errors Æ C) Short circuit to Vbat.
Click on the Error code. Æ See the status. and
3. Steps to follow while checking SC to Vbat.
confirms as SC to Gnd.
2. Switch off the ignition. 13. Check fault status from the diagnostic s/w.
3. Note the pin no of Sensor & ECU, which is SC to a. Start the diagnostic Æ Read ECU errors Æ
GND, from circuit diagram. Click on the Error code. Æ See the status. and
4. Remove the ECU connector, Sensor connector, confirms as SC to Vbat.
battery terminal (+ve & -ve) 14. Switch off the ignition.
5. Take Multimeter put it in continuity mode. 15. Note the pin no of Sensor & ECU, which is SC to
6. Check the continuity by connecting one end of GND, from circuit diagram.
the Multimeter to ECU connector pin terminal 16. Remove the ECU connector, Sensor connector,
(using a thin wire of 0.25sq mm) and the other to battery terminal (+ve & -ve)
ECU GND 17. Take Multimeter put it in continuity mode.
a. If there is no continuity with ECU GND, check 18. Check the continuity by connecting one end of
with respect to battery GND clamp (-ve). the Multimeter to ECU connector pin terminal (us-
7. Check wiring harness where it is shorted. ing a thin wire of 0.25sq mm) and the other to
8. Remove the SC. ECU supply (or supply of that sensor)
9. After the removing the SC, properly insulate the a. If there is no continuity with ECU supply, check
wiring harness through insulation tape to avoid with respect to battery supply clamp (+ve).
future SC. 19. Check wiring harness where it is shorted.
10. Reconnect the ECU, Sensor connector & 20. Remove the SC.
Battery terminal. 21. After the removing the SC, properly insulate the
11. Turn on the ignition & recheck for the fault. wiring harness through insulation tape to avoid
future SC.
B) Open Circuit (OC)
22. Reconnect the ECU, Sensor connector & Bat-
1. Check fault status from the diagnostic s/w. tery terminal.
2. Start the diagnostic Æ Read ECU errors Æ Click 23. Turn on the ignition & recheck for the fault.
on the Error code. Æ See the status. and
confirms as OC.
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5.11 PORT DE-ACTIVATION 5.11.1.1 Operating principle
Introduction The EMS ECU controls the two-way solenoid valve,
which places the vacuum accumulator in contact with
In order to optimize combustion velocity and stability
the pneumatic actuator. The EMS ECU commands
in both normal and high EGR conditions, a port
the solenoid valve to close one of the intake ducts.
deactivation system has been applied on a conven-
The solenoid slides the slider, which shutters the flow
tional MPFI engine, together with a particular intake
of air through the inlet ducts for each cylinder.
port design. This system has been abbreviated into
“PDA”. In detail, an asymmetric intake port design, The sliding of the slider allows the following configu-
with a tangential and a neutral port, is realized on a rations:
four-valve engine. By throttling the neutral port at part
• High swirl at low speeds and high recirculation of
load a sliding valve; a strong swirl is induced in the
the exhaust gases where the slider valve plate
cylinder. This high charge motion level leads to a high
closes the “neutral” inlet duct at each cylinder.
turbulence level near TDC, and consequently to a
very fast combustion. • Full load and without exhaust gas recirculation,
where the slider valve plate opens the two inlet
The port deactivation system consists of following ducts (neutral and tangential) at each cylinder
main components
(a) Intake manifold 5.11.1.2 Variable intake port feedback switch pin
outs:
(b) Port deactivation actuator solenoid valve
5.11.1 Intake manifold ECU SENSOR DESCRIPTION
CONNECTOR CONNECTOR
The intake manifold is equipped with a shuttering sys-
tem for the inlet ducts incorporated in the connecting 21 1 Signal
flange with the cylinder head. 14 2 GND
The manifold consists of: 5.11.2 Port deactivation actuator solenoid valve:
• a vacuum accumulator formed inside the mani-
fold
• a solenoid valve incorporated in the pneumatic
control actuator
• a slider valve
• Variable intake port feedback switch
Fig. 129
01. Solenoid valve
02. Pneumatic actuator
03. Vacuum air pipe
04. Control linkage
Fig. 128
80
5.11.2.1 Operating principle 2. elevated charge dilution by exhaust gas (ob-
tained by CVCP system) in warmed-up en-
The pneumatic actuator consists of two-way solenoid
gine conditions, in order to reduce engine
valve, which controls the slider valve. The pneumatic
pumping losses.
actuator receives command from EMS ECU, to close
or open the slider. The valve allows the vacuum present 3. At high engine speed or high engine load,
in the vacuum accumulator (inside the intake the PDA must be in OPEN position, in order
manifold) to act on the slider valve to close or open. to allow a full cylinder loading.
1. Solenoid valve PDA ON/OFF position has a very slight influence on
2. Pneumatic actuator the air charge at medium/high pressure difference
between the ambient and the combustion chamber
3. Vacuum air pipe
values (low/medium engine speed and load); it in-
4. Control linkage creases when this difference becomes lower. There-
The solenoid valve-pneumatic actuator assembly and fore, PDA ON/OFF switching points will be calibrated
the Variable intake port feedback switch are incorpo- when the PDA position influence becomes signifi-
rated in the intake manifold and considered as a single cant. In particular, at the switching points, constant
component. engine torque must be guaranteed: a spark advance,
a throttle position and an CVCP position corrections
5.11.2.2 Pneumatic control actuator solenoid valve occur, in order to compensate the different fluid-dy-
pin outs: namic runners conditions and the combustion rate
ECU SENSOR DESCRIPTION variations. Corrections mentioned above must be com-
patible with AFR range for correct after-treatment ex-
CONNECTOR CONNECTOR haust gas functionality.
18 1 Signal
5.11CONTINUOUSLY VARIABLE CAM PHASER
- 2 Main relay (CVCP)
supply (+12V)
5.12.1 Introduction
The Continuously Variable Cam Phaser is capable of
5.11.2.3 PDA System - Operation logic modifying the position of the camshaft in relation to
A general description of the On-Off PDA manage- the crankshaft to enable the engine to work with opti-
ment logic follows. mum timing in all operating points. The Continuously
Variable Cam Phaser is managed entirely by the en-
In 16V engines different intake runners configura- gine management control unit (EMS) which:
tions are used, to have a particular fluid-dynamic char-
acteristics of the fresh charge into the combustion • Detects the camshaft position via the Crankshaft
chamber. Respect to the cylinder axis a runner with a sensor
reduced transversal section and a tangential admis- • Alters the position according to the engine op-
sion produces high turbulence (swirl motion). A run- eration on the basis of a calibrated map and keeps
ner with a large transversal section and axial admis- the camshaft position under control.
sion gives elevated volumetric efficiency (tumble mo-
tion). The PDA (slider device) partially blocks the axial 5.12.2 CVCP Pin outs:
runner in several engine conditions to increase tur- ECU SENSOR DESCRIPTION
bulence and consequently the combustion rate.
CONNECTOR CONNECTOR
• At engine starting the PDA must be in CLOSED
5 1 Signal
position, in order to increase the incentive power
and the flame substantiation. - 2 Main relay
• At low/medium engine speed and load, the PDA supply (+12V)
must be in CLOSED position. The increased com-
bustion rate allows:
1. lean AFR in warm-up conditions, in order to
reduce emissions and fuel consumption;
81
5.12.3 Operating principle 5.12.4 CVCP System - Operation logic
A general description of the CVCP system manage-
ment logic follows.
On these engines the charge dilution by exhaust gas
mass is increased, with a CVCP system, and it is
more tolerable thanks to enhanced turbulence. It de-
termines a virtual reduction of the engine displace-
ment. Therefore, to obtain the same engine torque, a
throttle wider opening position is required and it means
engine pumping losses and, consequently, fuel con-
sumption reduction.
• The CVCP actuator is mounted on the exhaust
(intake) camshaft linked to the intake (exhaust)
camshaft by a gear, so to a certain variation of
the exhaust (intake) valve timing, correspond a
shift, at the same time and of an equal angle, on
Fig. 130 intake (exhaust) camshaft.
01. Driven pulley • The EGR rate variation is achieved by a shift of
02. Stator both intake and exhaust valves timing, without
03. Advance compartment valves overlap change.
04. Delay compartment • The advanced position of CVCP corresponds to
05. Rotor the optimal valves timing value to achieve the best
06. Cassette solenoid valve engine performance in term of torque and power.
07. Oil return
• CVCP must be in fully advanced position since
08. Oil inlet
the oil pressure becomes higher than a threshold
The Continuously Variable Cam Phaser actuator corresponding to the value that consents its cor-
comprises a rotor in one piece with the camshaft that rect control.
can rotate in relation to the pulley (stator) moved by
• At engine starting and since the engine tempera-
the crankshaft. The rotor is equipped with vanes and
ture rises over a tuneable threshold, CVCP must
moves through the effect of the engine oil pressure
be in fully advanced position.
on the vanes.
There are two compartments • At low engine speed and load CVCP must be in
advanced position, reducing the EGR rate, in or-
(a) Advance compartment
der to improve combustion stability.
(b) Delay compartment)
• At medium engine speed and load, CVCP must
The two compartments are created at the two sides
be in retarded position, increasing EGR rate, in
of each of these vanes: the oil can flow into one
order to enhance charge dilution and, conse-
compartment or the other. The pressure of the oil
quently, to reduce fuel consumption.
entering a compartment pushes the vane to one side
and the oil in the other compartment is discharged to • At high engine speed and load, CVCP must be in
the cylinder head. The rotor is and consequently the advanced position, in order to improve engine
camshafts are thereby rotated in a certain direction performances (full cylinder load of fresh-air
(advance or delay). If the engine oil alternatively charge) and to meet high driver torque requests.
enters one compartment and the other continuously In these conditions, a volumetric efficiency improve-
for the same time, the pressures at the two sides of ment is achieved by retarding valves timing and this
the rotor are dynamically balanced and it remains effect increases also the engine torque.
still. The flow of engine oil is activated by a cassette
solenoid valve, which places the oil ducts in the In particular, the potential maximum engine torque
cylinder head in contact with the advance or delay can be obtained with CVCP in fully advanced
compartments. position or little retarded, according to the engine
speed.
82
3B.1.11 USING DIAGNOSTIC TOOL
1. Main Screen
This is a main window of application.

At any point you can click on “?” help (or press F1) button left hand side upper corner (In diagram highlighted in
BLUE) to open respective help.
At start only “Start” option is active.
Click on “Start” to start communication.
Connect the ECU/Converter properly to PC and click on “start” button.
Wait for few seconds till link between PC and ECU is established. After connection is established other controls
will be activated automatically.
Communication active indicator is displayed at right hand side upper corner. (In diagram highlighted in GREEN).
Green indication means connection is active. Red indication means connection is not active.
When connection is not active only “Start” option is enabled.
Once connection is active all other controls will be activated automatically.
Click on “Stop” to stop communication.
If you click on “Stop”, communication with ECU will be terminated and all other controls except “Start” button will
be disabled.
ECU functions will be disabled at start.
After you click on “Start”, application will try to connect with ECU and after successful connection ECU functions
will be enabled. Also the communication indicator will become GREEN in color.
83
2. Read ECU Errors
Click on “Read ECU Errors” button (In diagram highlighted in RED) to see DTC errors present in ECU.
Following screen will appear.
All errors (with small description) are listed in list-box.

Select a particular error to get more information.
Errors status of selected error is displayed in “Error status” box
Environmental condition of selected error is displayed in “Environmental condition” box
To save ECU Errors and ECU identification data click on “Save Data” button box (In diagram highlighted in BLUE).
To get information about causes and remedies for selected error click on “Causes and Remedies” button (In
diagram highlighted in green).
84
3. ECU Error Causes and Remedies
This will display causes and remedies for selected error.

Click on “Back” to go to error list screen. .
There two buttons provided in the form “Save” & “Causes & Remedies”
on Clicking on “save” the Form save will be opened which will allow the user to save the errors along with the
details.
85
On clicking on causes & Remedies button the Causes and remedies form will be displayed which will show the
causes and remedies of the errors selected from the list.
4. Clear Errors
Click on “Clear ECU Errors” button
‘Clear errors’ command will be sent to ECU and result will be displayed on the screen like following.
86
5. Read Parameter
Click on “Read Parameter” button following screen will appear.

Form will be displayed which will give the information of the selected parameters.
The parameters selected in the left list will be displayed along with the values in the right list box.
There are five buttons “Clear”,”Start”,”Stop” “Single Run”, “Graph”

The Clear button will clear the selected list in the Form
The Start Button will start the continuous reading of the Selected Parameter Values
The Stop Button will stop the request to Read the parameters from the ECU.
The Single Run button will capture the one time data of the selected Parameters
The Graph Button will open the Graph form.
87
6. Read Parameter Graph
After Clicking on Graph button on Read parameter form, following screen will appear which will give the graphical
representation of the Parameters selected. User can choose upto 2 parameters at a time.
The Screen will appear as follows.
There are three buttons “Start”, “Stop”,”Back”

On Clicking Start button the graphs will start and get updated.
On Clicking Stop the Graph will stop its Updations
On Clicking Back the Form will be transferred to Read Parameter page.
88
7. In out Functions
Click on “In/Out control” button (In diagram highlighted in Green) to activate IO control options.
Following screen will appear.
Select control/item from the list.

Click on appropriate option button.
Result will be displayed in “Output” box.
8. Read ECU Data
On Clicking the Read ECU Data the parameter list will be displayed on the left. On clicking the Parameter the
respective parameter value will be displayed in the right box.
89
9. Immobilizer Pairing
On Clicking “Immobilizer pairing” button the form with “start Immobilizer Pairing” button will be displayed. On
clicking the start Immobilizer pairing Button the pairing process will start and appropriate messages will be
displayed as per the status of the Pairing process.
90
DTC CODE :
Note: M connector - Engine side ECU W/H connector
3B1.11. 1 Diagnosis Valve control CVCP (Electrical Test)
Diagnosis Valve control CVCP (Electrical Test)
P code: Status Bit Fault Cause Service Lamp Emission Connector ECU pin no:
impact colour
P0010 ****.0001 Above max. ON YES Black Pin no. 05 of
threshold M connector
1. Location: CVCP control valve ( solenoid valve) is fitted on top of the cylinder head cover , near to ignition coil no : 1
2. Operation principle:
CVCP valve is controlling the oil flow entering into the CVCP unit, by ECU. The Continuously Variable Cam Phaser (CVCP)
is capable of modifying the position of the camshaft in relation to the crankshaft to enable the engine to work with optimum
timing in all operating points. The Continuously Variable Cam Phaser is managed entirely by the engine management control
unit (EMS) which:
- Detects the camshaft position via the Crankshaft sensor
- Alters the position according to the engine operation on the basis of a calibrated map and keeps the camshaft position
under control.
3.DTC Detecting condition: Probable Trouble Area:
1. Fault is detected when the battery voltage is more than 9.1V & less than 16.0V. 1. Variable Cam shaft valve
2. Engine speed greater than 80RPM. 2. W/H
3. Fault is detected only in output is ON condition. 3. ECU
4.DTC Confirmation procedure
1. Turn off the ignition, connect the diagnostic. Turn ignition On 3. Clear the ECU error. Turn off ignition and wait
2. Go to Read error from diagnostic. . for some time turn ignition On
4. Check the DTC
5. Impact: Deactivation of output
6. Customer Effect: Bad drivability & emission deterioration
7. Failure: No other failure on engine components
8. Possible Causes:
1. Variable Cam shaft actuator faulty. 2. Variable cam shaft valve drive wire shorted to supply
3. ECU faulty
9. Pin Configuration & pin details : Signal ECU pin Connector
pin
Main relay supply - 1
Variable cam shaft 5 2
driver signal
10. Repairing Steps.
1) Switch Off the Ignition Switch.
2) Check for damage of pins at both Variable cam shaft valve connector and ECU connector.
3) Remove connector of ECU and actuator check the voltage at ECU pin 5 of M connector. Whether it is SC to Vbat.
4) Check the continuity between to pins of the actuator(wiring harness connector) it should open
5) Check the W/H & remove the SC.
6) Connect the connector ECU & actuator.
7) Fault still present, replace the actuator and fault still present after replacing the actuator then replace the ECU
91
P code: Status Bit Fault Cause Service Lamp Emission Connector ECU
impact colour pin no:
P0010 ****.0001 Above max. ON YES Black Pin no. 05 of
CVCP valve is controlling the oil flow entering into the CVCP unit, by ECU. The Continuously Variable Cam Phaser
(CVCP) is capable of modifying the position of the camshaft in relation to the crankshaft to enable the engine to work with
optimum timing in all operating points. The Continuously Variable Cam Phaser is managed entirely by the engine manage-
ment control unit (EMS) which:
under control.
3. Fault is detected only in output is ON condition. 3. ECU
1. Turn off the ignition, connect the diagnostic. Turn ignition On 3. Clear the ECU error. Turn off ignition and wait for
2. Go to Read parameter. Read the error from diagnostic. . some time turn ignition On
4. Check the DTC
5. Impact: Deactivation of end stage
8. Possible Causes:
1. Variable Cam shaft actuator faulty.
2. Variable cam shaft valve drive wire shorted to supply
3. ECU faulty
Pin
driver signal
2) Check for damage of pins at both Variable cam shaft valve connector and ECU connector.
3) Remove connector of ECU and actuator check the voltage at ECU pin 5 of M connector. Whether it is SC to GND
4) Check the continuity between to pins of the actuator(wiring harness connector) it should open
5) Check the W/H & remove the SC.
7) Fault still present, replace the actuator.
8) Fault still present after replacing the actuator. replace the ECU
92
P0010 ****.0001 No signal ON YES Black Pin no. 05 of
M connector
under control.
3. Fault is detected only in end stage is Off condition. 3. ECU
2. Go to Read parameter. Read the error from diagnostic. . some time.
4. Check the DTC
5. Impact: Deactivation of end stage
8. Possible Causes:
1. Loose actuator connection
2. Variable Cam shaft valve actuator faulty.
3. ECU faulty
Pin
driver signal
2) Check for damage of pins at both Vehicle Speed Sensor connector and ECU connector.
3) Check the connection as mention in pin as per pin details.
4) Remove W/H check OC.
5) Check the W/H & remove the OC.
6) Check the voltage at W/H connector pin no.1 whether it is Vbat.
8) Fault still present replace the actuator.
9) Fault still present after replacing the actuator. replace the ECU
93
P0010 ****.0001 No signal ON YES Black Pin no. 05 of
M connector
under control.
1. Engine Speed bellow thersold 1. Variable Cam shaft valve
2. Engine temperature bellow thersold 2. Mechanical error clamping camshaft target error.
3. Oil temperature bellow thersold 3. ECU
4. Time delay for engine start instant should be over
5. P0010 fault has not occurred during this cycle
6. Fault is detected when the deviation between the target
& actual cam shaft position is monitored
2. Go to Read parameter. Read the error from diagnostic. . some time.
4. Check the DTC
5. Impact : Limitation of spark advance & max speed based on CVCP feedback
6. Customer Effect : Vehicle not start
7. Failure: Damage of CVCP unit & cam shaft
8. Possible Causes:
1. Variable Cam shaft valve actuator faulty. 3. Wrong mounting position of CVCP on camshaft
2. ECU faulty 4. Mechanical failure of CVCP
Pin
driver signal
1. Check correct mounting position of CVCP on exhaust camshaft
2.Chnge the CVCP unit if found damage of CVCP unit
94
3B1.11.2 Diagnosis of Cam wrong assembly
Diagnosis of Cam wrong assembly
impact colour
P0016 ****.0001 Above max. ON YES Black -
threshold
The Continuously Variable Cam Phaser (CVCP) is capable of modifying the position of the camshaft in relation to the
crankshaft to enable the engine to work with optimum timing in all operating points. The Continuously Variable Cam
Phaser is managed entirely by the engine management control unit (EMS) which:
under control.
1. Check the condition cam shaft adaptation angle , if absolute difference between 1. Variable Cam shaft valve
measured rest position & design position of CVCP is higher than the calibration 2. ECU
value, it declares retarded position
1. Turn off the ignition, connect the diagnostic. Turn ignition On 3. Clear the ECU error. Turn off ignition and wait for some
2. Go to Read parameter. Read the error from diagnostic time turn ignition On
4. Check the DTC
5. Impact:
1.Deactivation of Spark advanced by CVCP feed back
2.Deactivation of fuel cutoff adaption of misfire detection
6. Customer Effect: Deteriorated emission & vehicle performance
7. Failure: No failure on other components
8. Possible Causes:
1.Variable Cam shaft valve actuator wrong adjustment
2.Wrong mounting of CVCP unit in retarded position
3.ECU faulty
9. Pin Configuration & pin details :
No pin out , fault generation is based on the internal calculation from ECU
1. Properly mount the variable cam shaft actuator
2. If fault still present correct mounting replace the actuator.
3. Fault still present, replacing the actuator replace the ECU.
95
Diagnosis of Cam wrong assembly
impact colour
P0016 ****.0010 Below max. ON YES Black -
threshold
The Continuously Variable Cam Phaser (CVCP) is capable of modifying the position of the camshaft in relation to the crank-
shaft to enable the engine to work with optimum timing in all operating points. The Continuously Variable Cam Phaser is
managed entirely by the engine management control unit (EMS) which:
under control.
1. Check the condition cam shaft adaptation angle , if absolute difference between 1. Variable Cam shaft valve
measured rest position & design position of CVCP is less than the calibration 2. ECU
value, it declares advanced position
1. Turn off the ignition, connect the diagnostic. Turn ignition On 3. Clear the ECU error. Turn off ignition and wait for some
2. Go to Read parameter. Read the error from diagnostic time.
4. Check the DTC
5. Impact:
1.Deactivation of Spark advanced by CVCP feed back
2.Deactivation of fuel cutoff adaption of misfire detection
6. Customer Effect: Deteriorated emission & vehicle performance
8. Possible Causes:
1.Variable Cam shaft valve actuator wrong adjustment
2.Wrong mounting of CVCP unit in advanced position
3.ECU faulty
No pin out , fault generation is based on the internal calculation from ECU
1. Properly mount the variable cam shaft actuator
2. If fault still present correct mounting OF CVCP UNIT
3. Fault still present, replacing the actuator replace the ECU.3. Fault still presents replacing the actuator replace the ECU.
96
3B1.11.3 Air intake temperature circuit
Air intake temperature circuit TATA FIRE 16V
impact colour
P0110 ****.0001 Above max. OFF NO Black Pin9, pin24,
threshold pin 25 & pin 44
of M connector
1. Location: Sensor is fitted on the air intake manifold.
The pressure and intake air temperature sensor is an integral component which is designed to measure the air pressure and
temperature inside the intake manifold. Both pieces of information are used by the ECU in defining the quantity of air drawn in
by the engine and are then used for calculating the injection time and the ignition point
The sensor voltage sensed by ECU is more than max. value. 1. Manifold pressure & temperature sensor.
2. ECU.
1. Turn off the ignition, connect the diagnostic. Turn on the ignition
2. Read the error from the diagnostic software.
3. Check the in diagnostic s/w: go to Read parameter —>go Intake air Temperature —> Start. Check whether the tempera-
ture value shown in diagnostics or not.
4. Clear the ECU error. Turn off ignition and wait for some time.
5. Re Check the DTC
5. Impact: Default value is used from the engine speeds and throttle angle. Inaccurate air fuel mixture.
6. Customer Effect: Bad drivability, deteriorated performance & emission
8. Possible Causes
1.Sensor SC to Vbat
2. Sensor faulty.
3.ECU faulty
9. Pin Configuration & pin details : Signal ECU pin Connector pin
Gnd 44 1
Manifold air Temp. signal 24 2
Supply 9 3
Manifold air pressure signal 25 4
10. Repairing Steps
1. Check the pin between sensor & ECU connector. Check continuity between ECU sensor connector as the pin mention
above.
2. Also check that the Sensor connector Pins are short with each other.
3. Turn ignition ON Measure the voltage at pin 24 of M connector check it is SC to Vbat.
4. Check W/H any SC.
5. Remove SC & make connection of ECU & sensor connector properly.
6. If still fault present replace sensor by good one.
7. Fault still present replace the ECU.
97
Air intake temperature circuit TATA FIRE 16V
impact colour
P0110 ****.0001 Below min. OFF NO Black Pin9, pin24,
of M connector
1. Location: Sensor is fitted on the air intake manifold.
The sensor voltage sensed by ECU is more than max. value. 1. Manifold pressure & temperature sensor.
2. ECU.
3. Check the in diagnostic s/w: go to Read parameter —>go Intake air Temperature —> Start. Check whether the tempera-
ture value shown in diagnostics or not.
5. Re Check the DTC
8. Possible Causes
1. Loose sensor connection.
2. Temp. Signal is SC to GND.
3. Sensor faulty.
4. ECU faulty.
Gnd 44 1
Supply 9 3
10. Repairing Steps
1. Check the pin back out between sensor & ECU connector.
2. Check the continuity between ECU pin 24&sensor connector pin 2
3. Turn ignition ON Measure the voltage at pin 24 check it is SC to GND
7. Fault still present replace the ECU
98
Manifold absolute pressure circuit TATA FIRE 16V
P. code Status Bit Fault Cause Service Lamp Emission Connector ECU pin no:
impact colour
P0105 ****.0010 Below min. ON YES Black Pin9, pin24,
of M connector.
1. Location: Sensor is fitted on the intake manifold.
The sensor voltage sensed by ECU is less than min. value. 1. Manifold pressure & temperature sensor. 2. ECU.
3. Check the in diagnostic s/w: go to Read parameter —>go Intake manifold pressure measured with pressure sensor at
manifold to Intake manifold pressure —> Start. Check the pressure value shown in diagnostics or not. pressure
measured with pressure sensor at manifold to Intake manifold pressure —> Start. Check the pressure value shown in
diagnostics or not.
5. Check the DTC
5. Impact: 1. Default value is used from the engine speed and throttle angle. 2. Inaccurate air fuel mixture
6. Customer Effect: Affects the customer drivability.
8. Possible Causes
2. Manifold pressure sensor signal short circuit to GND
3. Sensor faulty.
4. ECU faulty
Gnd 44 1
Supply 9 3
10. Repairing Steps
1. Check the pin backout between sensor & ECU.
2. Check connector check continuity between ECU & sensor connector pins as the pin mention above.
3. Check the supply at sensor connector is OK or not
4. Turn ignition ON Check the voltage at ECU pin no. 25.Ensure that it is SC to GND.
99
Manifold absolute pressure circuit TATA FIRE 16V
impact colour
P0105 ****.0010 Above max. ON YES Black Pin9, pin24,
of M connector.
The sensor voltage sensed by ECU is less than max. value. 1. Manifold pressure & temperature sensor. 2. ECU.
3. Check the in diagnostic s/w: go to Read parameter —>go Intake manifold pressure measured with pressure sensor at
manifold to Intake manifold pressure —> Start. Check the pressure value shown in diagnostics or not.
5. Check the DTC
5. Impact: 1. Default value is used from the engine speed and throttle angle. 2. Inaccurate air fuel mixture.
6. Customer Effect : Affects the customer drivability.
8. Possible Causes
1. Manifold pressure sensor signal short circuit to GND
2. Sensor faulty.
3. ECU faulty
Gnd 44 1
Supply 9 3
10. Repairing Steps
1. Check the pin back out between sensor & ECU.
2. Check connector check continuity between ECU & sensor connector pins as the pin mention above.
3. Also check that the Sensor connector Pins are not short with each other.
4. Turn ignition ON. Check the voltage at ECU pin no. 25.Ensure that it is SC to Vbat .
100
Manifold absolute pressure plausibility TATA FIRE 16V

impact colour
P0106 ****.0010 Above max. ON YES Black Pin9, pin24,
of M connector.
The sensor voltage sensed by ECU is less than max. value. 1. Manifold pressure & temperature sensor. 2. ECU.
3. Check the in diagnostic s/w: go to Read parameter —>go to—> Intake manifold pressure measured with pressure
sensor at manifold—> Start. Check the pressure value shown in diagnostics or not.
pressure measured with pressure sensor at manifold—> Start. Check the pressure value shown in diagnostics or not.
5. Check the DTC
5. Impact: 1. Default value is used from the engine speed and throttle angle. 2. Inaccurate air fuel mixture.
6. Customer Effect : Bad drivability, deteriorated performance & emission
8. Possible Causes
1. Sensor Connection
2. Sensor faulty.
3. ECU faulty
Gnd 44 1
Supply 9 3
10. Repairing Steps
1.Check the whether the sensor signal wire is shorted to the supply to supply or the sensor GND is open
3. Fault still present replaces the ECU firmly
101
impact colour
P0106 ****.0010 Below Min. ON YES Black Pin9, pin24,
of M connector.
The sensor voltage sensed by ECU is less than min. value. 1. Manifold pressure & temperature sensor.
The ECU senses an abrupt change in the present & past 2. ECU.
signal value of pressure sensor
sensor at manifold —> Start. Check the pressure value shown in diagnostics or not.
5. Re Check the DTC
5. Impact: Default value is used from the engine speed and throttle angle. Inaccurate air fuel mixture.
6.Customer Effect: Bad drivability, deteriorated performance & emission
7. Failure:
8. Possible Causes
2. Sensor SC to Gnd.
3. Sensor faulty.
4.ECU faulty
Gnd 44 1
Supply 9 3
10. Repairing Steps
1.Check the whether the sensor signal wire is shorted to Gnd or the supply to sensor is shorted to Gnd
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P0106 ****.0100 No Signal ON YES Black Pin9, pin24,
pin 25 & pin 44
of M connector.
1.Location: Sensor is fitted on the intake manifold
The range of signal is not in calibrated value or no signal 1. Manifold pressure & temperature sensor.
No error of throttle position sensor: P0121 or P0221, 2. ECU.
No safety fuel cut off: P1690,
No error of intake air temperature sensor P0110 and
Ambient pressure sensor signal valid
3. Check the in diagnostic s/w: go to Read parameter —>go to —> Intake manifold pressure measured with pressure
sesnsor —> Start. Check the pressure value shown in diagnostics or not.
5. Re Check the DTC.
8. Possible Causes
1. Loose or wrong sensor connection.
2. Sensor faulty
3. ECU faulty
4. Corrosion at the sensor connector
Gnd 44 1
Supply 9 3
10. Repairing Steps
1. Check the pin back out between sensor & ECU connector check continuity between ECU sensor connector as the pin
mention above.
2. Check the sensor connector is OK or not
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P0106 ****.1000 Invalid Signal ON YES Black Pin9, pin24,
pin 25 & pin 44
of M connector.
1. The output getting from the sensor is not above or below 1. Manifold pressure & temperature sensor.
rated range. It is some unpredictable value. 2. ECU.
2. No error of throttle position sensor: P0121 or P0221,
3. No safety fuel cut off: P1690,
4. No error of intake air temperature sensor P0110 and
5. Ambient pressure sensor signal valid
1. Turn off the ignition, connect the diagnostic. Turn on the ignition.
sensor—> Start. Check the pressure value shown in diagnostics or not.
5. Re Check the DTC
5. Impact: Default value of signal by calculating it from the engine speeds and throttle angle. Inaccurate air fuel mixture.
8. Possible Causes
1. Loose or wrong sensor Gnd connection.
2. Sensor faulty.
3. ECU faulty
4. Corrosion at the sensor connector
Gnd 44 1
Supply 9 3
10. Repairing Steps
1. Check the pin oxidation of sensor & ECU connector check continuity between ECU sensor connector as the pin mention
above.
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3B1.11.4 Engine Coolant temperature circuit
Engine Coolant temperature circuit TATA FIRE 16V
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P0115 ****.0010 Above Max. ON YES Brown Pin29 & pin 43
threshold of M connector.
1. Location: It is mounted in the thermostat housing.
The reference voltage is 5V for the NTC element from the ECU. Because the control unit input circuit is designed as a voltage
divider, this voltage is distributed between a resistance present in the control unit and the sensor NTC resistance.
The control unit can therefore assess sensor resistance changes via changes in the voltage and thus obtain temperature
information.
The Voltage sensed from the sensor by the ECU is more 1.Engine coolant(Water temperature) sensor
than the maximum value. 2. ECU.
3.Sensor wiring shorted to Vbat
1. Turn off the ignition, connect the diagnostic.
2. Check the in diagnostic s/w go to Read parameter —>go to Engine temperature —> Start. Check in diagnostic the
engine temperature value is shows or not (in degree C)
3. Turn on the ignition read the error from the diagnostic software.
5. Run the engine for 1min.
6. Check the DTC
5. Impact:
1. Increases the fuel consumption due to increased duration of High speed fan.
2. Stop of adaption of lambda controller
3. Deactivation of lambda controller.
4. Deactivation of ideal speed regulation.
5. Deactivation of catalyst heating.
6. Customer Effect: Bad drivability & deteriorated pollution
7. Failure: No other failure on any components
8. Possible Causes : 1. Sensor SC to Vabt, 2.Sensor faulty. 3.ECU faulty
Engine temperature 43 1
Gnd 29 2
10. Repairing Steps
1. Check the pin backout between sensor & ECU connector.
2. Check the continuity between EMS pin no.43 & sensor connector pin no.1and EMS pin 29 and pin 2
3. Check the voltage at ECU pin 43 if it is Vbat then sensor SC to Vbat. Verify the W/H any SC
4) Measure the voltage at Acc. pedal signal pin (79) if it is 4.Chek the resistance between sensor pin 1& 2 (2502 ohm at
20Deg C)
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Engine Coolant temperature TATA FIRE 16V
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P0115 ****.0010 Below Min. ON YES Brown Pin29 & pin 43
divider, this voltage is distributed between a resistance present in the control unit and the sensor NTC resistance.
The control unit can therefore assess sensor resistance changes via changes in the voltage and thus obtain temperature
information.
The Voltage sensed from the sensor by the ECU is less 1.Engine coolant (Water temperature) sensor
than the minimum threshold value. 2. ECU.
3.Sensor wiring shorted to Gnd
2. Check the in diagnostic s/w go to Read parameter —>go to Engine temperature —> Start . Check in diagnostic the
engine temperature value is shows or not (in degree C)
6. Check the DTC
5. Impact: 1.Increases the fuel consumption due to increased duration of High speed fan.
8. Possible Causes : 1. Sensor SC to GND. 2. Sensor faulty. 3. ECU faulty.
Gnd 29 2
10. Repairing Steps
2. Check the continuity between EMS pin no.43 & sensor connector pin no.1and EMS pin 29 and pin 2
3. Check the voltage at ECU pin 43 if it is GND sensor SC to GND. Verify the
4. Check the resistance between sensor pin 1& 2 (2502 ohm at 20Deg C)
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Engine Coolant temperature plausibility TATA FIRE 16V
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P0116 ****.0100 Pausibilty ON YES Brown Pin29 & pin 43
of M connector.
divider, this voltage is distributed between a resistance present in the control unit and the sensor NTC resistance. The control
unit can therefore assess sensor resistance changes via changes in the voltage and thus obtain temperature information.
The ECU senses an abrupt change in the present & past 1. Engine coolant temp (Water temperature) sensor
temperature signal value. 2. ECU
2. Check the Engine temperature value in diagnostic s/w:go to “Read parameter” —>go to “Engine temperature” —> Start.
Check in diagnostic whether the engine temperature value (in degree C) is shown continuously
6. Check the DTC
5. Impact:
1. Increases the fuel consumption due to increased duration of High speed fan.
8. Possible Causes
2. Sensor faulty.
3. ECU faulty
Gnd 29 2
10. Repairing Steps
1. Check the resistance between sensor pin 1& 2 (2502 ohm at 20Deg C)
2. If still fault present replace sensor by good one. 3.
3. Fault still present replace the ECU continuity from sensor connector pin 4
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3B 1.11.5 Accelerator pedal
Accelerator pedal Potentiometer 1
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P0120 ****.0001 Above max. ON Yes Black Pin 30,49, 79
threshold of V connector.
1.Location: Mounted on the accelerator pedal assembly
The accelerator pedal position is converted into an electrical voltage signal and sent to the Electronic control unit by the
potentiometer connected to the pedal. The accelerator pedal position signal is processed together with the information
relating to the engine rpm to obtain the injection times and the pressure.
The Voltage sensed from the sensor by the ECU is more 1. Accelerator pedal sensor
than the maximum value. 2.ECU faulty.
1. Turn off the ignition, connect the diagnostic tool. Turn ignition On
2. Go to Read parameter —>go to Potentiometer of accelerator pedal (potentiometer 1) and check whether voltage signal
is varying when the pedal is pressed/released.
4. Turn off the ignition, connect the diagnostic.turn ignition On
s varying when the pedal is pressed/released.
5.Impact: Limitation of maximum relative torque
6.Customer Effect: Affects the driveability
7. Failure: No
8. Possible Causes
1. Sensor signal/supply Short circuit to Vbat.
2. Sensor faulty.
3. ECU faulty.
Acc.pedal Signal1 79 4
Acc. Pedal 1 supply 49 2
Acc. Pedal pot.1 GND 30 3
10. Repairing Steps
1) Switch off ignition.
2) Check for damage of pins at both sensor connector and ECU connector.
3) Disconnect the acc.pedal sensor connector & ECU connector. Check the continuity from sensor connector pin 4 and
ECU connector pin 79, sensor connector2 & ECU connector pin 49 & sensor connector pin 3 and ECU connector pin 30
reconnect firmly.
4) Measure the voltage at Acc. pedal signal pin (79) if it is Vbat. Check W/H any SC & remove the SC.
5) Measure the voltage at Acc. pedal supply pin (49) if it is Vbat. Check W/H any SC & remove the SC.
6) If problem still persist, Replace acc. pedal sensor.
7) If problem still persist, Replace the ECU.
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P0120 ****.0010 Below min. ON Yes Black Pin 30,49, 79
threshold value of V connector
The Voltage sensed from the sensor by the ECU is less 1. Accelerator pedal sensor
than the minimum value. 2. ECU faulty.
1. Turn off the ignition, connect the diagnostic. turn ignition On
2. Go to Read parameter —>go to Potentiometer of accelerator pedal (potentiometer 1) and check whether voltage signal is
varying when the pedal is pressed/released.
5. Re-Check the DTC
7. Failure: No
8. Possible Causes
2. Sensor signal/supply Short circuit to GND
3. Sensor faulty.
4. ECU faulty.
10. Repairing Steps
2) Check for back out of pins at both Sensor connector and ECU connector.
4) Disconnect the acc.pedal sensor connector & ECU connector. Check the continuity from sensor connector pin 4 and ECU
connector pin 79, sensor connector2 & ECU connector pin 49 & sensor connector pin 3 and ECU connector pin 30
reconnect firmly
5) Measure the voltage at Acc. pedal signal pin (79) if it is GND. Check the W/H where it SC, remove the SC.
6) Measure the voltage at Acc. pedal supply pin (49) if it is GND. Check the W/H where it SC, remove the SC.
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P0120 ****.1000 Invalid Signal ON Yes Black Pin 30,49, 79
of V connector
The difference between the Sensor 1 signal & Sensor 1. Accelerator pedal sensor
2 signal is not under limits. 2. ECU faulty.
5. Re-Check the DTC.
7. Failure: No
8. Possible Causes
2. Sensor faulty.
3. ECU faulty.
10. Repairing Steps
4) Disconnect the acc.pedal sensor connector & ECU connector. Check the continuity from sensor connector pin 4 and
ECU connector pin 79, sensor connector2 & ECU connector pin 49 & sensor connector pin 3 and ECU connector pin 30
reconnect firmly
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Accelerator pedal Potentiometer. 1
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1. Location: Throttle potentiometer is integrated in the throttle body, fitted on the intake manifold.
The opening of the throttle is managed by an electrically operated DC motor. The ME7.9.10 system operates the motorized
throttle according to accelerator pedal requests; a potentiometer connected to it sends a voltage signal to the control unit
where it is processed and angle of throttle opening is decided.
The Voltage sensed from the sensor by the ECU is more 1.Throttle potentiometer fault
than the maximum value. 2. ECU faulty.
2. Go to Read parameter —>go to Potentiometer of throttle valve (potentiometer 1) and check whether voltage signal is
5. Run the engine @idle for 1min.
6. Re-Check the DTC
5.Impact: Drive with limited set value
6.Customer Effect: Affects the drivability
7. Failure : No
8. Possible Causes
2. Sensor faulty.
3. ECU faulty.
Throttle potentiometer Signal1 42 6
Throttle potentiometer Supply 10 3
Throttle potentiometer Ground 43 2
10. Repairing Steps
2) Check for damage of pins at both throttle body connector and ECU connector.
3) Disconnect the throttle body connector & ECU connector. Check the continuity from sensor connector pin 6 and ECU
connector pin 42, sensor connector2 & ECU connector pin 10 & sensor connector pin 2 and ECU connector pin 43
reconnect firmly.
4) Measure the voltage at throttle potentiometer 1 signal pin (42) if it is Vbat. Check W/H any SC & remove the SC.
5) Measure the voltage at throttle potentiometer supply pin (10) if it is Vbat. Check W/H any SC & remove the SC.
6) If problem still persist, Replace throttle body.
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threshold value of M connector.
The Voltage sensed from the sensor by the ECU is less 1.Throttle potentiometer fault
6. Re-Check the DTC
7. Failure : No
8. Possible Causes
3. Sensor faulty.
4. ECU faulty.
10. Repairing Steps
4) Disconnect the Acc.pedal sensor connector & ECU connector. Check the continuity from sensor connector pin 6 and ECU
connector pin 42, & sensor connector pin 2 and ECU connector pin 43 reconnect firmly
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of M connector.
The difference between throttle poteniometer1 & 2 signal is 1.Throttle potentiometer fault
not under limits or synchronization error between throttle 2. ECU faulty.
potentiometer 1 & 2
6. Re-Check the DTC
7. Failure : No
8. Possible Causes
2. Sensor faulty
3. ECU faulty.
10. Repairing Steps
4) Disconnect the Acc.pedal sensor connector & ECU connector. Check the continuity from sensor connector pin 6 and ECU
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P0220 ****.0001 Above max. ON Yes Black Pin 55, 27, 29
threshold of V connector.
The Voltage sensed from the sensor by the ECU is more 1. Accelerator pedal sensor
than the maximum value. 2.ECU faulty.
is varying when the pedal is pressed/released.
5. Re-Check the DTC
7. Failure : No
8. Possible Causes
2. Sensor faulty.
3. ECU faulty.
10. Repairing Steps
connector pin 55, sensor connector 1& ECU connector pin 27 & sensor connector pin 5 and ECU connector pin 29 and
reconnect firmly
4) Measure the voltage at Acc. pedal signal pin (55) if it is Vbat. Check the W/H where it SC, remove the SC.
5) Measure the voltage at Acc. pedal supply pin (27) if it is Vbat. Check the W/H where it SC, remove the SC.
If problem still persist, Replace acc. pedal sensor.
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P0220 ****.0010 Below min. ON Yes Black Pin 55, 27, 29
threshold value of V connector.
The Voltage sensed from the sensor by the ECU is less 1. Accelerator pedal sensor
than the minimum value. 2.ECU faulty.
5. Re-Check the DTC
7. Failure: No
8. Possible Causes
3. Sensor faulty.
4. ECU faulty.
10. Repairing Steps
connector pin 55, sensor connector 1& ECU connector pin 27 & sensor connector pin 5 and ECU connector pin 29 and
reconnect firmly
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threshold value of M connector.
1. Location: Throttle potentiometer is integrated in the throttle body , fitted on the intake manifold.
The Voltage sensed from the sensor by the ECU is less 1. Throttle potentiometer fault
6. Re-Check the DTC
7. Failure : No
8. Possible Causes
10. Repairing Steps
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Throttle Potentiometer. 1 TATA FIRE 16V
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The Voltage sensed from the sensor by the ECU is more 1.Throttle potentiometer fault
than the maximum value. 2. ECU faulty.
1. Turn off the ignition, connect the diagnostic. Turn ignition On.
6. Re-Check the DTC
6. Customer Effect: Affects the drivability
7. Failure: No
8. Possible Causes
2. Sensor faulty.
10. Repairing Steps
2) Check for damage of pins at both throttle body connector and ECU connector.
3) Disconnect the throttle body connector & ECU connector. Check the continuity from sensor connector pin 5 and ECU
connector pin 22, sensor connector2 & ECU connector pin 10 & sensor connector pin pin 2 and ECU connector pin 43
reconnect firmly.
4) Measure the voltage at throttle potentiometer 1 signal pin (42) if it is Vbat. Check W/H any SC & remove the SC.
5) Measure the voltage at throttle potentiometer supply pin (10) if it is Vbat. Check W/H any SC & remove the SC.
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of M connector.
The difference between throttle poteniometer1 & 2 signal is 1.Throttle potentiometer fault
not under limits or synchronization error between throttle 2. ECU faulty.
potentiometer 1 & 2
1. Turn off the ignition, connect the diagnostic. Turn ignition On
6.Re-Check the DTC
7. Failure : No
8. Possible Causes
10. Repairing Steps
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3B1.11.6 Diagnosis of Upstream lambda sensor, heater & its resistance
Upstream lambda sensor
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P0130 ****.0001 Above max. ON Yes Black Pin 1,pin 54
threshold & pin 53
of M connector
1. Location: Mounted on the closed coupled catalytic converter ( upstream side)
It provides the information to the ECU about combustion mixture proportion ( air- fuel ratio).
Battery voltage & exhaust gas temperature is within the 1. Upstream lambda sensor.
limits, gas dew point temperature is attained. Lambda 2. ECU.
feedback demand is ON, fault detected sensor voltage is
greater than the threshold value.
3. Check the in diagnostic s/w: go to Read parameter —>go to—> output voltage oxygen sensor upstream catalyst—> Start.
Check the voltage value shown in diagnostics or not.
5. Re Check the DTC
5.I mpact
1. Deactivation of lambda control
2.Deaactivation of lambda sensor ageing monitoring
3. Deactivation of lambda regulation behind catalyst
7. Failure : No failure on other components
8. Possible Causes
2. Sensor faulty.
3. ECU faulty
4. Sensor heater detective
Gnd 54 2
signal 53 1
Supply 4
heater 1 1 3
10. Repairing Steps
1. Check the wiring harness
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P0130 ****.0010 Below Min. ON Yes Black pin 1,pin 54
threshold & pin 53 of
M connector
2. Operation principle: It provides the information to the ECU about combustion mixture proportion ( air- fuel ratio).
Lambda feedback demand is ON, fault detected sensor 1. Upstream lambda sensor.
voltage is less than the threshold value. 2. ECU.
5. Re Check the DTC
5.Impact
2. Deactivation of lambda sensor ageing monitoring
8. Possible Causes
3. Sensor faulty.
4. ECU faulty
Gnd 54 2
Signal 53 1
Supply 4
Heater 1 1 3
10. Repairing Steps
1. Check the whether the sensor signal wire is shorted to Gnd or the supply to sensor is shorted to Gnd
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P0130 ****.0100 No signal ON Yes Black pin 1,pin 54
& pin 53
of M connector
It provides the information to the ECU about combustion mixture proportion ( air- fuel ratio).
Exhaust gas temperature is within the limits, gas dew point 1. Upstream lambda sensor.
temperature is attained. No error on both up & down oxygen 2. ECU.
sensor, fault detected sensor voltage is not with in the
threshold value, heater resistance& exhaust gas temperature
is higher than the threshold values.
5. Re Check the DTC
5.Impact
1.Deactivation of lambda control
2.Deactivation of lambda sensor ageing monitoring
8. Possible Causes
2. Sensor faulty.
3. ECU faulty
Gnd 54 2
Signal 53 1
Supply 4
Heater 1 1 3
10. Repairing Steps
1. Check the pin back out between sensor & ECU connector
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P0130 ****.1000 Invalid Signal ON Yes Black pin 1,pin 54
& pin 53
of M connector
It provides the information to the ECU about combustion mixture proportion (air- fuel ratio).
Fault is detected when lambda demans is ON, delta voltage 1. Upstream lambda sensor.
(differential) of sensor signal is greater than the calibratable 2. ECU.
threshold when heateros the sensor switches off
5. Re Check the DTC
5.Impact
2. Deactivation of lambda sensor ageing monitoring
8. Possible Causes
2. Sensor faulty.
Gnd 54 2
Signal 53 1
Supply 4
Heater 1 1 3
10. Repairing Steps
1. Check wiring harness
122
Upstream lambda sensor heater resistance
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& pin 53 of
M connector
1. Location: Mounted on the closed coupled catalytic converter ( upstream side), heater ( resistor) is integrated into the
lambda sensor
It provides the information to the ECU about combustion mixture proportion ( air- fuel ratio), ECU provides grounding to the
lambda heater, 12V supply routed through the power relay
Exhaust gas temperature is within the limits, fault is 1. Upstream lambda sensor.
detected when the heater resistance value is higher than 2. ECU.
a threshold function of the engine set point
5. Re Check the DTC
5.Impact
1.Deactivation of catalyst monitoring
2.Deaactivation of lambda sensor ageing monitoring
8. Possible Causes
1. Resistance in heater circuit is damaged.
2. Sensor ceramic damaged
3. open or short circuit of sensor heater
Gnd 54 2
Signal 53 1
Supply 4
Heater 1 1 3
10. Repairing Steps
2. Check the heater resistance of lambda sensor, if not O.K.
3. Replace the new lambda sensor
123
Upstream lambda sensor heater
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P0135 ****.0001 Above max. ON Yes Black pin 1,pin 54
M connector
1. Location: Mounted on the closed coupled catalytic converter ( upstream side), heater is integrated into the lambda sensor
Battery voltage & exhaust gas temperature is within the 1. Upstream lambda sensor.
limits, gas dew point temperature is attained. Lambda 2. ECU.
feedback demand is ON, fault detected sensor voltage
is greater than the threshold value.
5. Re Check the DTC
5.Impact : Deactivation of upstream lambda sensor signal
8. Possible Causes
1. Sensor disconnection.
2. Sensor faulty.
3. Heater short circuit to battery
4. ECU faulty
Gnd 54 2
Signal 53 1
Supply 4
Heater 1 1 3
10. Repairing Steps
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M connector
The sensor voltage sensed by ECU is less than min. 1. Upstream lambda sensor.
value. 2. ECU.
5. Re Check the DTC
5.Impact : 1.Deactivation of upstream lambda sensor signal
8. Possible Causes
2. Sensor faulty.
3. Heater short circuit to ground
4. ECU faulty
Gnd 54 2
Signal 53 1
Supply 4
Heater 1 1 3
10. Repairing Steps
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P0135 ****.0100 No signal ON Yes Black Pin 1,pin 54
& pin 53 of
M connector
2. Operation principle: It provides the information to the ECU about combustion mixture proportion ( air- fuel ratio), ECU
provides grounding to the lambda heater, 12V supply routed through the power relay
Exhaust gas temperature is within the limits, gas dew point 1. Upstream lambda sensor.
temperature is attained. No error on both up & down oxygen 2. ECU.
sensor, fault detected sensor voltage is not with in the
threshold value, heater resistance& exhaust gas temperature
is higher than the threshold values.
Check the voltage value shown in diagnostics or not
5. Re Check the DTC
5.Impact : .Deactivation of upstream lambda sensor signal
8. Possible Causes
2. Sensor faulty.
3.ECU faulty
Gnd 54 2
Signal 53 1
Supply 4
Heater 1 1 3
10. Repairing Steps
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3B1.11.8 Diagnosis of downstream lambda sensor, heater & its resistance
Downstream lambda sensor
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M connector
1. Location: Mounted on the downstream side of closed coupled catalytic converter
2. Operation principle: It provides the information to the ECU mixture proportion after catalytic converter ( air- fuel ratio) for
catalyst monitoring
Battery voltage & exhaust gas temperature is within the 1. Downstream lambda sensor.
limits, Lambda feedback demand is ON, fault detected 2. ECU.
sensor voltage is greater than the threshold value.
3. Check the in diagnostic s/w: go to Read parameter —>go to—> output voltage oxygen sensor downstream catalyst—>
Start. Check the voltage value shown in diagnostics or not.
5. Re Check the DTC
5.Impact
1. Deaactivation of lambda sensor ageing monitoring downstream catalyst monitoring
6.Customer Effect: Bad emission
8. Possible Causes
2. Sensor faulty.
3. Sensor signal short circuit to battery
4.ECU faulty
Gnd 55 2
signal 52 1
Supply 4
heater 1 16 3
10. Repairing Steps
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thresholdof & pin 55
M connector
catalyst monitoring
Lambda feedback demand is ON, fault detected sensor 1. Downstream lambda sensor.
voltage is less than the threshold value. 2. ECU.
5. Re Check the DTC
5.Impact
8. Possible Causes
2. Sensor faulty.
4. ECU faulty
Gnd 55 2
signal 52 1
Supply 4
heater 1 16 3
10. Repairing Steps
128
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P0136 ****.0100 No signal ON Yes Black Pin 16,pin52
& pin 55 of
M Connector
2. Operation principle: It provides the information to the ECU mixture proportion after catalytic converter ( air-
fuel ratio) for catalyst monitoring
Fault detected sensor voltage is remains for longer 1. Downstream lambda sensor
time compared to calibratble value or heater resistance 2. ECU.
& exhaust gas temperature is higher than the threshold
values.
3. Check the in diagnostic s/w: go to Read parameter —>go to—> output voltage oxygen sensor downstream
catalyst—> Start. Check the voltage value shown in diagnostics or not.
4.Clear the ECU error. Turn off ignition and wait for some time.
5. Re Check the DTC
5.Impact
1.Deaactivation of lambda sensor ageing monitoring downstream catalyst monitoring
8. Possible Causes
2. Sensor faulty.
3. ECU faulty
Gnd 55 2
signal 52 1
Supply 4
heater 1 16 3
10. Repairing Steps
1. Check the pin blackout between sensor & ECU connector
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Downstream lambda sensor Heater
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M connector
catalyst monitoring
Dew point is achieved, sensor heating not active,, fault is 1. Downstream lambda sensor.
detected when sensor heater voltage is less than the 2. ECU.
threshold value.
5. Re Check the DTC
5.Impact
8. Possible Causes
2. Sensor faulty.
4.ECU faulty
Gnd 55 2
signal 52 1
Supply 4
heater 1 16 3
10. Repairing Steps
130
Downstream lambda sensor Heater
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P0141 ****.0010 Below Min. ON Yes Black Pin 16,pin 52
M connector
catalyst monitoring
Dew point is achieved, sensor heating not active,, fault is 1. Downstream lambda sensor.
detected when sensor heater voltage is less than the 2. ECU.
threshold value.
5. Re Check the DTC
5.Impact
8. Possible Causes
Gnd 55 2
signal 52 1
Supply 4
heater 1 16 3
10. Repairing Steps
1. Check the whether the sensor signal wire is shorted to Gnd or the supply to sensor is shorted to Gnd.
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P1141 ****.0100 No signal ON Yes Black Pin 16, pin 52
& pin 55 of
M connector
catalyst monitoring
Sensor heating not active,, fault is detected when sensor 1. Downstream lambda sensor.
heater voltage is less than or higher than the threshold value. 2. ECU.
5. Re Check the DTC
5.Impact
6. Customer Effect: Bad emission
8. Possible Causes
2. Sensor faulty.
Gnd 55 2
signal 52 1
Supply 4
heater 1 16 3
10. Repairing Steps
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Downstream lambda sensor heater resistance
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& pin 55 of
M connector
1. Location: Mounted on the closed coupled catalytic converter ( upstream side), heater ( resistor) is integrated into the
lambda sensor
2. Operation principle: It provides the information to the ECU about combustion mixture proportion ( air- fuel ratio), ECU
provides grounding to the lambda heater, 12V supply routed through the power relay.
Exhaust gas temperature is within the limits, fault is detected 1. Downstream lambda sensor.
when the heater resistance value is higher than a threshold 2. ECU.
function of the engine set point
5. Re Check the DTC
5.Impact
8. Possible Causes
1. Resistance in heater circuit is damaged
2.Sensor cermic damaged
Gnd 55 2
signal 52 1
Supply 4
heater 1 16 3
10. Repairing Steps
2. Check the heater resistance of lambda sensor, if not O.K.
3. Replace the sensor
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Manifold absolute pressure plausibility
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P0136 ****.1000 Invalid Signal ON Yes Black Pin 16,pin 52
& pin 55 of
M connector
catalyst monitoring
Fault is detected when lambda demand is ON, delta voltage 1. Downstream lambda sensor.
( differential) of sensor signal is greater than the calibratable 2. ECU.
threshold
5. Re Check the DTC
5.Impact
8. Possible Causes
1. Loose or wrong sensor Gnd connection.
2. Sensor faulty.
Gnd 55 2
signal 52 1
Supply 4
heater 1 16 3
10. Repairing Steps
1. Check the pin blackout between sensor & ECU connector
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3B1.11.9 Diagnosis of Injector 1
Manifold absolute pressure plausibility
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P201 ****.0001 Above max. ON Yes Black Pin 17 of
1. Location: Injectors mounted on the common rail(Plastic), fitted on the cylinder head
2. Operation principle: The twin jet injectors (with the spray at an angle in relation to the injector axis) are specially designed
for engines with 4 valves per cylinder and make it possible to direct the jets towards the two inlet valves. The injectors are the
top feed type with the top of the casing also housing the electrical winding connected to the connector terminals. The current
passes through the winding; the magnetic field created attracts the shutter opening the injector & causing the flow of fuel.
3. DTC Detecting condition: Probable Trouble Area:
Battery voltage is within the limits & engine speed is higher 1. Injector 1
than the threshold, check for the injector is short circuited 2. ECU
to battery
4. DTC Confirmation procedure
3. Check the in diagnostic s/w: go to Read parameter —>go to—>injection time & upstream lambda sensor voltage—> Start.
Check t the voltage value shown in diagnostics or not.
5. Re Check the DTC
5. Impact
1.Deactivation of fuel injector working
2.Stop lambda regulation
3.Stop air- fuel adaption
6. Customer Effect: Impact on air-cule control & driveablity
7. Failure : No failure
8. Possible Causes
2. Sensor faulty.
Signal 17 4
Supply 5
10. Repairing Steps
1. Check the wiring harness connector & ECU pin
2. Check the injector, if still fault present
3. Replace injector
4. Still fault present replace ECU
135
Diagnosis of Fuel Injector 1
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P201 ****.0010 Below min. ON Black Pin 17 of
to battery
5. Re Check the DTC
5.Impact
6.Customer Effect: Impact on air-cule control & driveablity
8. Possible Causes
1. Short circuit to ground
2.Faulty injector
Signal 17 4
Supply 5
10. Repairing Steps
3. Replace injector
136
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P201 ****.0100 No signal ON Yes Black Pin 17 of
M connector
than the threshold, check for the injector connection is in 2. ECU
open circuit
5. Re Check the DTC
5.Impact
3. Stop air- fuel adaption
6.Customer Effect: Impact on air-cule control & driveablity
8. Possible Causes
1. Open circuit of injector on wiring harness connection
2.Faulty injector
Signal 17 4
Supply 5
10. Repairing Steps
3. Replace injector
137
3B1.11.10 Diagnosis of Fuel Injector 2
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P202 ****.0001 Above max. ON YES Black Pin 4 of
1.Location: Injectors mounted on the common rail (Plastic), fitted on the cylinder head
passes through the winding, the magnetic field created attracts the shutter opening the injector & causing the flow of fuel.
to battery
3. Check the in diagnostic s/w go to Read parameter —>go to—>injection time & upstream lambde sensor voltage—> Start.
5. Re Check the DTC
5.Impact:
6.Customer Effect: Impact on air-clue control & drivability
8. Possible Causes
2. Sensor faulty.
Sensor 4 3
Ground 5
10. Repairing Steps
3. Replace injector
138
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P202 ****.0010 Above max. ON YES Black Pin 4 of
to ground
5. Re Check the DTC
5.Impact:
1. Deactivation of fuel injector working
2. Stop lambda regulation
6. Customer Effect: Impact on air-clue control & driveablity
8. Possible Causes
2. Faulty injector
Sensor 4 3
Ground 5
10. Repairing Steps
3. Replace injector
139
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P202 ****.0100 No signal ON YES Black Pin 4 of
M connector
1.Location: Injectors mounted on the common rail(Plastic), fitted on the cylinder head
than the threshold, check for the injector connection is in 2. ECU
open circuit
5. Re Check the DTC
5.Impact:
8. Possible Causes
2. Faulty injector
Sensor 4 3
Ground 5
10. Repairing Steps
3. Replace injector
140
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P203 ****.0001 Above max. ON YES BLACK Pin 2 of
2. Operation principle: The twin jet injectors (with the spray at an angle in relation to the injector axis) are specially
designed for engines with 4 valves per cylinder and make it possible to direct the jets towards the two inlet valves. The
injectors are the top feed type with the top of the casing also housing the electrical winding connected to the connector
terminals. The current passes through the winding, the magnetic field created attracts the shutter opening the injector
& causing the flow of fuel.
to battery
3. Check the in diagnostic s/w go to Read parameter ->go to->injection time & upstream lambde sensor voltage->
5. Re Check the DTC
5.Impact:
8. Possible Causes
2. Sensor faulty.
Sensor 2 2
Ground 5
10. Repairing Steps
3. Replace injector
141
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P203 ****.0010 Below min. ON YES BLACK Pin 2 of
The twin jet injectors (with the spray at an angle in relation to the injector axis) are specially designed for engines with
4 valves per cylinder and make it possible to direct the jets towards the two inlet valves. The injectors are the top feed
type with the top of the casing also housing the electrical winding connected to the connector terminals. The current
passes through the winding, the magnetic field created attracts the shutter opening the injector & causing the flow of
fuel.
to ground
3. Check the in diagnostic s/w go to Read parameter —>go to—>injection time & upstream lambde sensor
voltage—> Start. Check t the voltage value shown in diagnostics or not.
5. Re Check the DTC
5. Impact:
6. Customer Effect: impact on air-clue control & drivability
8. Possible Causes
2. Faulty injector
Sensor 2 2
Ground 5
10. Repairing Steps
3. Replace injector
142
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P203 ****.0100 No signal ON YES BLACK Pin 2 of
M connector
fuel.
to ground
5. Re Check the DTC
5. Impact:
6. Customer Effect: impact on air-clue control & drivability
8. Possible Causes
2. Faulty injector
Sensor 2 2
Ground 5
10. Repairing Steps
1.Check the wiring harness connector & ECU pin
2.Check the injector, if still fault present
3.Replace injector
4.Still fault present replace ECU
143
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P204 ****.0001 Above max. ON YES BLACK Pin 19 of
fuel.
to ground
5. Re Check the DTC
5. Impact:
6. Customer Effect: Impact on air-clue control & drivability
8. Possible Causes
2. Sensor faulty.
Sensor 19 1
Ground 5
10. Repairing Steps
3. Replace injector
144
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fuel.
to batery
3. Check the in diagnostic s/w go to Read parameter —>go to—>injection time & upstream lambdae sensor
5. Re Check the DTC
5.Impact:
8. Possible Causes
2. Faulty injector
Sensor 19 1
Ground 5
10. Repairing Steps
3. Replace injector
145
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2. Operation principle: The twin jet injectors (with the spray at an angle in relation to the injector axis) are specially
designed for engines with 4 valves per cylinder and make it possible to direct the jets towards the two inlet valves. The
injectors are the top feed type with the top of the casing also housing the electrical winding connected to the connector
terminals. The current passes through the winding, the magnetic field created attracts the shutter opening the injector
& causing the flow of fuel.
to batery
5. Re Check the DTC
5. Impact:
6. Customer Effect: Impact on air-clue control & drivability
8. Possible Causes
2. Faulty injector
Sensor 19 1
Ground 5
10. Repairing Steps
3. Replace injector
146
3B1.11.13 Fuel Pump primary circuit
Fuel Pump primary circuit TATA FIRE 16V
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P0230 ****.0001 Above max. ON NO - Pin 68 of V
threshold connector
of ECU.
1.Location: Present in Fuse & Relay box
2. Operation principle: Fuel pump relay coil is driven by ECU (Vbat) .The Fuel pump is connected in the contact of the
relay.
1. The diagnostic tool cannot diagnose failures of relay- 1. Fuel Pump Relay
controlled actuators. The diagnostic tool can only 2. ECU
diagnose actuating signals up to relay. Beyond Relay,
Wiring and Actuator (Fuel Pump) to be manually
checked.
2. Detection in relay is off condition
3. Detection possible when vehicle is kept on in Ignition
supply for more than 10sec
1. Turn off the ignition; connect the diagnostic. Turn ignition On
2. Go to I/O parameter switch On the fuel pump. Check whether fuel pump is switch on or not.
5. Check the DTC
5. Impact: No Fuel in fuel manifold
6. Customer Effect: Problem in starting of vehicle.( vehicle will be immobilized)
7. Failure: NO
8. Possible Causes
1) Problem in fuel pump connection, Loose connection or damaged connections.
2) Fuel pump relay SC to Vbat
3) Faulty fuel pump relay.
4) Faulty Fuel Pump.
5) Faulty ECU.
Fuel pump relay 68 -
10. Repairing Steps
2) Check for back out of pins at both Fuel Pump Relay and ECU connector.
3) Check for any leakage in Fuel Line.
4) Disconnect the ECU connector. Check the continuity from Fuel Pump Relay connector pin to the ECU connector pin
(ECU connector pin 68 -Fuel Pump Relay Pin) Ensure better connections.
5) Check SC to Vbat at ECU pin 68 of V connector.
6) Check the Fuel Pump for proper operation.
7) If still the problem exists, replace the Fuel Pump Relay with new one.
8) If still the problem exists, replace the ECU with known good one & recheck again.
9) Upon completion of inspection & repair work, clear the DTC using diagnostic tool. Perform “DTC Confirmation
Procedure” & confirm that the trouble has been corrected.
147
Fuel Pump primary circuit TATA FIRE 16V
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P0230 ****.0010 Below min. ON NO — Pin 68 of
threshold V connector
1. Location: Relay Panel
2. Operation principle: Fuel pump relay coil is driven by ECU (Vbat) .The Fuel pump is connected in the contact of the
relay.
The diagnostic tool cannot diagnose failures of relay-controlled 1. Fuel Pump Relay
actuators. The diagnostic tool cann only diagnose actuating 2. Wiring harness
signals up to relay. Beyond Relay, Wiring and Actuator (Fuel Pump) 3. ECU
to be manually checked.
2. Go to I/O parameter switch On the fuel pump. Check whether fuel pump is switch on or not.
5. Check the DTC
5. Impact: Deactivation end stage
6. Customer Effect: Problem in starting of vehicle.( vehicle will be immobilized)
7. Failure: NO
8. Possible Causes
1) Problem in fuel pumps connection, or damaged connections.
2) Fuel pump relay SC to GND.
3) Faulty fuel pump relay.
4) Faulty Fuel Pump.
5) Faulty ECU.
Fuel pump relay 68 -
10. Repairing Steps
1) Disconnect the ECU connector. Check the continuity from Fuel Pump Relay connector pin to the ECU connector pin
(ECU connector pin 68 -Fuel Pump Relay Pin) as mention above Ensure better connections.
2) Check SC to GND at ECU pin 68 of V connector.
3) Check the Fuel Pump for proper operation
4) If still the problem exists, replace the Fuel Pump Relay with new one.
148
3B1.11.14 Knock sensor
Knock sensor TATA FIRE 16V
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P0325 ****.0001 Above max. OFF NO Black Pin no. 36 & 51
threshold of M connector
1.Location: It is fitted on the crankcase ( below the intake manifold)
Knock sensor measures the intensity of vibrations caused by knock in the combustion chambers. This phenomenon
has mechanical influence on a piezoelectric crystal that sends a signal to the control unit which reduces the ignition
advance until the phenomenon disappears.
1. Knock control must be active. 1. Knock sensor.
2. Engine speed greater than threshold value 2. ECU faulty.
3. Sensor voltage detected by ECU is more than max. value
4. Check the DTC
5. Impact: Retardation of spark advance for knock control is activated
6. Customer Effect: Possibility of high fuel consumption.
7. Failure: No other failure
8. Possible Causes
1. Sensor SC to Vbat.
2. Sensor faulty.
3. ECU faulty.
Knock sensor signal 36 1
10. Repairing Steps
2) Check for damage of pins at both injector connector and ECU connector.
3) Disconnect the knock sensor connector & ECU connector .Check the continuity from knock sensor connector pins to
the ECU connector pins as per given in pin details.
4) Turn ignition On measure the voltage at pin 36 of M connector of ECU is vbat. Check W/H any SC, remove SC
5) If fault present replace knock sensor.
6) Still the fault present replaces the ECU.
149
Knock sensor TATA FIRE 16V
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P0325 ****.0001 Below min. OFF NO Black Pin no. 36 & 51
threshold/ of M connector.
no signal
1. Location: It is fitted on the crankcase ( below the intake manifold)
Knock sensor measures the intensity of vibrations caused by knock in the combustion chambers. This phenomenon
has mechanical influence on a piezoelectric crystal that sends a signal to the control unit which reduces the ignition
advance until the phenomenon disappears.
1. Knock control must be active. 1. Knock sensor.
2. Engine speed greater than Threshold value. 2. ECU faulty.
3.Sensor voltage detected by ECU is less than min. value
4. Check the DTC.
5. Impact: Retardation of spark advance for knock control is activated
6. Customer Effect: Possibility of high fuel consumption.
7. Failure: No other failure
8. Possible Causes
2.Sensor SC to GND no signal.
3. Sensor faulty.
4. ECU faulty.
10. Repairing Steps
1. Switch off ignition.
2) Check for back out of pins at both injector connector and ECU connector.
3) Check for damage of pins at both injector connector and ECU connector.
4) Disconnect the knock sensor connector & ECU connector .Check the continuity from knock sensor connector pins to
the ECU connector pins as per given in pin details.
5) Turn ignition ON measure sensor voltage at pin 36 of M connector of ECU is SC to GND or OC. Check W/H any OC
or SC to Gnd repair it.
6) If fault present replace knock sensor.
7) Still the fault present replaces the ECU.
150
3B1.11.15 RPM/Engine Speed/Crank Angle Sensor
RPM/Engine Speed/Crank Angle Sensor
P. code Fault Cause Service Lamp Emission Connector ECU pin no:
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P0335.0100 No Signal ON YES Black Pin 37 & pin 38
of M connector
of ECU
1.Location: The crank angle sensor is fitted near to damper pulley ( target wheel is fitted along with damper pulley)
2. Operation principle: The sensor detects the slots and teeth of a ferromagnetic target wheel and delivers an electrical
signal according to the movements of the target wheel on the crankshaft. Therefore the signal represents the speed of
the crankshaft.
Limitation of maximum speed 1. Wiring harness
2. Engine speed sensor.
3. ECU.
1. Turn off the ignition, connect the diagnostic. Start the engine & read the error
From the diagnostic software.
2. Check in diagnostic s/w:go to Read parameter —>go to Engine speed—> Start. Check in diagnostic whether the
engine speed is displayed or not
4. Check the DTC
5. Impact:
1. No engine start possible.
2. Running engine will stop.
3.Stop of start fuel adaption
4.Deactivation of misfire detection
5.Deactivaion cam shaft & crank shaft synchronization.
6.Customer Effect: Vehicle not start., Running vehicle stops
7. Failure : No failure of other engine components
8. Possible Causes:
1. The wrong or loose sensor connection.
2. Pins back out at crank angle sensor wiring harnessConnector or ECU connector.
3. Gap between fly wheel and crank angle sensor more than specification
4. Alignment of crankshaft sensor with crankshaft is not proper or it may be disturbed.
5. Sensor Faulty.
6. ECU faulty
Crank shaft sensor(+ve) 37 1
Crank shaft sensor(-ve) 38 2
10. Repairing Steps
2. Check the continuity between EMS pin no.38 & sensor connector pin No.1and EMS pin 37 and pin 2. Check SC or OC
in wiring harness or sensor side connector pin 29 and reconnect firmly
151
Reference Mark Sensor
P. code Fault Cause Service Lamp Emission Connector ECU pin no:
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P0336.0100 Invalid Signal ON YES Black Pin 37 & pin 38
of M connector
of ECU
1. Location: The crank angle sensor is fitted near to damper pulley ( target wheel is fitted along with damper pulley)
The sensor detects the slots and teeth of a ferromagnetic fly wheel and delivers an electrical signal according to the
movements of the flywheel. Therefore the signal represents the speed of the crankshaft.
Limitation of maximum speed 1. Wiring harness
2. Engine speed sensor.
3. ECU.
1. Turn off the ignition, connect the diagnostic. Start the engine & read the error from the diagnostic software.
2. Check in diagnostic s/w: go to Read parameter —>go to Engine speed—> Start. Check in diagnostic whether the
engine speed is displayed or not
4. Check the DTC
5. Impact:
1. No engine start possible.
2. Running engine will stop.
3. Stop of start fuel adaption
4. Deactivation of misfire detection
5. Deactivation cam shaft & crank shaft synchronization.
6.Customer Effect: Vehicle not start., Running vehicle stops
7. Failure: No failure of other engine components
8. Possible Causes
1. The loose sensor connection.
2. Pins back out at crank angle sensor connector or ECU connector.
3. Gap between fly wheel and crank angle sensor more than specification
4. Alignment of crankshaft sensor with crankshaft is not proper or it may be disturbed.
5. Fly wheel tooth damage
6. Sensor Faulty.
Crank shaft sensor(+ve) 38 1
Crank shaft sensor(-ve) 37 2
10. Repairing Steps
2. Check the continuity between EMS pin no.38 & sensor connector pin no.1and EMS pin 37 and pin 2. Check SC wiring
harness or sensor side
152
3B1.11.16 CAM Shaft Sensor
CAM Shaft Sensor
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P0340 **** .0001 Above max. ON YES Black Pin11, pin 12
M connector
1. Location: Cam shaft sensor is mounted near the CAM wheel on the rear side of cylinder head.
2. Operation principle: CAM sensor (Timing sensor) receives a 5 Volt power supply from the engine management
control unit. All the times the rotor passes in front of the sensor a variation in the actual sensor output voltage is
produced through the Hall effect; this variation takes place for the entire duration that the rotor passes in front of the
sensor after which the signal returns to the original value (5 V).
The fault is detected when the previous 8 signal are high. 1. CAM shaft sensor
The engine speed greater than zero 2. ECU.
1. Turn off the ignition, connect the diagnostic. Turn on the ignition read th error from the diagnostic software.
3. Turn On the ignition.
4. Re Check the DTC
5. Impact: 1. Stop of air-fuel adaptation
2. Deactivition of lambda sensor ageing monitoring.
3. Deactivation of Cam shaft control.
4. Stop of Cam to crank shaft angle adaption.
5. Limitation to Max.speed wrt. position of PDA
6. Customer Effect: Delayed Start operation, Rough idling, Possible driveability problems.
7. Failure: No
8. Possible Causes
1. Signal / Supply pin short circuit to battery
2. Sensor faulty.
3. ECU faulty
GND 28 1
Cam shaft sensor signal 12 2
Supply 11 3
10. Repairing Steps
2. Check the continuity between EMS pin no.28 & sensor connector pin no.1and EMS pin 12 and pin 2 and EMS pin 11
3. Check the sensor voltage at signal pin if it is Vbat.Check the W/H where it SC, remove the SC from W/H
153
CAM Shaft Sensor
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P 0340 ****. 0010 Below min. ON YES Black Pin11,pin 12
M connector.
2. Operation principle:CAM sensor (Timing sensor) receives a 5 Volt power supply from the engine management
control unit. All the times the rotor passes in front of the sensor a variation in the actual sensor output voltage is
produced through the Hall effect; this variation takes place for the entire duration that the rotor passes in front of the
sensor after which the signal returns to the original value (5 V).
The fault is detected when the previous 8 signal are low. 1. CAM shaft sensor
The engine speed greater than zero 2. ECU.
1. Turn off the ignition; connect the diagnostic. Turn on the ignition read the error from the diagnostic software.
4. Re Check the DTC
2. Deactivation of lambda sensor ageing monitoring.
6. Customer Effect: Delayed Start operation, Rough idling, Possible driveability problems
7. Failure: No
8. Possible Causes
2. Signal pin or supply short circuit to GND.
3. Sensor faulty.
4. ECU faulty
GND 28 1
Supply 11 3
10. Repairing Steps
3. Measure the voltage at sensor signal pin if it is GND.Check the W/H where it is & short circuit remove the short circuit
154
CAM Shaft Sensor
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P 0340 ****. 0100 No signal ON YES Black Pin11, pin 12
& pin 28 of
M connector.
CAM sensor (Timing sensor) receives a 5 Volt power supply from the engine management control unit. All the times the
rotor passes in front of the sensor a variation in the actual sensor output voltage is produced through the Hall effect; this
variation takes place for the entire duration that the rotor passes in front of the sensor after which the signal returns to
the original value (5 V).
The Phase sensor is not right mounted. Sometimes is the voltage 1. CAM shaft sensor
change recognized, and then is recognized as shirt circuit battery 2. ECU.
error or no signal
1. Turn off the ignition, connect the diagnostic. Turn on the ignition read the error from the diagnostic software.
4. Re Check the DTC
6.Customer Effect: Delayed Start operation, Rough idling, Possible driveability problems
7. Failure: NO
8. Possible Causes
2. Signal pin or supply open circuit.
3. Sensor faulty.
4. ECU faulty
GND 28 1
Supply 11 3
10. Repairing Steps
3. Check Open circuit in wiring harness or sensor side
155
CAM Shaft Sensor
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P 0340 ***. 1000 Invalid signal ON YES Black Pin11,pin 12
& pin 28 of
M connector
2. Operation principle: CAM sensor (Timing sensor) receives a 5 Volt power supply from the engine management control
unit. All the times the rotor passes in front of the sensor a variation in the actual sensor output voltage is produced through the
Hall effect; this variation takes place for the entire duration that the rotor passes in front of the sensor after which the signal
returns to the original value (5 V).
Plausibility or invalid signal received from cam shaft sensor not in 1. CAM shaft sensor
sequence but not always high or low. 2. ECU.
1. Turn off the ignition, connect the diagnostic. Turn on the ignition read the error from the diagnostic software.
4. Re Check the DTC
5. Limitation to Max.speed wrt. position of PDA.
6.Customer Effect: Delayed Start operation, Rough idling, Possible driveability problems
7. Failure: No
8. Possible Causes
1. Loose sensor connection. .
2. Sensor faulty.
3. ECU faulty
GND 28 1
Supply 11 3
10. Repairing Steps
3. Cam wheel bent so time signal received from the sensor is improper
4. Please check the Camshaft position w.r.t crank shaft
156
3B1.11.17 Canister purge valve
Evaporation Emission control system purge control valve circuit
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P0443 ****.0001 Above max. OFF YES Black pin no. 03
threshold of M connector
1. Location: It is located between the fuel tank and the canister bleed electro valve
2. Operation principle: The fuel vapors accumulated in the fuel tank are absorbed by the active carbon present in the
Canister. The aim is to prevent the pressure rising in the fuel tank and vapor being released into the atmosphere (by recircu-
lated into the engine through intake).
1. Battery voltage greater than minimum threshold value & less than 1. Canister purge valve
maximum threshold value. 2. ECU faulty.
2. Engine speed greater than threshold value.
3. Fault detected only in output ON condition.
4. Re Check the DTC
5. Impact:
1.Deactivation of idle control diagnosis
2. Deactivation lambda sensor ageing monitoring.
3.No purge control
6. Customer Effect: No effect on starting/driveability, bad driveability in hot condition
7. Failure: No failure on the other components
8. Possible Causes:
1. Actuator SC to Vbat.
2. Actuator faulty.
3. ECU faulty.
Main relay 1
Canister purge valve 3 2
10. Repairing Steps :
2) Check for back out of pins at Canister Purge Valve connector and ECU connector.
3) Check for damage of pins at both Canister Purge Valve connector and ECU connector.
4) Disconnect the Canister Purge Valve connector & ECU connector. Check the continuity from Canister Purge Valve
connector pins to the ECU connector pins (ECU connector Pin 3 - Canister Purge Valve connector Pin 2; Main relay
pin - Canister Purge Valve Connector pin 1) Ensure better connections.
5) Check the Canister Purge Valve (Canister Purge Valve connector Pin 2) is short circuited to Vbat.
6) Also make sure that the two pins of Canister Purge Valve are not shorted with each other.
7) Check whether the Canister purge valve stuck/closed.
8) Reconnect the connectors. Make the Ignition ON & check input voltage at Canister Purge Valve connector pin 1 &
ground. It should be 12 Volts.
9) If still the problem exists, replace the Canister Purge Valve with new one.
Procedure” & confirm that the trouble has been corrected
157
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P0443 ****.0010 Below min. OFF YES Black pin no. 5 of
2. Operation principle: The fuel vapors accumulated in the fuel tank are absorbed by the active carbon present in the
3. Fault detected only in output Off condition.
4. Re Check the DTC
5. Impact:
1.Deactivation of idle control diagnosis
3.No purge control
8. Possible Causes:
1. Loose Actuator connection.
2. Actuator SC to GND
3. Actuator faulty.
4. ECU faulty.
Main relay 1
connector pins to the ECU connector pins (ECU connector Pin 3 - Canister Purge Valve connector Pin 2; Main relay pin
- Canister Purge Valve Connector pin 1) Ensure better connections.
5) Check the Canister Purge Valve (Canister Purge Valve connector Pin 2) short circuited to GND.
158
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P0443 ****.0100 No signal OFF YES Black Pin no. 3 of
M connector.
2. Operation principle:The fuel vapors accumulated in the fuel tank are absorbed by the active carbon present in the
4. Re Check the DTC
5. Impact:
1. Deactivation of idle control diagnosis
3, Basic air- fuel mixture adaptaiton disabled
4. No purge control
8. Possible Causes:
2. Actuator open circuit.
3. Actuator faulty.
4. ECU faulty.
Main relay 1
connector pins to the ECU connector pins (ECU connector Pin 3 - Canister Purge Valve connector Pin 2; Main relay pin
- Canister Purge Valve Connector pin 1) Ensure better connections
5) Check the Canister Purge Valve (Canister Purge Valve connector Pin 2) is OC.
159
3B1.11.18A Engine cooling fan 1 circuit
Engine cooling fan 1 circuit. TATA FIRE 16V
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P0480 ****.1000 Above max. ON NO Black Pin 13 of
of ECU.
1. Location: It is mounted in Radiator assembly in front end of engine compartment.
2. Operation principle: The Fan 1 control is used to run the radiator fan in low speed. The ECU will switch ON this output
when the engine coolant temperature is increases
Battery Voltage should be between 9.1V to 16V 1. Radiator Fan Relay
Engine Rpm greater than 80rpm 2. ECU
Actual output stage should be ON
2. Go to Input- output Control —>go to Fan low speed. —> Start. Check whether fan start in low speed or not
6. Check the DTC
5. Impact: Activation of high speed fan
6. Customer Effect: Reduce fuel efficiency
7. Failure: Serious impact on cooling function
8. Possible Causes
1. Loose of relay connection.
2. Relay coil short circuit to Vbat.
3. Relay faulty.
4. ECU faulty.
Fan Low speed 13
10. Repairing Steps
2) Check for back out of pins at Radiator Fan Relay and ECU connector.
3) Check for damage of pins at both Radiator Fan Relay and ECU connector.
4) Disconnect the ECU connector. Check the continuity from Radiator Fan Relay pins to the ECU connector pins (ECU
connector Pin 13 - Radiator Fan Relay Pin) Ensure better connections. Firmly.
5) Check the Radiator Fan Relay control line( ECU connector Pin13) is not short circuited to Battery
6) If still the problem exists, replace the Radiator Fan Relay with new one.
160
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P0480 ****.0010 Below min. ON NO Black Pin 13 of
of ECU
Actual output stage should be Off condition
2.Go to Input- output Control —>go to Fan low speed. —> Start. Check whether fan start in low speed or not
3.Read the error from the diagnostic software.
6.Check the DTC
5.Impact: Activation of high speed fan
6.Customer Effect: Reduce fuel efficiency
8. Possible Causes
2. Relay coil short circuit to GND.
3. Relay faulty.
4. ECU faulty.
Fan Low speed 13
10. Repairing Steps
connector Pin 13 - Radiator Fan Relay Pin) Ensure better connections. No terminal back out
5) Check the Radiator Fan Relay control line( ECU connector Pin13) is short circuited GND
161
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P0480 ****.0100 No signal ON NO Black Pin 13 of
V connector
of ECU.
Actual output stage should be OFF condition
2. Go to Input- output Control —>go to Fan low speed. —> Start. Check whether fan start in low speed or not
6. Check the DTC
5. Impact: Activation of high speed fan
6. Customer Effect: Reduce fuel efficiency
8. Possible Causes
2. Relay coil OC.
3. Relay faulty.
4. ECU faulty.
Fan Low speed 13
10. Repairing Steps
4) Disconnect the ECU connector. Check the continuity from Radiator Fan Relay pins to the ECU connector pins ( ECU
connector Pin 13 - Radiator Fan Relay Pin) Ensure better connections.
5) Check the Radiator Fan Relay control line( ECU connector Pin13) is OC
162
3B1.11.18B Engine cooling fan 2 circuit
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P0481 ****.0001 Above max. ON NO — Pin 12 of
of ECU
1. Location: It mounted in engine compartment.
2. Operation principle: The Fan 2 control is used to run the radiator fan in high speed. The ECU will switch ON this
output when the engine coolant temperature is increasing continuously in spite of low speed fan operation.
Actual output stage should be ON
2. Go to Input- output Control —>go to Fan High speed. —> Start. Check whether fan start in high speed or not
6. Check the DTC
5. Impact: Activation of low speed fan
6. Customer Effect: —
7. Failure: Engine will be always operating at a higher temperature most off the time, leading to its degraded
performance and damage to the system.
8. Possible Causes
2. Relay coil short circuit to Vbat.
3. Relay faulty.
4. ECU faulty.
Fan High speed 12
10. Repairing Steps
5) Check the Radiator Fan Relay control line( ECU connector Pin12) is not short circuited to Battery
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P0481 ****.0010 Below min. ON NO — Pin 12 of
of ECU
1. Location: It is mounted in engine compartment.
6. Check the DTC
5. Impact: Activation of low speed fan
6. Customer Effect: -
8. Possible Causes
2. Sensor SC to GND.
3. Sensor faulty.
4. ECU faulty.
Fan High speed 12
10. Repairing Steps
5) Check the Radiator Fan Relay control line( ECU connector Pin12) is short circuited to GND
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P0481 ****.0100 No signal ON NO — Pin 12 of
V connector
of ECU
1. Location: It is mounted in engine compartment.
Battery Voltage should be between 9V to 16V 1. Radiator Fan Relay
6. Check the DTC
5. Impact : Activation of low speed fan
6. Customer Effect : —
7. Failure: Engine will be always operating at a higher temperature, leading to its degraded performance and damage
to the system.
8. Possible Causes
2. Relay coil OC.
3. Relay faulty.
4. ECU faulty.
Fan High speed 12
10. Repairing Steps
5) Check the Radiator Fan Relay control line( ECU connector Pin 12) is OC
165
3B1.11.19 Vehicle speed
Vehicle speed
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P0500 ****.0100 No signal ON YES Black Pin no. 60 of V
1. Location: This sensor is located in Transmission
2. Operation principle: The vehicle speed sensor sends signal to the Instrument cluster which in turn send to ECU.
The signal is also used for the operation of the Speedometer.
1. At a medium RPM and cutoff condition for a certain time the 1.Vehicle Speed Sensor
vehicle must be moving at a certain speed 2.Instrument Cluster
2. Engine coolant temperature is greater than thershold 3.ECU
2. Go to Read parameter —>go to vehicle speed —> Start. Run the vehicle, check in the diagnostic shows vehicle
speed (Km/h) or not.
5. Check the DTC
5. Impact:
2. Limitation of engine maximum speed.
3. Deactivation of idle control diagnostic
6. Customer Effect: Driving discomfort.
7. Failure: No failure to other components
8. Possible Causes:
1. Problem in Vehicle Speed Sensor power supply.
2. Faulty connections of the Vehicle Speed Sensor, loose or damaged connections.
3. Faulty Vehicle Speed Sensor.
4. Faulty Instrument Cluster.
5. Faulty ECU.
GND (-) - 1
Veh, Speed sensor 60 2
Main relay supply (+) - 3
1. Switch Off the Ignition Switch.
2. Check for back out of pins at Vehicle Speed Sensor connector and ECU connector.
3. Check for damage of pins at both Vehicle Speed Sensor connector and ECU connector.
4. Check the sensor connection not SC to Vbat.
5. Check the Vehicle Speed Sensor supply line( Vehicle Speed Sensor connector Pin 1) & the Vehicle Speed Sensor
output line( Vehicle Speed
6. Reconnect the connectors. Make the Ignition ON & check input voltage at Vehicle Speed Sensor Connector Pin 1 &
Pin 3.It should be 12 Volts.
7. If still the problem exists, replace the Vehicle Speed Sensor with new one.
8. If still the problem exists, check whether the Instrument Cluster is Ok or not. If not Ok replace it.
9. If still the problem exists, replace the ECU with known good one & recheck again.
10. Upon completion of inspection & repair work, clear the DTC using diagnostic tool. Perform “DTC Confirmation
Procedure” & confirm that the problem has been corrected.
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3B1.11.20 Diagnosis of Idle Control
Diagnosis of Idle Control
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P505 ****.0001 Above max. OFF YES — —
threshold
1.Location: —
2. Operation principle: Idle controller is integral part of the electronic throttle body. Butterfly valve ( throttle valve) opens
( input from ECU) based on the different load( like AC ON, power steering load, electrical load etc), on the engine at
engine idle speed condition.
Engine coolant temperature, air temperature is higher than the 1.Throttle body
threshold,, correction of altitude is higher than the threshold 2. ECU
value, idle control is active, vehicle speed diagnosis is active ,
fault is detected when deviation of engine speed & required
engine speed is less then the threshold value & time idle speed
regulator ( min) for a time is exceeded the calibration value
(Fault is recognized when the idle control reaches saturation due
to very high torque values)
3. Check the in diagnostic s/w go to Read parameter —>go to—>Engine speed, Engine temperature, throttle angle,
idle reference speed —> Start. Check the above value shown in diagnostics
5. Re Check the DTC
5. Impact: No
6. Customer Effect: Impact on idle control & drivability
8. Possible Causes
1. Intake manifold leakage
2. Throttle body faulty.
Sensor — —
Ground — —
10. Repairing Steps
1. Check for any mechanical failure components like power steering, ac compressor, alternator etc
2. Check for any throttle body fault if fault present
3. Change throttle body
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Diagnosis of Idle Control
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P505 ****.0010 Below min. OFF YES — —
threshold
1.Location: —
2. Operation principle: Idle controller is integral part of the electronic throttle body. Butterfly valve (throttle valve) opens
(input from ECU) based on the different load (like AC ON, power steering load, electrical load etc), on the engine at
engine idle speed condition.
Engine coolant temperature, air temperature is higher than the 1. Throttle body
threshold,correction of altitude is higher than the threshold value, 2. ECU
idle control is active, vehicle speed diagnosis is active, fault is
detected when deviation of engine speed & required engine
speed is higher than the threshold value & time idle speed
regulator ( max) for a time is greater than the calibration value
(Fault is recognized when the idle control reaches saturation due
to too high negative torque values)
3. Check the in diagnostic s/w go to Read parameter —>go to—>Engine speed, Engine temperature, throttle angle,
idle reference speed —> Start. Check the above value shown in diagnostics
5. Re Check the DTC
5. Impact: No
6. Customer Effect: Impact on idle control & drivability
8. Possible Causes
1. Torque loss of the engine is too high ( more load on the engine at idle) caused by the power steering pump failure,
alternator fan seize, AC compressor clutch fault etc)
2. Throttle body faulty
Sensor 17 4
Ground — 5
10. Repairing Steps
1. Check for any mechanical failure components like power steering, ac compressor, and alternator etc
2. Check for any throttle body fault if fault present
3. Change throttle body
4. Still fault present replace ECU.
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3B1.11.21 System Voltage
System Voltage
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P0560 ****.0001 Above Max. ON NO — Pin no 70 of
Threshold V connector
1. Location: —
2. Operation principle: Monitors the system voltage.
When Battery voltage is above threshold voltage 1. Battery Connections
2. Main Relay
3. Alternator connections
4. ECU
1. Turn off the Ignition switch & connect diagnostic tool.
2. Turn On ignition switch.
3. Check the DTC through diagnostic.
4. Clear ECU errors from diagnostic
5. Check DTC
5. Impact: ECU set calculated default values.
6. Customer Effect: Degraded Vehicle Performance.
7. Failure: Battery and Alternator.
8. Possible Causes:
1) Damaged Connections/Wrong Connections.
2) Faulty Alternator
3) Sulphated or rust on Battery terminals.
4) Faulty battery.
5) Faulty ECU.
9. Pin Configuration & pin details : Signal ECU pin
Supply 70
2) Check for loose/damaged connections.
3) Check alternator/rectifiers.
4) Check the alternator load (during engine running, battery voltage should be > 13V under no electrical loads).
5) Check sulphated battery terminals.
6) If still the problem exists, replace the main relay with new one.
7) If still the problem exists, replace the battery with new one.
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System Voltage
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P0560 ****.0010 Below Min. ON NO — Pin no 70 of
1. Location: —
Battery voltage is less than threshold voltage, Vehicle speed 1. Battery Connections
greater than threshold value. 2. Main Relay
3. Alternator connections
4. ECU
5. Check DTC
5. Impact:
1. Stop of adaption of lambda control.
2. Stop of catalyst ageeing monitoring upstream catalyst.
3. Stop of lambda ageing monitoring downstream ageing
8. Possible Causes:
1) Loose/ Damaged Connections/Wrong Connections.
4) Faulty battery.
5) Faulty ECU.
Supply 70
2) Check for loose/damaged connections.
3) Check alternator.
4) Check the alternator load (during engine running, battery voltage should be > 13V under no electrical loads).
5) Check sulphated battery terminals.
6) If still the problem exists, replace the main relay with new one.
7) If still the problem exists, replace the battery with new one.
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System Voltage
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P0560 ****.0100 Invalid Signal ON NO — Pin no 70
of V connector
1. Location: —
ECU internal fault ADC faulty ECU
5. Check DTC
5. Impact:
1. Stop of adaption of lambda control.
2. Stop of catalyst ageing monitoring upstream catalyst.
3. Stop of lambda ageing monitoring downstream ageing
8. Possible Causes:
1) Damaged Connections/Wrong Connections.
4) Faulty ECU.
Supply 70
Replace ECU
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3B1.11.22 Brake light switch
Brake light switch
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P0571 ****.1000 Invalid Signal OFF No Black Pin 87 & 82
of V connector
1.Location: Mounted on Brake pedal assembly
2. Operation principle: Brake switch provides input to EMS whether the brake is pressed or not. There are two brake
switches available for reluctance check. The Rear brake light is driven by the brake light switch.
The fault will be detected when both switches (Brake s/w signal & 1. Brake s/w faulty
brake test s/w) indicates same logic state (+12V or GND) to the 2. ECU faulty.
ECU.
2. Go to Read parameter —>go to —> Start. Check in diagnostic the “Brake pedal status” by pressing & releasing the
Brake pedal.
6. Check the DTC
5. Impact: Deactivation of take off controller.
6.Customer Effect: It affects the driveability
7. Failure: No
8. Possible Causes
1. Loose connection.
2. Brake s/w signal or Brake test signal SC Vbat or SC GND.
3. Brake s/w faulty
4. Brake pedal switch faulty.
5. ECU faulty.
Brake s/w signal 87
Brake test signal 82
10. Repairing Steps
2) Check for back out of pins at brake s/w connector and ECU connector.
3) Check for damage of pins at both brake s/w connector and ECU connector.
4) Measure the voltage at brake s/w signal at pin 87/82 if it is Vbat when pedal pressed condition then brake s/w signal
SC to Vbat. Check w/H & remove the SC.
5) Measure the voltage at brake s/w signal at pin 87/82 if it is GND when pedal released condition then brake s/w
signal SC to GND. Check w/H & remove the SC.
6) If fault still present replace the brake s/w by new one.
7) If fault present after the replacing brake s/w replace the ECU.
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3B1.11.23 EEPROM Memory Failure
EEPROM Memory Failure TATA FIRE 16V
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1P0601 ****.1000 Invalid Signal ON - - -
1.Location: ECU
If check sum error is detected ECU.
4. Turn ignition on
5. Re Check the DTC
4. Impact: ECU reset.
5. Customer Effect: Problem in starting of vehicle.
6. Failure: NA
7. Possible Causes
ECU failure
No pin out
9. Repairing Steps
1.Replace ECU
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Form No.1 Internal control module Random Access Memory (RAM) Error TATA FIRE 16V
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P0604 ****.1000 Invalid Signal ON — — —
1. Location: ECU
The RAM check is performed once per driving cycle, one part in initialization phase ECU
and other part in ECU power down phase.
1. Turn off the ignition, connect the diagnostic. turn ignition On.
4. Turn ignition on
5. Re Check the DTC
4. Impact: ECU reset in next initialization phase no function will be running; communication with tester is not possible
6. Failure: NO
7. Possible Causes : ECU failure
8. Pin Configuration & pin details : No pin out
9. Repairing Steps : 1.Replace ECU
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Form No.1 Internal control module Read Only memory (ROM) error TATA FIRE 16V
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P0605 ****.1000 Invalid Signal OFF - - -
1.Location: ECU
The ROM check is performed once per driving cycle in the ECU power down mode. ECU
In case fault detected ROM check performed again in next initialization phase of
the following driving cycle
4. Turn ignition on
5. Re Check the DTC
5 .Impact: It affects the entire system
7. Failure: No
8. Possible Causes : Replace ECU
9. Pin Configuration & pin details : No pin out
10. Repairing Steps : 1.Replace ECU
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3B1.11.24 Diagnosis of throttle valve actuator
Diagnosis of throttle valve actuator
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P0638 ****.0001 Above max. ON YES BLACK Pin 49, 50 of
threshold M connector.
1. Location: Throttle valve actuator is integrated in the throttle body
2. Operation principle: The opening of the throttle is managed by an electrically operated DC motor. The ME7.9.10
system operates the motorized throttle valve according to accelerator pedal requests; a potentiometer connected to it
sends a voltage signal to the control unit where it is processed and angle of throttle opening is decided.
fault is detected when saved power stage is active 1. Throttle valve actuator( throttle body) fault
2. ECU faulty.
2. Go to Read parameter —>go to Potentiometer of throttle valve (potentiometer 1) ,throttle angle &Motor driven throttle
status and check whether voltage signal is varying when the pedal is pressed/released.
6.Re-Check the DTC
5. Impact : Drive with limp home air position
6. Customer Effect: Affects the drivability
8. Possible Causes
1. DC motor po/supply Short circuit to Vbat/ ground.
DC Motor + 49 4
DC Motor - 50 1
DC Motor 5V Supply 10 2
10. Repairing Steps
2) Check for damage of pins at both throttle body motor connector and ECU connector.
3) Disconnect the throttle body connector & ECU connector. Check the continuity from motor ( +) connector pin 4 and
ECU connector pin 49,motor(-) connector1 & ECU connector pin 50 & motor supply connector pin 2 and ECU
connector pin 10 reconnect firmly.
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P0638 ****.0010 Below max. ON YES BLACK Pin 49 , 50 of
1.Location: Throttle valve actuator is integrated in the throttle body
fault is detected when saved power stage is active 1. Throttle valve actuator( throttle body) fault
2. ECU faulty.
6.Re-Check the DTC
5.Impact : Drive with limp home air position
6.Customer Effect : Affects the drivability
8. Possible Causes
1. Over heating of the motor coils / over current of power stage
DC Motor + 49 4
DC Motor - 50 1
10. Repairing Steps
3) Disconnect the throttle body connector & ECU connector. Check the continuity from motor (+) connector pin 4 and
ECU connector pin 49, motor(-) connector1 & ECU connector pin 50 & motor supply connector pin 2 and ECU
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P0638 ****.0100 No Signal ON YES BLACK Pin 49, 50 of
M connector.
2. Operation principle:The opening of the throttle is managed by an electrically operated DC motor. The ME7.9.10
ault is detected when sum of position of controller is higher than 1. Throttle valve actuator( throttle body) fault
threshold value or error counter position controller is higher than 2. ECU faulty.
the threshold value
6. Re-Check the DTC
5. Impact: Drive with limp home air position
8. Possible Causes
1. Open load (No load) on the motor
DC Motor + 49 4
DC Motor - 50 1
10. Repairing Steps
3) Disconnect the throttle body connector & ECU connector. Check the continuity from motor ( +) connector pin 4 and
ECU connector pin 49, motor(-) connector1 & ECU connector pin 50 & motor supply connector pin pin 2 and ECU
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P0638 ****.1000 Invalid Signal ON YES BLACK Pin 49, 50 of
M connector.
fault is detected when saved power stage is active ( SPI Bus error, 1. Throttle valve actuator( throttle body) fault
internal ECU error) 2. ECU faulty.
6. Re-Check the DTC
5. Impact: Drive with limp home air position
8. Possible Causes
1. ECU communication error, ( SPI BUS).
2. ECU faulty.
DC Motor + 49 4
DC Motor - 50 1
10. Repairing Steps
2) Replace the ECU.
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3B1.11.25 Climate Compressor relay
Climate Compressor relay TATA FIRE 16V
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P0645 ****.0001 Above max. OFF No Black Pin 11 of V
threshold connector
of ECU.
1.Location: Present in Fuse & Relay box
2. Operation principle:Compressor relay coil is driven by ECU (Vbat) .The compressor motor is connected in the
contact of the relay.
Battery Voltage should be between 9V to 16V. 1. Relay Circuit
Engine Rpm greater than 80rpm 2. Relay
Actual output stage should be OFF. 3. ECU
The diagnostic tool cannot diagnose failures of relay-controlled
actuators. The diagnostic tool can
only diagnose actuating signals up to relay. Beyond Relay,
Wiring and Actuator (Compressor Fan) to be manually checked.
2. In diagnostic s/w Go to I/O status Switch on the AC check whether it switches ON or not
5. Check the DTC
5. Impact: 1.Deactivation of AC relay
6. Customer Effect: Customer discomfort.
7. Failure: No
8. Possible Causes
1) Problem in Condenser Fan Relay power supply.
2) Condenser fan relay SC to Vbat
3) Faulty Condenser Fan Relay.
4) Faulty ECU.
AC compressor relay 11 -
10. Repairing Steps
2) Check for damage of pins at both Condenser Fan Relay and ECU connector.
3) Disconnect the ECU connector. Check the continuity from Condenser Fan Relay pins to the ECU connector pins
(ECU connector Pin 11 Condenser Fan Relay Pin) Ensure better connections.
4) Check the Condenser Fan Relay driver line (ECU connector Pin 11).Ensure that the compressor relay SC to Vbat. If
it is SC to Vbat then check the w/H & remove the SC.
5) If still the problem exists, replace the Condenser Fan Relay with new one.
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P00685 ****.0010 Below min. OFF No Black Pin 11 of
of ECU.
1.Location: Present in Fuse & Relay box.
2. Operation principle: Compressor relay coil is driven by ECU (Vbat) .The compressor motor is connected in the contact
of the relay.
Battery Voltage should be between 9V to 16V.Engine Rpm greater 1. Relay Circuit
than 80rpm 2. Relay
Actual output stage should be OFF. The diagnostic tool cannot 3. ECU
diagnose failures of relay-controlled actuators. The diagnostic tool
can only diagnose actuating signals up to relay. Beyond Relay, Wiring
and Actuator (Compressor Fan) to be manually checked.
5. Check the DTC
5. Impact: 1.Deactivation of AC relay ( AC management is disabled)
7. Failure : No
8. Possible Causes
2) Compressor relay SC to Gnd
3) Faulty connections of the Condenser Fan Relay, loose or damaged connections.
5) Faulty ECU.
10. Repairing Steps
2) Check for back out of pins at Condenser Fan Relay and ECU connector.
4) Disconnect the ECU connector. Check the continuity from Condenser Fan Relay pins to the ECU connector pins (ECU
connector Pin 11 Condenser Fan Relay Pin) Ensure better connections.
5) Check the Condenser Fan Relay driver line (ECU connector Pin 11) Ensure that the compressor relay SC to GND. If it is
SC to GND then check the wiring harness & remove that SC.
6) If still the problem exist, replace the Condenser Fan Relay with new one.
8) Upon completion of inspection & repair work, clear the DTC using diagnostic tool. Perform “DTC Confirmation Procedure”
& confirm that the trouble has been corrected.
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P0685 ****.0100 No signal OFF No Black Pin 11 of
V connector
of ECU.
1.Location: Present in Fuse & Relay box.
2. Operation principle: Compressor relay coil is driven by ECU (Vbat) .The compressor motor is connected in the contact
of the relay.
Battery Voltage should be between 9V to 16V.Engine Rpm greater 1. Relay Circuit
than 80rpm 2. Relay
Actual output stage should be OFF. The diagnostic tool cannot 3. ECU
diagnose failures of relay-controlled actuators. The diagnostic tool
can only diagnose actuating signals up to relay. Beyond Relay, Wiring
and Actuator (Compressor Fan) to be manually checked.
5. Check the DTC
5. Impact: 1.Deactivation of AC relay
7. Failure: No
8. Possible Causes
2) Compressor relay Coil open
3) Faulty connections of the Condenser Fan Relay, loose or damaged connections.
5) Faulty ECU.
10. Repairing Steps
2) Check for back out of pins at Condenser Fan Relay and ECU connector.
4) Disconnect the ECU connector. Check the continuity from Condenser Fan Relay pins to the ECU connector pins (ECU
connector Pin 11 Condenser Fan Relay Pin) Ensure better connections.
5) Check the Condenser Fan Relay driver line( ECU connector Pin 11)Ensure that the compressor relay OC. If it is Open
Circuit check W/H & remove the OC.
6) If still the problem exists, replace the Condenser Fan Relay with new one.
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3B1.11.26 Main relay voltage
Main relay voltage TATA FIRE 16V
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P0685 ****.0100 No signal ON YES — Pin 72 of
V connector
of ECU
1. Location: Relay Panel
2. Operation principle: Main relay provides power to the system.
3. DTC Detecting condition : Probable Trouble Area:
The main relay no signal Main relay
ECU
5. Check the DTC
5. Impact: use limp home function for vehicle driving & limitation of maximum relative torque
7. Failure: Vehicle start ability problem.
8. Possible Causes
1) Problem in main relay connection, loose or damaged connections.
2) Faulty main relay.
3) Main relay SC to GND
4) Faulty ECU.
Main relay 72
10. Repairing Steps
2) Check for back out of pins at both Main Relay and ECU connector.
3) Check for damage of pins at both Main Pump Relay and ECU connector.
4) Disconnect the ECU connector. Check the continuity from Main Relay connector pin to the ECU connector pin (ECU
connector pin 72 -Main Relay Pin) Ensure better connections.
6) Check 12 Volts is coming to Fuel Pump Relay supply pins to Fuel Pump Power Supply Pins.
7) Check for any short-circuits.
8) If still the problem exists, replace the Main Relay with new one.
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Main relay voltage TATA FIRE 16V
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P0685 ****.1000 Invalid Signal ON YES —- Pin 72of
V connector
of ECU
1.Location: Relay Panel
2. Operation principle: Main relay provides power to the system.
The main relay invalid signal Main relay
ECU
4. Check the DTC
5.Impact: use limp home function for vehicle driving & limitation of maximum relative torque
7. Failure:
8. Possible Causes
1) Problem in main relay connection, loose or damaged connections.
2) Faulty main relay.
3) Faulty ECU.
Main relay 72
10. Repairing Steps
2) Check for back out of pins at both Main Relay and ECU connector.
3) Check for damage of pins at both Main Pump Relay and ECU connector.
4) Disconnect the ECU connector. Check the continuity from Main Relay connector pin to the ECU connector pin (ECU
connector pin 72 -Main Relay Pin) Ensure better connections.
6) Check 12 Volts is coming to Fuel Pump Relay supply pins to Fuel Pump Power Supply Pins.
7) Check for any short-circuits.
8) If still the problem exists, replace the Main Relay with new one.
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3B1.11.27 Clutch switch
Clutch switch
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P0704 ****.0100 No signal OFF ON White 63 Connector(V)
1. Location: Connected in the Clutch pedal Assembly
2. Operation principle: Clutch switch provides input to EMS whether the clutch pedal is pressed or not.
1.Fault will be detected when the Gear change ( Combination of 1. Clutch s/w faulty
Vehicle speed & Engine speed) without receiving clutch pedal 2. ECU faulty.
Press signal
1.Turn off the ignition, connect the diagnostic. Turn on the ignition
2. Go to Read parameter —>go to clutch s/w —> Start. Check in diagnostic Clutch status by pressing & releasing the clutch
pedal.
5. Check the DTC
5. Impact: Deactivation of take-off controller
6. Customer Effect: Bad driveability
7. Failure: No other failure on other components
8. Possible Causes:
1) Problem of sensor connection, loose or damaged connection.
2) Back out of pins at the crankshaft sensor connector or the ECU connector.
3) Switch connection shorted to GND
4) Sensor faulty.
5) ECU faulty
6) Clutch switch
Clutch switch signal 63
Chassis GND - 2
2) Check for back out of pins at Clutch s/w connector and ECU connector.
3) Check for damage of pins at both Clutch s/w connector and ECU connector.
4) Disconnect the Clutch s/w connector & ECU connector. Check the continuity from Clutch s/w and ECU clutch i/p pin as
per above pin details
5) Fault still present replace the Clutch s/w
6) Fault present after the replacing Clutch s/w, replace the ECU.
7) Check the mounting position of clutch switch
185
3B1.11.28 Additive adaptation correction of lambda control
Additive adaptation correction of lambda control
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P1171 ****.0001 Above max. OFF NO — —
threshold
1.Location: —
2. Operation principle: The fuelling and air admission are model based. According to the ageing and functioning conditions,
some adaptive parameters are computed to match the model and the components state.
Fault recognized when the self adaptive A/F control signal (additive 1. Upstream lambda sensor.
factor) is higher than a calibratable threshold 2. injectors
3. ECU.
3. Check the in diagnostic s/w go to Read parameter —>go to—> output voltage oxygen sensor upstream catalyst,
multiplicative mixture adaptation factor at higher load, lower load & actual load —> Monitor the values, higher the adaptive
correction is problem in the fuel system
4. Clear the ECU error. Turn off ignition and run the vehicle for some time.
5. Re Check the DTC
5. Impact:
1. Deaactivation of lambda sensor ageing monitoring
3. Deactivation of sensor wheel adaptation
8. Possible Causes
1. Slow injection of injectors due to circuit with high resistance ( faulty injector)
2. Faulty lambda sensor
9. Pin Configuration & pin details : ———
10. Repairing Steps
1. Check the fuel pressure controller , replace new one if not O.K
2. Check the lambda sensor, replace new one if not O.K.
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P1171 ****.0010 Below min. OFF NO — —
threshold
1.Location: —
The fuelling and air admission are model based. According to the ageing and functioning conditions, some adaptive param-
eters are computed to match the model and the components state.
Fault recognized when the self adaptive A/F control signal (additive 1. Upstream lambda sensor.
factor) is less than a calibratable threshold 2. Injectors
3. ECU.
3. Check the in diagnostic s/w go to Read parameter —>go to—> output voltage oxygen sensor upstream catalyst, multipli-
cative mixture adaptation factor at higher load, lower load & actual load —> Monitor the values, higher the adaptive
5. Re Check the DTC
5.Impact:
8. Possible Causes
1. Injector valve leakage ( faulty injector)
9. Pin Configuration & pin details : -
10. Repairing Steps
1. Check the fuel pressure controller , replace new one if not O.K
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P1172 ****.0001 Above max. OFF NO — —
threshold
1.Location: —
Fault recognized when the self adaptive A/F control signal 1. Upstream lambda sensor.
(multiplicative factor) is higher than a calibratable threshold 2. fuel pressure controller
3. Intake manifold pressure sensor.
5. Re Check the DTC
5. Impact:
8. Possible Causes
1. Deamged fuel pressure controller, damaged intake manifold pressure sensor
9. Pin Configuration & pin details : ———-
10. Repairing Steps
1. Check the fuel pressure controller ,replace new one if not O.K
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P1172 ****.0010 Below mini. OFF NO — —
threshold
1.Location: —
Fault recognized when the self adaptive A/F control signal 1. Upstream lambda sensor.
(multiplicative factor) is less than a calibratable threshold 2. fuel pressure controller
3. Intake manifold pressure sensor.
5. Re Check the DTC
5. Impact:
8. Possible Causes
1. Deamged fuel pressure controller, damaged intake manifold pressure sensor
9. Pin Configuration & pin details : ———-
10. Repairing Steps
1. Check the fuel pressure controller ,replace new one if not O.K
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3B1.11.29 Pedal moving detection
Pedal moving detection
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P1226 ****. 1000 Invalid Signal OFF NO BLACK 30,49,70,55,
27,29 of
connector V
1.Location: NA
2. Operation principle: The accelerator pedal position is converted into an electrical voltage signal and sent to the Elec-
tronic control unit by the potentiometer connected to the pedal. The accelerator pedal position signal is processed together
with the information relating to the engine rpm to obtain the injection times and the pressure.
Fault recognized when the potentiometer 1 signal is higher than a 1. Accelerator pedal Sensor faulty.
threshold at idle control exit, while the potentiometer 2 signal stays 2. ECU faulty.
constant
2. Go to Read parameter —>go to Potentiometer of accelerator pedal (Pot 1 & Pot 2) and check whether voltage signal is
6. Re-Check the DTC
5. Impact : Failure reaction independent on fault code entry (immediately); increase of idle position therefore higher dead
band when leaving idle
8. Possible Causes : 1. Wrong sensor connection.
Acc. Pedal pot 1 supply 49 2
The pedal pot. 1 GND 30 3
Acc. Pedal signal 1 79 4
Acc. pedal Signal 2 55 6
10. Repairing Steps
1. Check the pin backout of sensor & ECU connector. Check the connection as per pin details.
2. If still fault present replace accelerator pedal module
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3B1.11.30 Over Demanded Torque
Over Demanded Torque
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P1336 ****. 0001 Above Max. OFF No — —
threshold
1.Location: NA
2. Operation principle: Torque structure monitoring strategy placed in the ECU. It monitors & controls the torque require-
ment of each components
Fault recognized when indicated torque is higher than maximum —
permissible torque for certain time
2. Go to Read parameter —>go to desired indicated engine torque & indicted resultant nominal engine torque for ignition
angle intervention & monitor these parameters
6. Re-Check the DTC
5. Impact: limitation of desire torque output
8. Possible Causes :1. Failure of some components like power steering pump, alternator & AC compressor
9. Pin Configuration & pin details : -------
10. Repairing Steps
1.Check for any damaged components like power steering pump, alternator, ac compressor clutch jam etc..
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Comparison check of torque
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P1337 ****. 1000 Invalid signal OFF No — —
1.Location: NA
2. Operation principle: Torque structure monitoring strategy placed in the ECU. It monitors & controls the torque require-
ment of each components
Error in torque comparison, Fault recognized when calculated actual ------
torque of the engine is exceeds permissible torque
2.Go to Read parameter —>go to desired indicated engine torque, optimum indicated engine torque ,maximum attainable
indicated engine torque & minimum indicated engine torque & monitor these parameters
6. Re-Check the DTC
5.Impact : Permanent safety fuel cut
6.Customer Effect: No vehicle starting
8. Possible Causes : 1. Failure of some components like power steering pump, alternator & AC compressor
9. Pin Configuration & pin details : ------
1.Check for any damaged components like power steering pump, alternator, ac compressor clutch jam etc..
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3B1.11.31 Control of throttle closing spring
Control of throttle closing spring
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P1680 ****. 0001 Above max. ON YES Black Pin 49, 50 of
1.Location: Throttle closing spring is integrated into the throttle body
2. Operation principle: The opening of the throttle is managed by an electrically operated DC motor. The ME7.9.10 system
operates the motorized throttle valve according to accelerator pedal requests; a potentiometer connected to it sends a
voltage signal to the control unit where it is processed and angle of throttle opening is decided.
fault is detected when open circuit of throttle DC motor is present 1. Throttle body( throttle spring)
or throttle valve does not move within the minimum threshold time
at key on
6. Re-Check the DTC
5. Impact : No
6.Customer Effect: High fuel consumption & driveablity affects
7. Failure : No
8. Possible Causes : 1.Mechanical defect of return spring
DC Motor + 49 4
DC Motor - 50 1
10. Repairing Steps
3) Disconnect the throttle body connector & ECU connector. Check the continuity from motor (+) connector pin 4 and ECU
connector pin 49, motor (-) connector 1 & ECU connector pin 50 & motor supply connector pin 2 and ECU connector
pin 10.
7) Still the fault presents replace the ECU.
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Control of throttle closing spring
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P1680 ****. 0010 Below Min. ON YES Black -
Threshold
1.Location: Throttle closing spring is integrated into the throttle body
fault is detected when open circuit of throttle DC motor is present or 1. Throttle body( throttle spring)
throttle valve does not back to its original position within the minimum
threshold time at key on
2. Go to Read parameter —>go to Potentiometer of throttle valve (potentiometer 1) ,throttle angle & Motor driven throttle
6. Re-Check the DTC
5. Impact: limphome air position
6.Customer Effect: No
7. Failure : No
8. Possible Causes : 1.Mechanical defect of return spring
DC Motor + 49 4
DC Motor - 50 1
10. Repairing Steps
1) Replace throttle body.
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Throttle control position deviation
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P1682 ****. 1000 Invalid Signal ON YES Black -
operates the motorized throttle valve according to accelerator pedal requests; a potentiometer connected to it sends a voltage
signal to the control unit where it is processed and angle of throttle opening is decided.
Dynamic response of throttle valve is higher than the maximum 1. Throttle body( throttle spring)
threshold
2. Go to Read parameter —>go to Potentiometer of throttle valve (potentiometer 1) ,throttle angle & Motor driven throttle
6. Re-Check the DTC
5. Impact: limphome air position
6. Customer Effect: No
7. Failure : No
8. Possible Causes : 1.Blocking of throttle valve some external objects / slow dynamic behavoiur of throttle valve
9. Pin Configuration & pin details : -----
10. Repairing Steps
1. Check for throttle valve any external material objection.
2. Replace throttle body.
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3B1.11.32 Throttle Body Cause of Failure Limphome Position
Throttle Body Cause of Failure Limphome Position
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P1683 ****.1000 Invalid signal ON NO Black Pin49, 50, 10,
42, 22, 13 of
M connector
of ECU
Fault recognized when self learned limp home position is out of 1.Throttle body
permissible range
2.Go to Read parameter —>go to Potentiometer of throttle valve (potentiometer 1) ,throttle angle &Motor driven throttle status
and check whether voltage signal is varying when the pedal is pressed/released.
6. Re-Check the DTC
5. Impact: Permanent Fuel cut off
6. Customer Effect: No vehicle starting
8. Possible Causes :1.Thottle body fault
10. Repairing Steps
1. Replace the throttle body
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Check of plausibility of the regulation rage for throttle body
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P1684 ****.0010 Below min. ON NO Black Pin49, 50, 10,
threshold 42, 22, 13 of
M connector
of ECU
Fault recognized when the signal is out of regulation range for 1.Throttle body
the throttle body ( below minimum threshold )
6. Re-Check the DTC
5. Impact: Fuel cut off
8. Possible Causes : 1.Thottle valve needs high current for shot time ( less than 5 sec)
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Check of plausibility of the regulation rage for throttle body
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P1684 ****.0001 Above max. ON NO Black Pin49, 50, 10,
threshold 42, 22, 13 of
M connector
of ECU
Fault recognized when the signal is out of regulation range for 1.Throttle body
the throttle body ( below maximum threshold )
6. Re-Check the DTC
5. Impact: Fuel cut off
8. Possible Causes : 1.Thottle valve needs high current for long time ( more than 5 sec)
9. Pin Configuration & pin details : -------------
10. Repairing Steps
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3B1.11.33 Diagnosis of Throttle body self learning
Throttle body self learning of lower limit not correct
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P1686 ****. 1000 Invalid Signal ON YES Black —
Fault recognized when throttle body self learning of lower limit is 1.Throttle body
out of permissible range
2.Go to Read parameter —>go to Potentiometer of throttle valve (potentiometer 1) ,throttle angle &Motor driven throttle
6. e-Check the DTC
5.Impact: Permanent Fuel cut off
8. Possible Causes : 1.Thottle body fault
9. Pin Configuration & pin details : -------------
10. Repairing Steps
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Interruption of learning of throttle body due to wrong ambient condition
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P1687 ****. 0001 Above Max. OFF No Black —
Threshold
Fault recognized when throttle body self learning signal is 1.Throttle body
interrupt due to wrong ambient condition ( due to low battery 2. Battery
voltage)
6. Re-Check the DTC
5.Impact: Use of values ower mechanical limit
6.Customer Effect: No
8. Possible Causes :1.Adaptation os not possible die to Low battery voltage
9. Pin Configuration & pin details :---------
10. Repairing Steps
1. Check the battery condition Replace battery is not in good condition
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Interruption of learning of throttle body due to wrong ambient condition
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P1687 ****. 1000 Below Min. OFF No Black —
Threshold
Fault recognized when throttle body self learning signal is 1.Throttle body
interrupt due to wrong ambient condition ( due to other reasons)
6. Re-Check the DTC
5. Impact: Use of values ower mechanical limit
6. Customer Effect: No
8. Possible Causes : 1. Error acceraltor pedal position
9. Pin Configuration & pin details : --------
10. Repairing Steps
1. Check the accerlator pedal error if any
2.Replace the throttle body
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3B1.11.34 Cut off for limphome condition for accelerator pedal potentiometer
Cut off for limphome condition for accelerator pedal potentiometer TATA FIRE
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P1690 ****.1000 Invalid signal OFF YES —- —-
1.Location: ——
2. Operation principle: ECU calculates the pedal position internally
Fault recognized when potentiometers values are not plausible 1. ECU faulty.
(another component monitoring level 1 is not working)
1. Turn off the ignition, connect the diagnostic tool.
2 Turn on the ignition read the error from the diagnostic software.
4. Check the DTC
5.Impact: Permanent fuel cut
7. Failure: No
8. Possible Causes : Accelerator pedal sensor faulty
9. Pin Configuration & pin details : -----------
10. Repairing Steps
1. Change accelerator pedal module
2. ECU change.
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Cut off for limphome condition for accelerator pedal potentiometer TATA FIRE 16V
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1. Location: ——
2. Operation principle: ECU calculates the pedal position internally
Fault recognized when there’s a wrong pedal target position 1. ECU faulty.
(pedal electrical value sensor broken) - difference between accl.
pedal potentiometer 1 & 2 signal is higher than the calibrateble
threshold)
4. Check the DTC
5. Impact: Permanent fuel cut
7. Failure: No
8. Possible Causes : Accelerator pedal sensor faulty
9. Pin Configuration & pin details : ----------
10. Repairing Steps
1. Change accelerator pedal module
2. ECU change.
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1.Location: ——
2. Operation principle: ECU calculates the calculated engine speed internally
Fault recognized when there’s a malfunction of engine speed 1. ECU faulty.
input signal ( speed sensor broken)
4. Check the DTC
5. Impact : Permanent fuel cut
7. Failure: No
8. Possible Causes : Engine speed sensor faulty
9. Pin Configuration & pin details : ----------
10. Repairing Steps
1. Change engine speed sensor
2. ECU change.
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1. Location: ——
2. Operation principle: ECU calculates the measured air charge from engine speed & MAP sensor signal internally
Fault recognized when there’s a difference between air charge 1. ECU faulty.
measured and air charge calculated by safety monitoring
(air charge sensor broken)
4. Check the DTC
5. Impact: Permamnent fuel cut
7. Failure: No
8. Possible Causes : MAP sensor faulty
9. Pin Configuration & pin details : —-
10. Repairing Steps
1. Change MAP sensor
2. ECU change.
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Cut off for limp home condition TATA FIRE 16V
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P1696 ****.0001 Above max. OFF YES —- —-
threshold
1.Location: ——
2. Operation principle: Diagnosis of ECU internally for air charge (Manifold pressure & temperature sensor) signal
(ECU internally damaged)
The signal of air charge is compared with the air charge signal 1. Accelerator pedal sensor
from monitoring function. 2. ECU faulty.
4. Check the DTC
7. Failure: ECU failure
8. Possible Causes : ECU faulty
9. Pin Configuration & pin details : —-
10. Repairing Steps
1. ECU faulty.
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Cut off for limp home condition(3) TATA FIRE 16V
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P1696 ****.0010 Below min. OFF NO — —
threshold
1.Location: ——
2. Operation principle: Diagnosis of ECU internally for Ignition angle ( ECU internally damaged)
1. The ignition angle value is permanently twice the registered. 1. ECU faulty.
The one value is complement of other.
2. The double of ignition angle is permanently monitored.
4. Check the DTC
6. Customer Effect : No vehicle starting
8. Possible Causes :1. ECU faulty.
9. Pin Configuration & pin details : —
10. Repairing Steps
1. ECU faulty.
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P1696 ****.0100 No signal OFF NO — —
1.Location: —
2. Operation principle: Diagnosis of ECU internally for accelerator potentiometer ( ECU internally damaged)
The signal of gas pedal potentiometer will be evaluated by two 1. ECU faulty.
different AD converters. The converted signal is send to 2
different processor. If under dynamic condition one of both
processors detects const. value the error counter will be started.
4.Check the DTC
8. Possible Causes: 1. ECU faulty.
10. Repairing Steps
1. Replace the ECU new good one.
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P1697 ****.0100 Invalid signal OFF Yes — —
1.Location: —
2. Operation principle: The signal of two throttle potentiometers (lower limits) is monitored by ECU
Fault recognized when there’s an implausible signal from throttle 1. ECU faulty.
valve potentiometers
4. Check the DTC
8. Possible Causes : 1. Throttle body faulty 2.ECU faulty.
10. Repairing Steps
1. Replace throttle body.
2. Replace the ECU new good one.
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Second self learning of lower limit not correct
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P1688 ****. 1000 Invalid Signal ON No Black —
3. DTC Detecting condition : Probable Trouble Area :
Fault recognized when the second self adaptive of throttle body 1.Throttle body
signal is out of permissible range
6. Re-Check the DTC
5. Impact: Use of values ower mechanical limit
6. Customer Effect : No
8. Possible Causes : 1.Low battery voltage
10. Repairing Steps
1. Check the battery condition Replace battery is not in good condition
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Error (out of range ) of amplifier adjustment in the IC
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P1689 ****. 1000 Invalid Signal OFF No — —
Fault recognized when the adapted potentiometer signal value is 1.Throttle body
out of range
6. Re-Check the DTC
5. Impact: Use of non amplified potentiometer
6. Customer Effect : No
8. Possible Causes : 1.Throttle body faulty
10. Repairing Steps
1.Replace the throttle body
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3B1.11.35 Diagnosis of PDA control valve
Diagnosis of control valve PDA
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P2008 ****.0001 Invalid Signal ON YES BLACK Pin 18 of
M connector
of ECU
1.Location: PDA valve fitted on the intake manifold
2. Operation principle: The pneumatic actuator consists of two-way solenoid valve, which controls the slider valve. The
pneumatic actuator receives command from EMS ECU, to close or open the slider. The valve allows the vacuum present in
the vacuum accumulator (inside the intake manifold) to act on the slider valve to close or open
1. Battery voltage greater than minimum threshold value & less than 1. PDA valve
maximum threshold value. 2. ECU
3. Check the in diagnostic s/w go to Read parameter —>go to—> Condition: Control SCV—> Start. Check the status for
open or close in diagnostics
5. Re Check the DTC
5.Impact:
1. Deactivation of the PDA
2. Spark advance based this PDA position
3. Target PDA position is closed
4. CVCP target position (Cam phasing) also changed from actual based on the PDA position
6. Customer Effect: Fuel consumption low & bad drivability
8. Possible Causes
1. Actuator SC to Vbat.
2. Actuator faulty.
3. ECU faulty.
PDV 18 2
10. Repairing Steps
2) Check for back out of pins at PDV and ECU connector.
3) Check for damage of pins at both PDV and ECU connector.
4) Disconnect the ECU connector. Check the continuity from PDV connector pins(Pin 2) to the ECU connector pins ( ECU
connector Pin 18)
5) Turn ignition On, measure the voltage at ECU pin Pin18 of M connector if it is Vbat.Check the W/H where it is SC remove
the SC. Make the connection again and check it.
6) If still the problem exists, replace the PDV with new one.
7) If still the problems exist, replace the ECU with known good one & recheck again.
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P2008 ****.0010 Below Min. ON YES BLACK Pin 18 of
3. Check the in diagnostic s/w go to Read parameter —>go to—> Condition: Control SCV—> Start. Check the status for
5. Re Check the DTC
5.Impact:
2.Spark advance based this PDA position
3.Target PDA position is closed
4. CVCP target position ( cam phasing) also changed from actual based on the PDA position
6. Customer Effect: Low Fuel consumption & bad drivability
8. Possible Causes
2.Actuator SC to GND.
3. Actuator faulty.
4. ECU faulty
PDV 18 2
10. Repairing Steps
2) Check for back out of pins at PDV and ECU connector.
3) Check for damage of pins at both PDV and ECU connector.
4) Disconnect the ECU connector. Check the continuity from PDV connector pins(Pin 2) to the ECU connector pins ( ECU
connector Pin 18)
5) Turn ignition On, measure the voltage at ECU pin Pin18 of M Connector if it is Vbat.Check the W/H where it is SC re-
moves the SC. Make the connection again and check it.
6) Check the PDA valve connector pin(2) is short circuit to ground
7) If still the problem exists, replace the PDV with new one.
8) If still the problems exist, replace the ECU with known good one & recheck again.
Procedure” & confirm that the trouble has been corrected. Pin 18)
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P2008 ****.0100 No signal ON YES BLACK Pin 18 of
V connector
3. Check the in diagnostic s/w:go to Read parameter —>go to—> Condition : Control SCV—> Start. Check the status for
5. Re Check the DTC
5.Impact:
2. Spark advance based this PDA position
3.Target PDA position is closed
4. CVCP target position ( cam phasing) also changed from actual based on the PDA position
6.Customer Effect: Low Fuel consumption & bad drivability
8. Possible Causes
2. Actuator open circuit.
3. Actuator faulty.
4. ECU faulty.
PDV 18 2
10. Repairing Steps
2) Check for back out of pins at PDA Valve connector and ECU connector.
3) Check for damage of pins at both PDA Valve connector and ECU connector.
4) Disconnect the PDA Valve connector & ECU connector. Check the continuity from PDA Valve connector pins to the ECU
connector pins ( ECU connector Pin 18 - PDA Valve connector Pin 2; Main relay pin - PDA Valve Connector pin 1) Ensure
better connections.
5) Check the Canister Purge Valve ( PDA Valve connect to Pin 2) is OC.
6) Also make sure that the two pins of PDA Valve are not shorted with each other.
7) Check whether the PDA valve stuck/closed.
8) Reconnect the connectors. Make the Ignition ON & check input voltage at PDA Valve connector pin 1 & ground. It should
be 12 Volts.
11) Upon completion of inspection & repair work, clear the DTC using diagnostic tool. Perform “DTC Confirmation Proce-
dure” & confirm that the trouble has been corrected
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3B1.11.36 Electrical Diagnosis PDA sensor position
Electrical Diagnosis PDA sensor position
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P2014 ****.0001 Above max. ON NO Black Pin 21,14 of
1. Location: PDA sensor is fitted on the intake manifold ( on flange)
2. Operation principle: PDA sensor gives feedback to ECU whether slider plate is open or closed
Sensor signal is higher than the maximum threshold value. 1. PDA Sensor
3. Check the in diagnostic s/w: go to Read parameter —>go to—> Voltage of SCV Position feedback—> Start. Check the
voltage in diagnostics
5. Re-Check the DTC
5. Impact: 1.Desired slider position closed
6. Customer Effect: Low Fuel consumption & bad driveablity
7. Failure : No
8. Possible Causes
1. Sensorr SC to Vbat.
2. Sensor faulty.
3. ECU faulty
Sensor 21 1
Ground 14 2
10. Repairing Steps
3) Disconnect the sensor connector & ECU connector .Check the continuity from sensor connector pins to the ECU
connector pins as per given in pin details.
4) Check W/H any SC, remove SC
5) If fault present replace PDA position sensor.
6) If problem still persist, replace the ECU.
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P2014 ****.0100 Below min. ON NO Black Pin 21,14 of
1.Location: PDA sensor is fitted on the intake manifold ( on flange)
Sensor signal is less than the minimum threshold value 1. PDA Sensor
5. Re-Check the DTC
5.Impact: 1.Desired slider position closed
6.Customer Effect: Low Fuel consumption & bad driveablity
7. Failure : No
8. Possible Causes
2. Sensor SC to GND no signal.
3. Sensor faulty.
4. ECU faulty.
Sensor 21 1
Ground 14 2
10. Repairing Steps
2) Check for back out of pins at both sensor connector and ECU connector.
5) Check W/H any OC or SC to Gnd repair it.
6) If fault present replace PDA position sensor.
7) Still the fault present replace the ECU.
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P2014 ****.0010 No signal ON NO Black Pin 21,14 of
M connector
1.Location : PDA sensor is fitted on the intake manifold ( on flange)
No signal is received from the sensor 1. PDA Sensor
5. Re Check the DTC
5. Impact: 1.Desired slider position closed
7. Failure : No
8. Possible Causes
2. Sensor open circuit
3. Sensor faulty.
4. ECU faulty.
Sensor 21 1
Ground 14 2
10. Repairing Steps
2) Check for back out of pins at PDA sensor connector and ECU connector.
3) Check for damage of pins at both PDA sensor connector and ECU connector.
4) Disconnect the PDA sensor connector & ECU connector. Check the continuity from PDA sensor connector pins to the
ECU connector pins
5) Check the (PDA sensor connector Pin 1) is OC.
6) If still the problem exists, replace the PDA sensor with new one.
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Mechanical Diagnosis PDA sensor position
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Engine temperature is greater than the threshold value, no failure of 1. PDA Sensor
slider actuator circuit(P2008) , enough pressure to actuate slider,
engine speed is higher than the min threshold value & no failure of
reed contacts ( P2016,P2017),debouncing counter changes when
slider target position changes. error is detected debouncing counter
is higher than or equal to min threshold & target position is 0 %
3. Check the in diagnostic s/w: go to Read parameter —>go to—> Voltage of SCV Position feedback—> Start.
Check the voltage in diagnostics
5. Re Check the DTC
5.Impact: CVCP target position is different from actual position except at Idle speed
7. Failure : Mechanical damage of slider plate
8. Possible Causes : Mechanical failure - Slide locked open & locked intermediately
Sensor 21 1
Ground 14 2
10. Repairing Steps
1. Remove the intake manifold
2. Check for the damage of sensor / slider
3. If it is damaged, fit the new intake manifold that the trouble has been corrected.
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Mechanical Diagnosis PDA sensor position
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Engine temperature is greater than the threshold value , no failure of slider 1. PDA Sensor
actuator circuit ( P2008) , enough pressure to actuate slider, engine speed is
higher than the min threshold value & no failure of reed contacts ( P2016,
P2017),debouncing counter changes when slider target position changes.
error is detected debouncing counter is higher than or equal to min threshold &
target position is 100 %
5. Re Check the DTC
5.Impact: CVCP target position is different from actual position except at Idle speed
7. Failure : Mechanical damage of slider plate
8. Possible Causes : Mechanical failure - Slide locked closed
Sensor 21 1
Ground 14 2
10. Repairing Steps
1. Remove the intake manifold
2. Check for the damage of sensor / slider
3. If it is damaged, fit the new intake manifold.
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3B1.11.37 PDA Reed Sensor 1
PDA Reed Sensor 1
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1.Location: PDA reed sensor is fitted on the intake manifold ( on flange)
PDA is ready, no electrical error detected & no error from PDA control valve is 1. PDA Reed sensor 1
detected(P2008) , fault is detected when PDA is closed, sensor voltage is
higher maximum threshold
5. Re Check the DTC
5.Impact: Slider position value set to 50%
7. Failure : No
8. Possible Causes : 1.Switch always open ( faulty switch)
Sensor 21 1
Ground 14 2
10. Repairing Steps
2. Check for damage of pins at both sensor connector and ECU connector.
3. If fault present replace PDA reed sensor 1.
4. Still the fault present replace the ECU.
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PDA Reed Sensor 1
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1. Location: PDA reed sensor is fitted on the intake manifold ( on flange)
detected(P2008) , fault is detected when PDA is open ,sensor voltage is less
than minimum threshold
5. Re Check the DTC
7. Failure : No
8. Possible Causes
2. Sensor SC to GND no signal.
3. Sensor faulty.
4. ECU faulty.
Sensor 21 1
Ground 14 2
10. Repairing Steps
6) If fault present replace PDA reed sensor.
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PDA Reed Sensor 1
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M connector
detected(P2008) , fault is detected when PDA is closed, sensor voltage is less
than minimum & maximum threshold
5. Re Check the DTC
7. Failure : No
8. Possible Causes
3. Sensor faulty.
4. ECU faulty.
Sensor 21 1
Ground 14 2
10. Repairing Steps
2) Check for back out of pins at PDA sensor connector and ECU connector.
3) Check for damage of pins at both PDA sensor connector and ECU connector.
4) Disconnect the PDA sensor connector & ECU connector. Check the continuity from PDA sensor connector pins to the
ECU connector pins.
6) If still the problem exists, replace the PDA sensor with new one.
8) Upon completion of inspection & repair work, clear the DTC using diagnostic tool. Perform “DTC Confirmation Procedure”.
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PDA Reed Sensor 2
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PDA is ready, no electrical error detected & no error from PDA 1. PDA Reed sensor 2
control valve is detected(P2008) , fault is detected when PDA is
open, sensor voltage is higher maximum threshold
5. Re Check the DTC
7. Failure : No
8. Possible Causes :1.Switch always open ( faulty switch)
Sensor 21 1
Ground 14 2
10. Repairing Steps
3) If fault present replace PDA reed sensor 2
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PDA Reed Sensor 2
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P2017 ****.0010 Below Min. ON NO Black Pin 21,14 of
1. Location: PDA reed sensor is fitted on the intake manifold ( on flange)
PDA is ready, no electrical error detected & no error from PDA control 1. PDA Reed sensor 2
valve is detected(P2008) , fault is detected when PDA is closed ,
sensor voltage is less than minimum threshold
5. Re Check the DTC
7. Failure : No
8. Possible Causes
2.Sensor SC to GND no signal.
3. Sensor faulty.
4. ECU faulty.
Sensor 21 1
Ground 14 2
10. Repairing Steps
6) If fault present replace PDA reed sensor.
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PDA Reed Sensor 2
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M connector
PDA is ready, no electrical error detected & no error from PDA control 1. PDA Reed sensor 2
valve is detected(P2008) , fault is detected when PDA is open ,
sensor voltage is less than minimum & maximum threshold
5. Re Check the DTC
7. Failure : No
8. Possible Causes
3. Sensor faulty.
4. ECU faulty.
Sensor 21 1
Ground 14 2
10. Repairing Steps
4) Disconnect the PDA sensor connector & ECU connector. Check the continuity from PDA sensor connector pins
to the ECU connector pins
6) If fault present replace PDA sensor.
7) Still the fault presents replace the ECU.
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3B1.11.38 Atmospheric sensor
Atmospheric Pressure Sensor
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P2226 ****.0001 Above max. ON NO - -
threshold
1.Location: Mounted on the ECU
2. Operation principle: Atmospheric sensor mounted in the ECU sensor sense the pressure of atmosphere and send
signal to the ECU
Sensor Voltage above maximum threshold limit ECU.
3. Clear the ECU error.Turn off ignition and wait for some time.
4. Check the DTC
5 .Impact: NO
6.Customer Effect: Poor emission in high altitude areas
7. Failure: Atmospheric pressure sensor failure, hardware fault
8. Possible Causes : 1. ECU faulty.
9. Pin Configuration & pin details : Fitted in the ECU,(no pin out)
10. Repairing Steps
1. Replace ECU.
226
impact colour
P2226 ****.0010 Below min. ON NO - -
threshold
signal to the ECU
Sensor Voltage above maximum threshold limit ECU.
4. Check the DTC
5. Impact: NO
9. Pin Configuration & pin details : Fitted in the ECU,( no pin out)
10. Repairing Steps
1. Replace ECU.
227
impact colour
P2227 ****.0001 Plausibility ON NO - -
check greater
than threshold
signal to the ECU
Plausibility check greater than threshold ECU
4. Check the DTC
5. Impact: No catalyst heating, disable of adaptation of calculated of air flow w.r.t. measure air flow
6. Customer Effect: Poor emission in high altitude areas
10. Repairing Steps
1. Replace ECU.
228
impact colour
P2227 ****.0010 Below min. ON NO - -
threshold
signal to the ECU
Plausibility check: smaller than threshold ECU
4. Check the DTC
5.Impact: No catalyst heating, disable of adaptation of calculated of air flow w.r.t. measure air flow
10. Repairing Steps
1. Replace ECU.
229
impact colour
P2227 ****.0100 No signal ON NO - -
signal to the ECU
Plausibility check: sensor value jumps or is compared with the other ECU
pressure sensors too low.
4. Check the DTC
7. Failure :
10. Repairing Steps
1. Replace ECU.
230
impact colour
P2227 ****.1000 Invalid signal ON NO - -
1. Location: Mounted on the ECU
signal to the ECU
Plausibility check: sensor value jumps or is compared with the other ECU
pressure sensors too high.
4. Check the DTC
10. Repairing Steps
1. Replace ECU.
231
232

ENGINE 1.4 FIRE 16V - 28 July 09

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ENGINE 1.4 FIRE 16V - 28 July 09

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ENGINE (SAFIRE) 1.

MAIN INDEX GROUP CONTENTS

INTRODUCTION: 4 cylinder in line 1368 cc engine, with TOHC, 16

Model 1.4 L liter TATA SAFIRE, 16Valve, 89 PS engine

SR. DESCRIPTION / LOCATION TYPE SIZE TIGHTENING

2 287158900637 Spanner (1a) Tensioning toothed

3 287158900647 Chamber (1c) Dismantling valve

4 287158900648 Extractor (1a) Valve guide oil

SR. NO. TML PART NO. DESCRIPTION FUNCTION

6 287158900623 Striker (1b) Engine oil jet removal

7 287158900622 Fitting tool (1a) Engine oil jet fitting

8 287158900628 Flange (1) Crankshaft rotation

SR. NO. TML PART NO. DESCRIPTION FUNCTION

9 287158900661 Template (1a) Crankshaft timing

10 287158900654 Extractor / Valve guide fitting

11 287158900646 Chamber (3c) Valve cotter removal

12 287158900679 Fitting tool (1) Fitting crankshaft

SR. NO. TML PART NO. DESCRIPTION FUNCTION

13 287158900683 Bearings (1a) Crankshaft timing

14 287158900686 Extractor (1b) Extracting/fitting valve

15 287158900687 Mount (1a) Removing piston pins

16 287158900689 Kit for removing- Removing / refitting

SR. NO. TML PART NO. DESCRIPTION FUNCTION

17 287158900690 Mount (1) Fitting Piston pins

18 287158900692 Installing tool (2) Fitting valve guide

19 287458900601 Fitting tool Fitting crankshaft

20 287458900602 Counter torque Lock crankshaft

SR. NO. TML PART NO. DESCRIPTION FUNCTION

21 287158900691 Locating pins (3) Camshaft timing

22 287458900603 Multi tooth spanner Removing / Refitting

23 287158900680 Spanner (2a) loosen/tighten the

24 287158900681 Tappet retaning Tappet retaining

SR. NO. TML PART NO. DESCRIPTION FUNCTION

25 287158900682 Counter torque (1b) Camshaft driven

26 287158900684 Base (1) Valve retention

27 287158900685 Lever (2b) Dismantling valve

28 287158900688 Adaptor (1b) Removing piston pins

SR. NO. TML PART NO. DESCRIPTION FUNCTION

29 287458900604 Counter torque Timing driven

30 287458900605 Drift (1b) Drift

31 287458900606 Engine overhaul Engine overhaul

A. Engine oil replacement : B. Engine oil filter replacement:

WARNING: 1. Drain engine oil. (Refer engine oil replacement

6. Remove clip (1a) and disconnect injector (1b).

22. Undo the bolt (1a) and remove the absolute

9. Adjust the belt tensioner (1) and remove timing

Fig. 34 17. Disconnect the electrical connection for the air

29. Undo the upper bolt securing the intake manifold

34. Loosen the nuts (1a) and remove the connector

2 287158900663 Blade Cut sealant

1b 287158900686 Extractor Extracting / fitting

Fig. 56 6. Valve guides are available as spares with the fol-

1b 287158900686 Extractor Extracting/fitting

5. Loosen the bolts (1a) and remove the power

If the value for the crankshaft endfloat does not

1a 287158900622 Fitting tool Engine oil jet

Fig. 79 60. Fit the connecting rod-piston assemblies (1a) with

79. Apply silicon sealant to the outer edge of the water

1a 287158900637 Spanner Tensioning toothed

113. Turn the crankshaft through two revolutions in

4. Extract the gudgeon pin (2b) from the small end

7. Remove the connecting rod-piston assembly from

01 Suction head with filter mesh