16hdi Diesel Turbo Dv6ted4 Fap Compress

DIESEL TURBO DV6TED4 FAP
DV6DTED ENGINE - DIRECT INJECTION SYSTEM HDI
1. Presentation of the device

OPERATING CONDITIONS - DIESEL FUEL CIRCUIT ................... 3
DV6DTED engine - Direct injection system HDI BOSCH EDC17C10 ............................ 8
2. Location .......................................................................................... 10
Components of the pre-post heating system .
Components of the fuel circuit .
Components of the fuel additive system .
Components of the air circuit .
Components of the exhaust and particle filter circuit .
Components of the exhaust gas recycling system .
Components of the engine cooling system .
Identification of air conditioning circuit components .
Components of the lubrication circuit .
Engine speed sensor .
Cylinder reference sensor .
Components of the vacuum circuit . ...................................................................................... 27
3. Man/machine interface
The alert messages and warning lamps are displayed either in the instrument panel or on the
multifunction screen.
Refer to the document : "Principles of operation : Instrument panel ".
4. Description of operation : Sensor connection ........................................ 28

Fuel gauge (4315). ................................................................................................................... 28
Water-in-diesel-fuel sensor (4050).
Diesel temperature sensor (1221) .
Diesel high pressure sensor (1321) .
Air flow meter (1310) .
Inlet air temperature and pressure sensor (13A3).
Particulate filter upstream gas temperature sensor (1344).
Proportional oxygen sensor (1357). ......................................................................................... 62
Particle filter differential pressure sensor (1341).
Coolant temperature sensor (1220).
1
Linear pressure sensor for the air conditioning fluid (8009) .
Engine oil pressure switch (4110).
Engine oil level sensor (f4120).
Engine speed sensor (1313).
Cylinder reference sensor (1115).
5. Description of operation : Actuator ....................................................... 91

Pre-heater plugs (1160) .
Electric diesel fuel heater (1276).
Fuel flow regulation valve (1208) .
(1208) high pressure fuel pump .
Diesel injectors (1131, 1132, 1133, 1134) .
Diesel additive pump (1283).
Fixed geometry turbocharger (With position copy sensor) (1374).
Turbocharger discharge valve control vacuum capsule regulated solenoid valve (1233).
Inlet air mixer unit with position repeat sensor (1324).
Electrically-controlled exhaust gas recycling module (With position copy sensor) (1297) .
Exhaust gas recycling exchanger by-pass all-or-nothing solenoid valve (1253) .
Oil pump . ......................................................................................................................... 140
Electric heater for oil vapour recycling (blow-by) (1273).
Vacuum pump . ............................................................................................................... 147
6. Description of operation : Passive elements .................................... 149

Fuel filter . ........................................................................................................................ 149
Fuel high pressure common injection rail .
Diesel fuel cooler .
Turbocharger air cooler .
catalytic converter .
Particle filter .
7. Description of operation : Computer .................................................. 160

Pre-post heat box (1158) .
Engine ECU (BOSCH EDC17C10) (1320).
8. Flow chart .......................................................................................... 171

Direct injection system hdi BOSCH EDC17C10 (engine DV6DTED ).
9. Function ............................................................................................. 177

Pre-heating and postheating .
Fuel supply .
Fuel additive function . ................................................................................................. 193
Air supply .
2
Particulate filter regeneration .
Exhaust gas recycling (EGR) . ..................................................................................... 213
Fan regulation internal control (FRIC) .
Cooling requirement for the air conditioning (BRAC) .
10. Description : Back-up mode ................................................................ 229

Fault codes - Back-up modes .
11. Function : Diagnostic tool .................................................................... 244

Reading of the parameters .
ACTUATOR TESTS .
Downloading / Configuration .
Programming/initialisation .
Operations specific to the particle filter .
E2AK2SP0 OPERATING CONDITIONS : DIESEL FUEL CIRCUIT

DIESEL TURBO DV6TED4 FAP
1. recommendations
CAUTION : The addition of additives such as fuel circuit cleaner/remetalliser, is prohibited.
2. Safety recommendations (When carrying out work)

2.1. Foreword
All operations on the injection system must be carried out in conformity with the following instructions
and regulations :
 Of the health authorities

 For the prevention of accidents
 For protection of the environment
The operations must be carried out by specialist personnel informed of the safety advice and the
precautions to be taken.
2.2. Safety recommendations

Bearing in mind the high pressures (1500 bars) which may exist in the fuel circuit, follow the
instructions below :
 Do not smoke in the immediate vicinity of the high pressure circuit when work is being carried
out
 Avoid working near flames or sparks
 Do not carry out any operations on the high pressure fuel circuit with the engine running
3
 When the engine has stopped, use the diagnostic tool to check that the pressure in the rail
has dropped, before carrying out any work; this may take several minutes
N.B. : The waiting time is necessary to allow the high pressure fuel circuit to return to normal atmospheric
pressure.
engine running :
 Always stay out of range of a possible jet of fuel which may cause serious injuries
 Do not place your hands near the site of a leak on the high pressure fuel circuit
2.3. Work area

The working area (ground etc.) must be clean and free from clutter; parts being repaired must be
stored away from dust.
2.4. Preliminary operations

URGENT : Before carrying out any operations on the system, it may be necessary to clean the circuit
concerned.
Sensitive components of the circuit :
 Fuel filter
 high pressure fuel pump
 Fuel high pressure common injection rail
 High pressure fuel pipes
 Low pressure fuel pipes
 Injector holders
URGENT : The operator must wear clean clothing.
CAUTION : Following removal immediately plug the high pressure circuit unions to prevent entry of
impurities into the high pressure circuit.
CAUTION : Safety torques: always observe the high pressure circuit tightening torques (pipes, injector
holder clips), using a regularly checked torque wrench.
4
3. Replacement of parts - Operations to be performed
CAUTION : Before carrying out any operations on the engine, read the injection ECU memories.
3.1. Prohibited operations
Figure : E2AP02XD
"A" Assembly with CP3.2 diesel high pressure pump.

"B" Assembly with CP1H diesel high pressure pump.
Do not detach the high pressure fuel pump (1) from the following components :
 (2) flow solenoid (diesel)

 Sealing ring (3)
 High pressure outlet union (4) (Malfunction)
5
Figure : B1HP2M4D
CAUTION : During the period of guarantee : Do not separate the fuel high pressure common injection
rail (6) from the fuel high pressure sensor (5) (Malfunction).
N.B. : During the warranty period, for removing-refitting the fuel high pressure sensor, refer to the
procedure for removing-refitting the fuel high pressure common injection rail.
N.B. : Outside the warranty period, removing-refitting the fuel high pressure sensor only is authorised.
6
Figure : B1HP2M5D
Do not detach the diesel injector holder (10) from the following components :
 Diesel injector (11)

 Electromagnetic element (8) (Non operation)
Do not turn the nut (9) (Malfunction).

Do not separate the union (7) from an injector .
CAUTION : Cleaning of the carbon deposit on the diesel injector nozzle and diesel or ultrasound
cleaning is prohibited ; All work on the high pressure pipes requires systematic replacement of these
pipes.
3.2. Replacement of parts

When an injection ECU is replaced, the engine immobiliser system must be relearned.
To carry out the operation, the following conditions are necessary :
 Possession of the analogue module access code (written on the customer's confidential card)
 Possession of a new injection ECU and diagnostic equipment
 Carry out a learning process for the engine ECU (Engine ECU Learning)
 Configure the ECU
3.3. Replacement of the injection ECU

CAUTION : Exchanging the injection ECU between two vehicles results in it being impossible to start
the vehicle.
7
4. Packaging for warranty return
Injection system parts return.
Before return to the technical inspection centre, the following components must be plugged, placed in
a plastic bag and packed in the original packaging of the replacement parts :
 Injectors
 high pressure fuel pump
 Supply rail
 High pressure fuel sensor
PRESENTATION : DV6DTED ENGINE - DIRECT INJECTION SYSTEM HDI

B1HA0133P0
BOSCH EDC17C10
1. Main structure of the DV6DTED engine
Special features :
 4 cylinders, 8 valves with overhead camshaft, driven by a synchronous belt

 An inlet manifold integral with the cylinder head
 A fixed geometry turbocharger with pneumatically-controlled waste gate
 air/air heat exchanger (cooling of the turbocharged air)
 A single electric air mixer
 A turbo pressure regulation electrovalve
 An exhaust gas recycling device (EGR)
 An electric EGR electrovalve
 An EGR cooler with pneumatically-controlled bypass
 An oxidising catalytic converter mounted directly on the turbocharger outlet
 Hdi direct injection system
 Low pressure circuit in vacuum
 A vacuum circuit without a vacuum reserve
 A coolant pump driven by the timing belt
2. Direct injection system HDI BOSCH EDC17C10

Special features of the injection system :
 Fuel injection managed as a function of engine torque

 Fuel pressure in the high pressure common rail can reach 1700 bars
 fuel pump incorporated into the high pressure fuel pump (vacuum low pressure circuit)
 Single-piston high pressure fuel pump, type CP4.1
8
 Air flow management incorporating the EGR (exhaust gas recirculation)
 Complies with emission standard Euro 5
3. EURO 5 emission control standards

Objectives of emission standard Euro 5 :
 Reduction of emissions of carbon monoxide (CO) to 500 mg/km

 Reduction of the quantity of particles to 5 mg/km (-80 % / EURO 4)
 Reduction of emissions of nitrous oxides (NOx) to 180 mg/km (-20 % / EURO 4)
 Reduction of combined emissions of hydrocarbons (HC) and nitrous oxides (NOx) to 230
mg/km
 Extension of life of pollution checking devices to 160 000 km
9
LOCATION : COMPONENTS OF THE
 B1HB012NP0
PRE-POST HEATING SYSTEM
Figure : B1HB0BXD
(1) Pre-post heating control unit.
Figure : B1HB0BYD
(2) Pre-post heater plugs.
10
B1HB012MP0
FUEL CIRCUIT
Figure : B1HB0BSD
(1) Fuel tank .

(2) Fuel gauge.
(3) Fuel cooler (under the bodyshell).
11
Figure : B1HB0AHD
(4) Manual priming pump.

(5) Fuel filter body.
"a" Fuel heater (Fuel heating function incorporated in the fuel filter housing ).
Figure : B1HB0AID
(6) Conditioner /Water-in-diesel-fuel sensor (according to model).

(7) Bleeding the fuel filter (Integral water-in-diesel-fuel sensor ) (according to model).
12
Figure : B1HB0BUD
(8) Fuel high pressure injection pump.

(9) Fuel flow regulator.
(10) Fuel temperature sensor.
Figure : B1HB0BVD
(11) Diesel injectors (N° 1, 2, 3, 4 ).
13
(12) Fuel high pressure common injection rail .
"b" High pressure fuel sensor .

B1HB014DP0
FUEL ADDITIVE SYSTEM
Figure : B1HB0G2D
(1) Fuel additive flexible pouch.

(2) Fuel additive adding pump.
14
LOCATION : COMPONENTS OF THE AIR
B1HB012FP0
CIRCUIT
Figure : B1HB0BDD
(1) Turbo air cooler by-pass.

(2) Air cleaner .
(3) Air flowmeter by mass.
(4) turbocharger.
(5) Turbocharger air cooler.
15
Figure : B1HB0BED
(6) Inlet air pressure and temperature sensor.

(7) Inlet air metering unit .
Figure : B1HB0BFD
(8) Turbocharger control regulated solenoid valve.
16
B1HB012YP0 EXHAUST AND PARTICLE FILTER
CIRCUIT
Figure : B1HB0D8D
(1) Particle filter differential pressure sensor.

(2) catalytic converter.
(3)Particle filter .
"a" Pressure take-off upstream of the particle filter.
"b" Pressure take-off downstream of the particle filter.
17
Figure : B1HB0D9D
(4) Oxygen sensor .

(5) Particle filter upstream temperature sensor.
18
B1HB013CP0 EXHAUST GAS RECYCLING SYSTEM
(EGR)
Figure : B1HB0D6D
(1) Exhaust gas recycling module :
 Electrically-controlled exhaust gas recycling valve

 Exhaust gas recirculation heat exchanger
 Flap of the discharge (by-pass) circuit of the pneumatically-controlled exhaust gas
recirculation heat exchanger
(2) Position repeat sensor for the flap of the discharge (by-pass) circuit of the exhaust gas recirculation
heat exchanger.
(3) Exhaust gas recirculation heat exchanger discharge (by-pass) circuit contro
19
B1HB012GP0
ENGINE COOLING SYSTEM
Figure : B1HB0BGD
(1) Degassing housing.

(2) Header tank cap.
20
Figure : B1HB0BHD
(3) Engine cooling radiator .

(4) electric cooling fan unit.
(5) Water outlet housing.
(6) Water temperature sensor.
Figure : B1HB0BID
(7) Coolant pump .
21
LOCATION : IDENTIFICATION OF AIR
B1HB012KP0
CONDITIONING CIRCUIT COMPONENTS
Figure : B1HB0BND
(1) Aircon fluid pressure sensor.

(2) Cooling condensor.
(3) air conditioning compressor.
(4) High pressure charge valve.
(5) Low pressure charge valve.
22
B1HB013DP0
LUBRICATION CIRCUIT
Figure : B1HB08CD
(1) Engine oil level sensor.

(2) oil pump.
23
Figure : B1HB0DID
(3) Oil pressure switch.

(4) Oil filter support.
(5) Oil cooler.
Figure : B1HB0DJD
(6) Oil vapour decanter.

(7) Crankcase breather hose.
"a" Oil vapour (blow-by) heater incorporated in the oil vapour resuction pipe (ac
24
B1HB0116P0 LOCATION : ENGINE SPEED SENSOR
Figure : B1HB081D
(1) Engine speed sensor.
25
LOCATION : CYLINDER REFERENCE
B1HB0117P0
SENSOR
Figure : B1HB083D
(1) Cylinder reference sensor .
26
B1HB012HP0
VACUUM CIRCUIT
Figure : B1BB0NDD
(1) Vacuum pump.

"a" Outlet to electrovalves :
 Turbocharger control regulated solenoid valve

 Control electrovalve for the EGR heat exchanger by-pass
"b" Output to the brake servo unit.
27
D4EA02QNP0 DESCRIPTION - FUNCTION : FUEL GAUGE
1. Description
Figure : B1HA0DXD
(1) Fuel gauge.

"a" 6-way black connector .
make : INERGY.
The fuel gauge is located on the fuel gauge module in the fuel tank.
2. Role
The fuel gauge is for determining the level of fuel in the tank.
28
3. Function
Figure : B1HA0DYD
(2) Fuel gauge module.

"b" Float at the maximum level.
"c" Float at the minimum level.
Depending on the level of fuel in the tank, the position of the float changes and causes the electrical
resistance value of the fuel gauge to vary.
The electrical resistance value of the fuel gauge provides the information on the level of fuel present in
the tank.
29
4. Electrical features
Figure : D4EA0H4D
"H" Depth of fuel in the tank ( mm).

"R" Resistance (ohm).
Depth of fuel below the float ( Minimum Resistance (ohm) Maximum

mm) tolerance (ohm) tolerance (ohm)
194,3 48 50 58
161,7 92 100 108
95,5 191 200 209
32,9 290 300 310
4,1 339 350 355
The resistance value reduces when the depth of fuel in the tank increases.
The resistance value increases when the depth of fuel in the tank reduces.
30
Figure : D2AA043D
"a" 6-way black connector
Channel n° Allocation of channels of connector
1 Not used
2 Not used
3 Not used
4 Not used
5 Fuel level gauge earth
6 Fuel level gauge supply
5. Learning / Initialisation
Not applicable.
31
D4EA02VJP0 DESCRIPTION - OPERATION : WATER PRESENT IN DIESEL SENSOR
1. Description
Figure : B1HA0EFD
(1) Water present in diesel sensor.

(2) Water detector.
"a" 3 way blue connector.
"b" 2 way blue connector.
"c" 1-way blue connector.
2. Role
The sensor informs the engine ECU of the presence of water in the diesel fuel.
32
3. Operation
Figure : B1HA0EGD
"d" Water.
"e" Electrode.
1, 2, 3 Terminals of connector "a".
The presence of water in the diesel fuel signal is transmitted to the engine ECU, when the water
comes into contact with the electrode.
4. Electrical specifications
Description Value Unit
Supply voltage 13,5 (+ 2,5 ; - 3,5) V
Diesel temperature (Use ) Diesel fuel temperature between -30 and °C

+125°C
Output voltage, without detection of water in the 7 or above V

diesel fuel
Output voltage, with detection of water in the diesel 1,7 or below V

fuel
Output specification of the water presence sensor for a supply voltage of 13,5V.
33
Figure : B1HA0EHD
"A" Current (A).

"B" Resistance (Ohms ).
4.1. Water in diesel fuel sensor connector
Figure : D2AA058D
34
"a" 3 way blue connector
Channel number Allocation of the tracks of the connector

1 Battery positive
2 Earth
3 Water in diesel information
4.2. Water in diesel fuel sensor union connector / Water detector
Figure : D2AA059D
"b" 2 way blue connector
1 Electrode
2 Not used
35
4.3. Water detector connector
Figure : D2AA05AD
"c" 1-way blue connector
1 Electrode
5. Programming/initialisation
Not applicable.
36
D4EA02KMP0 DESCRIPTION - OPERATION : DIESEL FUEL TEMPERATURE SENSOR
1. Description
Figure : D2AA028D
(1) Diesel fuel temperature sensor.

"a" 2-way black connector.
Supplier : NOBEL PLASTIQUES.
The sensor is a resistive, negative temperature coefficient (CTN), sensor.
2. Role
Diesel fuel temperature sensor :
 The sensor informs the ECU about the temperature of the diesel fuel
 The fuel temperature sensor contributes to the thermal protection of the engine
 After receiving the fuel temperature information, the engine management ECU establishes an
estimate of the temperature and viscosity of the diesel fuel at the injector outlet
37
3. Operation
Figure : D2AA029D
"b" Resistance CTN (Negative Temperature Coefficient ).

The NTC (Negative Temperature Coefficient) resistance value "R" changes in relation to the change in
the temperature "T" :
 When the temperature "T" increases, the resistance value "R" decreases
 When the temperature "T" decreases, the resistance value "R" increases
38
Figure : D4EA0FBD
"R" Resistance R (ohm).

"T" Diesel fuel temperature (°C).
Temperature (°C) Minimum resistance (Ohms Nominal resistance Maximum resistance (Ohms
) )
-40 79000,1 94267,5 109535,4
-30 41255 48406 55556,9
-20 22394,3 25910,5 29426,7
0 7351,1 8299,5 9247,9
20 2742,7 3033 3323,5
40 1141,5 1240 1338,7
60 522,2 558,5 595,2
39
80 259,2 273,5 288
100 138,1 144 150
120 77,9 81 83,6
130 59 61,5 64
Figure : D2AA02AD

1 Earth
2 Information : Diesel fuel temperature sensor
Not applicable.
40
D4EA02UQP0 DESCRIPTION - OPERATION : DIESEL FUEL HIGH PRESSURE SENSOR
1. Description
Figure : D2AA00AD
(1) Diesel fuel high pressure sensor.

The diesel fuel high pressure sensor is of the piezo-resistive type.
Supplier : SENSATA.
2. Role
The sensor measures the value of the high pressure in the fuel high pressure common injection rail.
41
3. Operation
Figure : B1HA0AKD
"b" Resistive plate.

"c" Diaphragm.
"d" Entry of the diesel fuel into the sensor.
The sensor is a passive sensor with integral electronics, supplied by the engine ECU (At + 5V ).
The resistance of the sensor varies as a function of the pressure applied on its diaphragm (The more
the pressure increases, the more its resistance increases ).
42
Figure : D4EA0F4D
"U" Output voltage of the diesel fuel high pressure sensor for a supply voltage of 5V (volts).
"P" Pressure of the fuel in the fuel injection rail (bar).
The output voltage of the diesel fuel high pressure sensor is proportional to the pressure of the fuel in
the fuel high pressure common injection rail.
Supply voltage 5 ± 0,25 V
Supply current 10 mA
Pressure range measured 0 ≤ Pressure measured ≤ Bar

1800
Maximum pressure admissible without irreversibly damaging the 2500 Bar

operation of the sensor
Maximum pressure admissible without mechanically destroying the 3000 Bar

sensor
43
Figure : D2AA00BD
1 Output signal
2 Earth
3 Supply voltage
5. Initialisation /Initialisation
Programming is necessary if the part is removed/refitted ; Refer to the diagnostic tools documentation
: Programming/initialisation.
44
D4EA02L5P0 DESCRIPTION - OPERATION : AIR FLOW METER
1. Description
Figure : B1HA0BKD
(1) Air flow meter.

"a" 4 way grey connector.
Supplier : HITACHI.
2. Role
Role of the air flowmeter :
 To measure the quantity of air admitted by the air intake

 To measure the temperature of the air admitted
45
3. Operation
3.1. Inlet air flow
Figure : B1HA0BLD
(1) Air flow meter.

"b" Electronic stage.
"c" Detection cell.
"d" Temperature sensor.
"e" Entrance of the measuring channel.
The flow of air traverses the measuring channel then passes through the detection cell equipped with
a hot wire.
46
Figure : B1HA0BMD
"A" Air flow (kg/h).

"B" Air flow variation.
"C" Period = 1 per frequency.
"D" Medium air flow.
"E" Time (in seconds).
The electronic stage measures the frequency at which the detection cell of the sensor cools on contact
with the flow of air.
The greater the speed of cooling of the sensor's detection cell, the greater the flow of air.
3.2. Air temperature
The blown air temperature sensor is a resistive sensor with negative temperature coefficient (NTC).
47
Description Tolerance (Minimum Nominal Tolerance (Maximum Unit

) value )
Supply voltage (Ualim) 10,5 13,5 16 Volts
Supply current (If U alim = 14 V - - 400 mA

)
4.1. Air flow
Figure : B1HA0BOD
"F" Nominal frequency (Hz ).

"Q" Air flow (Kg/hr ).
48
Air flow (Kg/hr ) "F" Minimum (Hz ) "F" Nominal (Hz ) "F" Maximum (Hz )
550 8966 9021 9077
500 8702 8756 8811
450 8424 8477 8530
400 8118 8170 8221
350 7783 7834 7884
300 7405 7453 7502
250 6981 7026 7072
200 6501 6538 6574
150 5903 5947 5991
100 5040 5084 5128
80 4569 4609 4648
50 3804 3834 3865
35 3315 3340 3366
35 3123 3147 3171
18 2582 2603 2625
13 2261 2281 2301
8 1816 1834 1852
49
4.2. Air temperature
Figure : B1HA0BQD
"R" Nominal resistance ( kohms ).

"T" Air temperature (°C ).
T (°C ) R Minimum ( kohms ) R Nominal ( kohms ) R Maximum ( kohms )
-40 37,34 43,32 50,14
-30 21,7 24,71 28,08
-20 13,08 14,65 16,37
-10 8,134 8,969 9,866
0 5,2 5,652 6,127
10 3,416 3,663 3,918
20 2,297 2,433 2,57
25 1,9 2 2,1
50
30 1,562 1,653 1,746
40 1,073 1,148 1,226
50 0,752 0,813 0,877
60 0,537 0,587 0,639
70 0,391 0,431 0,473
80 0,289 0,321 0,356
90 0,217 0,243 0,272
100 0,165 0,186 0,21
Figure : D2AA02HD
51
4 way grey connector
Number of channels Allocation of the tracks of the connector

1 Output frequency signal (Hz )
2 Earth
3 Supply voltage
4 Air temperature signal
Not applicable.
DESCRIPTION - FUNCTION : INLET AIR TEMPERATURE AND PRESSURE

D4EA026NP0
SENSOR
1. Description
Figure : D4EA0EZD
(1) Inlet air temperature and pressure sensor.

The sensor combines the functions of temperature sensor and pressure sensor.
The inlet air pressure sensor is of the piezo-resistive type.
The inlet air temperature sensor is a negative temperature coefficient (NTC) sensor.
make : DENSO .
52
2. Role
The sensor measures the pressure and the temperature of the flow of air, passing around the sensor
inside the inlet manifold.
3. Function
Figure : D4EA023D
"b" Resistive plate.

"c" Resistor for measuring the air temperature.
"d" Diaphragm.
The flow of inlet air is divided in two inside the sensor :
 A part of the air exerts a pressure on the diaphragm of the pressure sensor
 A part of the air varies the value of the CTN resistance (Negative Temperature Coefficient)
3.1. pressure sensor

The force exerted by the pressure of the incoming air on the diaphragm of the inlet air pressure sensor
is converted into an electric charge.
3.2. Temperature sensor
53
Designation Value Unit
Pressure measured by the inlet air temperature and pressure sensor Between 300 and Mbar
3000
Impedance between channels 3 and 4 (Connector disconnected, negative 15 or below kohms

terminal of the ohmmeter on channel 4 )
Impedance between channels 2 and 4 (Connector disconnected, negative 15 or below kohms

terminal of the ohmmeter on channel 4 )
Supply power 15 maximum mA
4.1. pressure sensor
Figure : D4EA024D
"U" Output voltage of the inlet air temperature and pressure sensor (volts).
"P" Absolute pressure measured by the inlet air temperature and pressure sensor ( ± 30 Mbar ).
The pressure sensor provides digital electrical power that is proportional to the pressure measured.
54
4.2. Temperature sensor
Figure : D4EA02BD
"R" Resistance R ( kohms ).

"T" Intake air temperature (°C).
Temperature (°C) Resistance ( kohms ) Tolerance(s) (°C)
-40 209,6 ± 2,5
-35 158,1 ± 2,5
-30 120,4 ± 2,5
-25 92,5 ± 2,5
-20 71,7 ± 2,5
-15 56 ± 2,5
-10 44,1 ± 2,5
-5 35 ± 2,5
55
0 27,9 ± 1,5
5 22,5 ± 1,5
10 18,2 ± 1,5
15 14,8 ± 1,5
20 12,1 ± 1,5
25 10 ± 1,5
30 8,29 ± 1,5
35 6,9 ± 1,5
40 5,8 ±1,5
45 4,8 ± 1,5
50 4,1 ± 1,5
55 3,5 ± 1,5
60 2,9 ± 1,5
65 2,54 ± 1,5
70 2,19 ± 1,5
75 1,89 ± 1,5
80 1,63 ± 1,5
85 1,41 ± 1,5
90 1,23 ± 1,5
95 1,08 ± 1,5
56
100 0,95 ± 1,5
105 0,83 ± 1,5
110 0,73 ± 1,5
115 0,65 ± 2,5
120 0,58 ± 2,5
125 0,51 ± 2,5
130 0,46 ± 2,5
135 0,41 ± 2,5
140 0,37 ± 2,5
145 0,33 ± 2,5
4.3. Connections
Figure : D2AA00FD
57
Channel number Allocation of channels of connector

1 Temperature output signal
2 Supply voltage
3 Earth
4 Pressure output signal
5. Learning /Initialisation
Not applicable.
DESCRIPTION - OPERATION : PARTICULATE FILTER UPSTREAM GAS

D4EA02LQP0
TEMPERATURE SENSOR
1. Description
Figure : B1KA007D
(1) Particulate filter upstream gas temperature sensor.

"a" 2 way brown connector.
Supplier : DENSO CORPORATION.
Resistive sensor with negative temperature coefficient.
58
2. Role
The gas temperature sensor upstream of the particle filter informs the engine ECU of the temperature
of the exhaust gases.
3. Operation
Figure : B1KA009D
"R" Resistance R (In Kohms ).

"T" Coolant temperature (°C).
Minimum value (°C) Temperature (°C) Maximum value (°C) Resistance R (In Kohms )
-50 -40 -30 133,8
-20 -10 0 46,76
-10 0 10 34,49
59
10 20 30 19,86
40 50 60 9,748
90 100 110 3,770
140 150 160 1,802
190 200 210 1,001
240 250 260 0,616
290 300 310 0,412
340 350 360 0,293
390 400 410 0,218
440 450 460 0,168
490 500 510 0,134
540 550 560 0,109
590 600 610 0,090
640 650 660 0,076
690 700 710 0,065
740 750 760 0,056
790 800 810 0,049
840 850 860 0,043
60
Figure : D2AA02XD
"a" 2 way brown connector
1 Information from the particulate filter upstream gas temperature sensor
2 Earth
5. Initialisation / Initialisation
Not applicable.
61
D4EA0359P0 DESCRIPTION - FUNCTION : PROPORTIONAL OXYGEN SENSOR
1. Description
Figure : B1KA00MD
(1) Proportional oxygen sensor.

"a" 6-way brown connector.
make : BOSCH.
2. Role
The proportional oxygen sensor measures the oxygen content of the exhaust gases relative to the
ambient air.
The proportional oxygen sensor determines the oxygen content of the exhaust gas and deduces the
exact richness of the mixture.
62
3. Function
Figure : B1KA00ND
"b" Exhaust gas supply channel.

(2) Electrode.
(3) Pumping cell .
(4) Measuring chamber .
(5) Nernst cell.
(6) Reference cavity .
(7) Heating resistor.
The oxygen contained in the oxygen sensor is drawn into the exhaust gases by a pumping current and
retained in the measuring chamber (4).
The Nernst cell compares the oxygen in the measuring chamber (4) with the oxygen in the reference
cavity (6).
To have an oxygen rate of 1, the oxygen in the measuring chamber (4) must be the same as the
oxygen in the reference cavity (6).
The value of the pumping current is linked with the flow of oxygen originating from the exhaust gas,
necessary in order to regenerate the oxygen in the measuring chamber (4) and have a lambda of 1.
When lambda is higher than 1 in the measuring chamber (4), the pumping current is positive, the
excess oxygen contained in the measuring chamber is taken off to be sent to the exhaust gas.
When lambda is lower than 1 in the measuring chamber (4), the pumping current is negative, the
oxygen which is lacking is taken from the exhaust gas and sent to the measuring chamber .
To have an oxygen rate of 1, the Nernst cell must deliver a voltage of 0,45 V.
63
The electrical output signal that is proportional to the oxygen content is obtained by measuring the
current necessary for the pumping cell to regulate the oxygen content in the measuring chamber.
4.1. Reference values
Figure : D4EA0UID
"A" Pumping current power (MA).

"B" Oxygen rate.
"C" Rich area.
"D" Poor area.
Oxygen rate (λ) 0,65 0,70 0,80 0,90 1,00 1,18 1,43 1,70 2,42 Air
Current (MA) -2,45 -1,99 -1,13 -0,49 -0,010 0,33 0,67 0,94 1,38 2,53
64
4.2. Connections
Figure : D2AA05BD
"a" 6-way brown connector
Channel number Allocation of channels of connector
1 Compensation resistor
2 Pumping current
3 heating (-)
4 Nernst voltage
5 heating (+)
6 Earth
5. Learning/Initialisation
Not applicable.
65
DESCRIPTION - OPERATION : PARTICLE FILTER DIFFERENTIAL PRESSURE
D4EA02JLP0
SENSOR
1. Description
Figure : D4EA0A7D

"c" Pressure take-off upstream of the particle filter.
Supplier : Denso / Sensata.
The sensor is of the piezo-resistive type.
2. Role
The particle filter differential pressure sensor measures the difference in pressure of the exhaust
gases between upstream and downstream of the particle filter.
66
3. Operation
Figure : D4EA0A8D

"c" Pressure take-off upstream of the particle filter.
"d" Piezoresistor sensor (or accelerometer).
"e" Integral electronics.
The sensor is a passive sensor with integral electronics, supplied by the engine ECU (At +5V ).
The piezoresistor sensor receives the pressure upstream of the particle filter on its upper face and the
pressure downstream of the particle filter on its lower face.
The difference between the pressure upstream and the pressure downstream of the particle filter
causes the resistance of the piezoresistor sensor to vary.
Depending on the resistance of the piezoresistor sensor, the integral electronics generates a voltage
that is proportional to the difference between the pressure measured upstream and the pressure
measured downstream of the particle filter.
67
Figure : D4EA0AAD
"U" Output voltage of the particle filter differential pressure sensor.

"dP" Difference in the pressure measured between upstream and downstream of the particle filter.
The output voltage of the particle filter differential pressure sensor is proportional to the difference in
pressure between upstream and downstream of the particle filter.
68
Figure : D4EA0AED
"B" Percentage error.

"T" Ambient temperature in which the sensor is operating. The graph shows the percentage error as a
function of the ambient temperature of the particle filter differential pressure sensor. The least precise
ranges of use (from ± 4 % to ± 2%) are between -30°C and - 15°C, and between + 100°C and +135°C.
The most precise range of use ( ± 2 %) is between -15°C and + 100°C.
Description Value
Exceptional supply voltage 6V
Maximum supply current 20 mA
Range of differential pressure measured 0 ≤ differential pressure

measured ≤ 100 kPa
Maximum pressure admissible without irreversibly damaging the Maximum pressure upstream :
operation of the sensor 220 Kpa
Maximum pressure
downstream : 100 Kpa
Maximum pressure admissible without mechanically destroying the Pressure upstream : 310 Kpa
sensor
Pressure downstream : 110
Kpa
Environmental temperature in use - 30°C ≤ useful temperature ≤

+ 135°C
Environmental temperature not in use - 40°C ≤ storing temperature ≤

+ 145°C
Maximum temperature of exhaust gas entering the sensor 125 °C
Output impedance < to 10 Ohms
69
Figure : D4EA0AGD
Channel No. Allocation of the tracks of the connector
1 Output voltage
2 Earth
3 Supply voltage
Programming is necessary if the part is removed/refitted ; Refer to the documentation : Diagnostic
equipment functions : Programming/initialisation.
70
D4EA026HP0 DESCRIPTION - OPERATION : ENGINE COOLANT TEMPERATURE SENSOR
1. Description
Figure : B1GA0BMD
(1) Engine coolant temperature sensor.

"a" 2 way green connector.
Supplier : ELTH.
The sensor is a resistive, negative temperature coefficient (CTN), sensor.
2. Role
The engine coolant temperature sensor informs the ECU of the temperature of the engine cooling
fluid.
3. Operation
71
4. Specification of the electrical system
Figure : B1GA0BND
"R" Resistance (ohm).

"T" Coolant temperature (°C).
Temperature (°C) Resistance (ohm) Tolerance(s) (ohm)
-30 88500 ± 5301
-25 65200 ± 3592
-20 48535 ± 2494
-15 36475 ± 1747
-10 27665 ± 1225
-5 21160 ± 859
0 16325 ± 610
5 12695 ± 429
72
10 9950 ± 310
15 7855 ± 223
20 6245 ± 162
25 5000 ± 126
30 4028,5 ± 95
35 3266 ± 72
40 2663,5 ± 54
45 2184,5 ± 40
50 1801,5 ± 32
55 1493 ± 25
60 1244 ± 19
70 876 ± 12
80 629 ± 7,1
90 458,9 ± 6,9
100 340 ± 5,8
110 255,6 ± 4,6
120 194,7 ± 3,7
130 150,5 ±3
73
Figure : D2AA00ED
"a" 2 way green connector
1 Information : Coolant temperature sensor
2 Earth
Not applicable.
74
D4EA027TP0 DESCRIPTION - OPERATION : AIR CON FLUID LINEAR PRESSURE SENSOR
1. Description
Figure : D4EA02ZD
(1) Air con fluid linear pressure sensor.

Supplier : SENSATA.
The sensor is of the capacitor type.
2. Role
The aircon fluid linear pressure sensor measures the pressure in the cold loop of the air conditioning
circuit.
75
3. Operation
Figure : D4EA030D
(1) Air con fluid linear pressure sensor.

"b" Electronic stage.
"c" Detection cell.
"d" Moving plate.
"e" Fixed plate.
"P" Pressure measued by the aircon fluid pressure sensor (bars).
The pressure of the fluid in the aircon circuit applied on the moving plate "d" causes a variation in
capacity that is proportional to the pressure on the fixed plate "e".
The electronic stage converts and amplifies the variation of capacity in voltage proportional to the
pressure of the aircon fluid.
76
Figure : D4EA031D
"U" Output voltage (volts).

"P" Air conditioning circuit pressure measured by the linear pressure sensor (bar).
The linear pressure sensor of the air conditioning fluid provides a voltage that is proportional to the air
conditioning circuit pressure.
If the pressure measured is lower than 1bar, the output voltage is 0 V.
Supply current 7 mA
77
Figure : D2AA00MD
Channel n° Allocation of the tracks of the connector
1 Supply voltage
2 Pressure output signal
3 Earth
5. Initialisation
Not applicable.
78
D4EA02AXP0 DESCRIPTION - OPERATION : ENGINE OIL PRESSURE SWITCH
1. Description
Figure : D4EA0AJD
(1) Engine oil pressure switch.

"a" Grey 1 way connector.
Supplier : SYLEA - Bitron.
The engine oil pressure switch is an all-or-nothing switch.
2. Role
The engine oil pressure switch informs the engine ECU that the engine oil pressure is low.
79
3. Operation
Figure : D4EA0AKD
"b" Low engine oil pressure information.

"c" Electrical switch.
"P" Engine oil pressure.
When the engine oil pressure goes below 0,5 ± 0,08 bar :
 The electrical switch "c" closes the circuit between channel 2 and earth
 The engine oil pressure low information is sent to the engine ECU
N.B. : The electrical switch "c" opens when the engine oil pressure reaches 1 bar.
Description Value
Supply voltage 12 V
Maximum supply current 0,8 A
Minimum resistance (Contact open) 100 MOhms
Maximum resistance (Contact closed) 0,1 ohms
80
Figure : D4EA0ALD
"a" Grey 1 way connector
2 Engine oil pressure low information
5. Initialisation/Initialisation
Not applicable.
81
D4EA02JTP0 DESCRIPTION - OPERATION : ENGINE OIL LEVEL SENSOR
1. Description
Figure : D4EA0E9D

Supplier : VALEO.
2. Role
The engine oil level sensor is for measuring the level of engine oil present in the sump.
3. Operation
The engine oil level sensor only operates when the vehicle ignition is switched on, stopping as soon
as the engine is running.
The engine oil level sensor is supplied by a constant current provided by the engine ECU.
The engine oil level sensor provides an output voltage proportional to the level of engine oil that is
present in the sump.
82
Figure : D4EA0EAD

"b" Electrical wire in contact with the oil.
"c" Resistor.
The level of oil causes the resistance of the wire "b" to vary: the higher the oil level, the lower the
resistance, so the output voltage reduces.
Supply current (For a duration of 1,75 ± 0,02s ) 195 ± 2 mA
Resistance at -30 °C 8,5 Ohms
Resistance at +20 °C 10,6 Ohms
Resistance at +160 °C 16 Ohms
83
Figure : D4EA0EBD
Channel n° Allocation of the tracks of the connector
1 Engine oil level signal
2 Not used
3 Earth
Not applicable.
84
D4EA02KNP0 DESCRIPTION - OPERATION : ENGINE SPEED SENSOR
1. Description
Figure : D2AA02CD
(1) Engine speed sensor .

Hall effect sensor.
Supplier : ÉLECTRICFIL.
2. Role
Role of the engine speed sensor :
 To measure the speed of rotation of the engine

 Mark the top dead centre (TDC) on cylinders 1 and 4
3. Operation
The target is composed of 58 (60-2) pairs of magnetic poles distributed on its periphery, two poles
being absent in order to mark the top dead centre of pistons 1 and 4.
85
Figure : D4EA07TD
"b" Detection of the signal.

"c" Magnetic signal.
"d" Magnetic track.
"e" Direction of rotation of the target.
A high status corresponds to a south pole.
The high/low transition coming after the zone of absence of two poles is representative of the top dead
centre (TDC) position.
The passing of the north and south poles of the target in front of the engine speed sensor modifies the
high status and low status engine speed sensor output voltage.
The frequency of the square signals produced by the passing of the poles of the target constitutes the
engine's speed of rotation.
Description Minimum tolerance Nominal value Maximum tolerance
Supply voltage 4,75 V 5V 5,25 V
Supply current 4,7 mA 7 mA 10 mA
Air gap 0,5 mm - 1,5 mm
86
Figure : D2AA02DD
1 5V supply
2 Signal
3 Earth
Not applicable.
87
D4EA02KLP0 DESCRIPTION - OPERATION : CYLINDER REFERENCE SENSOR
1. Description
Figure : D2AA025D
(1) Cylinder reference sensor.

Supplier : CONTINENTAL.
Type : Hall effect sensor.
2. Role
The cylinder reference sensor informs the engine ECU of the position of the camshaft in order to know
which cylinder is in the compression phase.
88
3. Operation
Figure : D4EA0FAD
(1) Cylinder reference sensor.

"b" Ring gear.
"c" Permanent magnet.
"d" Detection cell.
"e" Output signal.
"t" Time.
During which a target is passing in front of the permanent magnet of the cylinder reference sensor :
The output signal is in low status.
During which there is no target in front of the permanent magnet of the cylinder reference sensor: the
output signal is in high status.
Maximum supply current 10 mA
89
Figure : D2AA026D
"a" 3 way grey connector
1 Supply voltage
2 Output signal
3 Earth
Not applicable.
90
5. Description of operation : Actuator
D4EA02LPP0 DESCRIPTION - OPERATION : PRE-HEATER PLUG

1. Description
Figure : B1HA0AVD
(1) Pre-heater plug.

"a" Supply switch.
Supplier : NGK.
2. Role
The pre-heater plugs enable a rapid rise in temperature in the combustion chambers during the
starting and cold-running phases.
The pre-heater plugs are also used for depollution, contributing to the reduction of nitrous oxides and
soots.
3. Operation
The preheater plug is an electric resistor element which heats up when it is supplied.
Regulation of the temperature is by regulation of the electrical supply (Open cycle ratio ).
91
Figure : B1HA0AXD

"a" Supply switch.
"b" Heater element.
92
Figure : B1HA0AZD

"a" Supply switch.
N.B. : The earth is taken directly from the body of the preheater plug.
Description Minimum value Nominal value Maximum value
Supply voltage in preheating (Direct voltage ) - 11 Volts -
Supply voltage in postheating (Open cycle ratio ) - 5 Volts -
Supply current in preheating 26 amps - 36 amps
Supply current in postheating 6 amps - 15 amps
Not applicable.
93
D4EA02LRP0 DESCRIPTION - OPERATION : ELECTRIC DIESEL FUEL HEATER
1. Description
Figure : B1GA0CCD
(1) Electric diesel fuel heater.

"b" Fuel filter outlet / Diesel fuel return to tank.
"c" Fuel filter outlet / High pressure fuel pump.
"d"Fuel inlet into the fuel filter / Fuel tank.
Supplier : FILTRAUTO.
The electric diesel fuel heater is located directly above the diesel fuel filter.
2. Role
The electric heater heats up the diesel fuel upstream of the fuel high pressure pump.
3. Operation
The electrical resistor in the electric diesel fuel heater is operated by the engine ECU in the following
conditions :
 Ignition on
 Engine running
 Air temperature below -2 ± 2°C
 The engine ECU no longer operates the electrical resistor in the electric diesel fuel heater
when the air temperature reaches 3 ± 2°C
94
N.B. : A retention of the supply of the electric diesel fuel heater may be commanded for a few seconds
after the ignition is switched off, depending on the air temperature.
Supply voltage 8 Volts - 16 Volts
Supply current - - 16 amps
Heating power - 150 Watts -
Figure : D2AA02VD
1 12 volts supply
2 Earth
Not applicable.
95
D4EA03HMP0 DESCRIPTION - FUNCTION : FUEL FLOW REGULATION VALVE
1. Description
Figure : B1HA0D4D
(1) Fuel flow regulation valve .

make : BOSCH.
2. Role
The fuel flow regulation valve regulates the quantity of fuel sent to the pumping components of the
high pressure fuel pump.
The regulation of the flow entering the fuel high pressure pump compresses the required quantity of
fuel demanded by the engine ECU.
Role of the fuel flow regulator :
 To reduce overheating of the fuel

 To reduce the amount of power consumed by the fuel high pressure pump
96
3. Function
Figure : D4EA158D

"b" Needle.
"c" Magnetic core.
"d" Fuel to the high pressure stage of the high pressure fuel pump (High pressure fuel circuit).
"e" Internal transfer pump supply.
"f" spring .
"g" Piston.
"h" Electric coil.
When the fuel flow regulation valve is supplied :
 The fuel flow regulator electric coil "h" drives the magnetic core " c " (magnetic force)
 The piston "g" moves
 The connection between the 2 pipes is open
 The inlet to the high pressure stage of the high pressure fuel pump is open
 The fuel is directed to the high pressure stage of the high pressure fuel pump ( as "d")
When the fuel flow regulator is not supplied :
 The piston "g" is retained at the base of its location by means of the spring "f"
 The connection between the 2 pipes is closed
97
N.B. : Le régulateur de débit carburant est fermé lorsqu'il n'est pas alimenté.
Designation Value
Coil resistance 2,6 to 3,15 ohms
The fuel flow regulation valve is supplied by an open cycle ratio (OCR).
Variable voltage control (OCR) :
 Maximum voltage (OCR 100%) = Maximum fuel flow

 Minimum voltage (OCR = 0%) = Minimum fuel flow
Figure : D2AA03KD
Channel No. Allocation of channels of connector
1 12 volts supply
2 control
5. Learning/Initialisation
Not applicable.
98
D4EA032DP0 DESCRIPTION - OPERATION : HIGH PRESSURE FUEL PUMP
1. Description
Figure : D4EA0QWD
(1) High pressure fuel pump.

"a" Cone and key type coupling.
99
Figure : D4EA0QXD

"b" Fuel low pressure pump supply.
"c" Low-pressure fuel outlet.
"d" High pressure fuel outlet.
"e" Transfer pump (pre-supply).
Supplier : BOSCH.
2. Role
Role of the high pressure fuel pump :
 To pump the fuel from the tank (integral transfer pump)

 To supply high pressure fuel
 To supply the diesel injectors through the high-pressure fuel injection common rail
3. Operation
3.1. Transfer pump (pre-supply)
Figure : D4EA0QYD
"A" Fuel inlet.

"B" Fuel outlet to high pressure pump.
"f" High gearing.
"g" Low gearing.
100
Role of the transfer pump :
 To pump fuel into the fuel tank

 To supply the fuel high pressure pump (Compresses the fuel upstream of the fuel flow
regulator )
 Lubrication and cooling of the fuel high pressure pump
The transfer pump is incorporated in the high pressure fuel pump housing.
3.2. Creating the high pressure

The eccentric shaft of the high pressure fuel pump pushes the roller, which moves sideways : The high
pressure is generated in the fixed part of the fuel high pressure pump.
Figure : D4EA0QZD
"C" Suction phase.

"D" Low pressure.
"E" High pressure.
"h" Suction valve.
"j" Plunger piston.
"k" Spring.
"l" Push button.
"m" Cam.
"n" Outlet valve.
Suction phase :
101
 The fuel coming from the transfer pump "e" via the fuel flow regulation valve "2" is drawn in
through the suction valve "h"
 The fuel penetrates into the body of the pumping element
 The plunger piston "j" descends
 The roller encounters the attack face of the cam : The pressure suddenly increases inside the
body of the pumping element
 The pressure inside the body of the pumping element becomes greater than the transfer
pressure : The suction valve of the high pressure pump compression chamber closes the duct
Figure : D4EA0R0D
"F" Delivery phase.

"D" Low pressure.
"E" High pressure.
"h" Suction valve.
"j" Plunger piston.
"k" Spring.
"l" Push button.
"m" Cam.
"n" Outlet valve.
102
Delivery phase :
 When the cam "m" rotates, the pushrod "l" rises and pushes the plunger "j"
 The roller encounters the attack face of the cam : The pressure suddenly increases inside the
body of the pumping element
 The output valve of the compression chamber is subject to the pressure coming from the high
pressure fuel injection common rail on its external face and to the transfer pressure on its
internal face
 The pressure inside the body of the pumping element becomes greater than the pressure
coming from the fuel high pressure common injection rail : The output valve of the
compression chamber of the high-pressure pump opens
 The fuel is delivered to the high pressure pump compression chamber outlet valve
4. Data
Figure : D4EA0R1D
"G" Normal operation.

"H" Extreme operation.
"P" Pressure (bars).
"J" Rotation speed of the high pressure fuel pump.
103
Operating pressures 230 1600 1700 (For 1 hour maximum )
Starting pressure 120 - 300
Not applicable.
D4EA0346P0 DESCRIPTION - OPERATION : DIESEL INJECTORS

1. Description
Figure : B1HA0F7D
(1) Diesel injector.

"b" Fuel return.
"c" Fuel supply.
"d" Diesel injector specification label.
Supplier : BOSCH.
The diesel injectors consist of 2 parts :
104
 An electrical control part
 A fuel spraying part
The diesel injectors have 7 symmetrical jet holes, for optimising the air/fuel mix.
The diesel injectors are connected together by the fuel return circuit.
A hex code on the diesel injector specification label indicates the classification of the injector.
This hex code indicates how the manufacture of the diesel injector differs from that of a standard
diesel injector.
Each diesel injector is commanded by the engine ECU in response to this differentiation.
2. ROLE
The diesel injectors inject the amount of fuel required for the engine to operate.
3. Operation
Figure : B1HA0F8D
"b" Fuel return.

"c" Fuel supply.
"e" Valve.
"f" Ignition coil.
"g" Diesel injector needle.
"h" Pressure chamber.
"j" Diesel injector needle spring.
"k" Control piston.
"l" Spring of the control piston.
105
Figure : B1HA0F9D
"A" Diesel injector closed :There is no injection of fuel.

"C" Fuel supply (High pressure).
"D" Fuel return (Low pressure).
"e" Valve.
"k" Control piston.
"m" Control chamber.
"n" Fuel delivery pipe.
106
Figure : B1HA0FAD
"B" Diesel injector open : Discharge of diesel fuel.

"C" Fuel supply (High pressure).
"D" Fuel return (Low pressure).
"e" Valve.
"k" Control piston.
"m" Control chamber.
"n" Fuel delivery pipe.
3.1. Diesel injector at rest

The valve is closed.
The control chamber is subjected to the pressure coming from the fuel high pressure common
injection rail.
The pressure contained in the control chamber aided by the needle spring creates a force that keeps
the needle firmly held on its seating : There is no injection of fuel.
3.2. Control of the coil working the valve
When the coil is energised, the valve lifts and begins the communication of the internal holes of the
diesel injector.
The fuel contained in the control chamber is evacuated through the discharge hole.
For as long as the force applied above the needle is greater than the force applied under the needle,
the needle remains held on its seating : There is no injection.
107
3.3. Start of injection
Once the force applied above the needle becomes less than the force applied under the needle, so
the needle lifts and injection commences.
The diesel injector needle remains lifted during the valve opening phase.
The diesel injector is supplied, and the passage of fuel through its supply hole causes a loss of the
charge which depends on the pressure in the fuel high pressure common injection rail.
While the pressure in the fuel high pressure common injection rail is at maximum, the loss of charge
exceeds 100 bars : The pressure applied on the needle cone (injection pressure) is then less than the
pressure coming from the high pressure common injection rail.
3.4. End of injection
The coil is no longer energised, the communication holes are no longer in phase, the control chamber
fills via the filler hole.
When the pressure in the control chamber aided by the force of the spring becomes greater than the
pressure applied on the needle cone, the needle falls back onto its seat, the injection stops.
Description Value
Control voltage 40 V
Initial current 17 to 19 A
Air vent (Number of holes) 7
108
Figure : B1HA0D9D
1 + signal
2 - signal
Programming is necessary if the part is removed/refitted.
N.B. : Refer to the diagnostic tools documentation : Programming/initialisation
109
D4EA03AJP0 DESCRIPTION - FUNCTION : DIESEL FUEL ADDITIVE PUMP
1. Description
Figure : B1HA0FWD
(1) Diesel fuel additive pump.

"A" Outlet to fuel additive injection valve.
"B" Inlet to diesel fuel additive pump.
make : MGI.
The diesel fuel additive pump is submerged inside the fuel additive reservoir.
2. Role
The fuel additive pump injects a precise quantity of additive under pressure into the fuel additive circuit
each time the fuel tank is refilled according to the volume of fuel added.
110
3. Function
3.1. Suction phase
Figure : B1HA0FXD

"C" Low pressure .
"b" gear.
"c" Shaft.
"d" Anti-return valve.
"e" Assembly : Cam / Piston.
"f" Bearing ball.
The fuel additive pump is a positive displacement metering pump.
The fuel additive pump receives a request for additive, with the total volume being divided into one or
more individual request volumes that cannot exceed 1265 mm3.
An electric motor drives the pinion "b".
The pinion "b" drives the shaft "c".
The shaft "c" drives the cam/piston assembly "e".
The shaft "c" has a port to connect either the additive outlet or the additive inlet with the piston
chamber.
The cam/piston assembly "e" converts the rotational movement of the shaft "c" to a translational
movement, exerting pressure on the ball "f".
During this phase, the cam/piston assembly "e" slides up in the shaft "c", so the additive is delivered.
The non-return valve "d" allows the additive to circulate towards "A"; this is the delivery phase.
111
3.2. Delivery phase
Figure : B1HA0FYD
"A" Outlet to fuel additive injection valve.

"C" Low pressure .
"D" High pressure .
"b" gear.
"c" Shaft.
"d" Anti-return valve.
"e" Assembly : Cam / Piston.
"f" Bearing ball.
The fuel additive pump is a positive displacement metering pump.
The fuel additive pump receives a request for additive, with the total volume being divided into one or
more individual request volumes that cannot exceed 1265 mm3.
An electric motor drives the pinion "b".
The pinion "b" drives the shaft "c".
The shaft "c" drives the cam/piston assembly "e".
The shaft "c" has a port to connect either the additive outlet or the additive inlet with the piston
chamber.
The cam/piston assembly "e" converts the rotational movement of the shaft "c" to a translational
movement, exerting pressure on the ball "f".
During this phase, the cam/piston assembly "e" slides up in the shaft "c", so the additive is delivered.
The non-return valve "d" allows the additive to circulate towards "A"; this is the delivery phase.
112
Designation Minimum Nominal Maximum Unit

tolerance value tolerance
Supply voltage - 12 - Volts
Operating temperature - 30 - 80 °C
Electric motor supply voltage 10,5 - 16 Volts
Nominal current of the motor at 85° - 2 - amps

C
Operating current (Current of the - 15 - milliamps

motor not included)
Figure : D2AA02ZD
113

1 Battery + supply
2 LIN
3 Earth
Programming is necessary if the part is removed/refitted ; Refer to the documentation : Diagnostic
equipment functions : Programming/initialisation.
DESCRIPTION - OPERATION : FIXED GEOMETRY TURBOCHARGER (WITH

D4EA031TP0
POSITION COPY SENSOR)
1. Description
Figure : D4EA0RED
(1) Fixed geometry turbocharger.

"a" Compressor inlet .
"b" Compressor outlet .
"c" Exhaust gas outlet.
"d" Exhaust gas inlet.
114
"e" Turbo pressure regulator valve control rod.
"f" Turbo pressure regulator valve control vacuum capsule.
"g" 3-way black connector (Position repeat sensor ).
Supplier : MITSUBISHI.
2. Role
The fixed geometry turbocharger provides air turbo for the engine.
The repeat sensor indicates the position of the turbo pressure regulator valve to the engine ECU.
3. Operation
The engine is turbocharged by a fixed geometry turbocharger regulated by the engine ECU through
the intermediary of a regulated electrovalve.
The turbo pressure regulator valve position repeat sensor consists of a potentiometer situated on the
control vacuum capsule of the turbocharger.
The turbocharger position repeat sensor indicates precisely the exact position of the exhaust turbine
regulator valve.
Figure : D4EA0RFD
"A" Exhaust gas.

"B" Air inlet.
"a" Compressor inlet .
"b" Compressor outlet .
"c" Exhaust gas outlet.
"d" Exhaust gas inlet.
"e" Turbo pressure regulator valve control rod.
115
"f" Turbo pressure regulator valve control vacuum capsule.
"g" 3-way black connector (Position repeat sensor ).
"h" Boost pressure waste gate.
"j" Turbine discharge chamber.
"k" Inlet air compressor.
"l" Exhaust gas turbine.
The turbocharger is made of two separate chambers :
 A chamber connected to the engine exhaust function

 A chamber connected to the engine inlet function
The exhaust turbine "l" and the inlet air compressor "k" are joined together by a shaft.
The exhaust turbine "l", sent into action by the exhaust gases "A", drives the inlet air compressor "k"
which compresses the incoming air "B".
The control vacuum capsule "f" changes the position of the regulator valve "h" through the
intermediary of the control rod "e".
The opening of the regulator valve "h" reduces the speed of rotation of the exhaust turbine "l".
The reduction in the speed of rotation of the exhaust turbine "l" in turn reduces the speed of rotation of
the inlet air compressor "k" and consequently the turbo pressure of the incoming air "b".
The regulation of the boost pressure is progressive and is managed by the engine management ECU.
The control rod "e" moves a maximum of 6 ± 1,1 mm.
Movement of the turbo regulator Vacuum value of the control vacuum capsule of the turbo
valve rod (Mm) pressure regulator valve (MBar)
1 159
4 110
N.B. : La soupape régulatrice de pression de suralimentation est en position ouverte lorsque

l'électrovanne ne commande pas la biellette de commande du dispositif de régulation de pression du
turbocompresseur à géométrie fixe.
CAUTION : Before stopping the engine, wait for the engine speed to drop to idle; failure to comply with
this condition will entail the destruction of the turbocharger over time (Lack of lubrication).
116
4.1. Data (Position repeat sensor )
Figure : D4EA0RGD
"C" Output voltage of the repeat sensor (V).

"D" Movement of the control rod (Mm).
"E" Diagnosis zone 1.
"F" Diagnosis zone 2.
Description Nominal value
Supply voltage 5V
Resistance between channel 2 and channel 3 5 kohms
117
4.2. Connector (Position repeat sensor )
Figure : D4EA0RHD
"g" 3-way black connector (Position repeat sensor )
1 Signal
2 Earth
3 5 volts supply
118
D4EA02VMP0 DESCRIPTION - OPERATION : PROPORTIONAL ELECTROVALVE
1. Description
Figure : D4EA05CD
(1) Proportional electrovalve.

"a" Vacuum inlet.
"b" Vacuum outlet.
"c" Air vent.
"d" 2-way black connector.
Supplier : BITRON.
The solenoid valve is a solenoid valve that is normally closed.
2. Role
The solenoid valve regulates and limits the control vacuum entering a pneumatic actuator, by means
of the vehicle's vacuum circuit.
3. Operation
The solenoid control is an OCR (Opening Cyclical Ratio) type control.
The proportional electrovalve controlled by an OCR voltage is connected to the following components :
 Atmospheric pressure
 Vacuum supplied by the vacuum pump
 Pneumatic control actuator
119
Figure : D4EA05DD
"A" Coil supplied.

"B" Coil not supplied.
"a" Vacuum inlet.
"b" Vacuum outlet.
"c" Air vent.
"e" Needle.
"f" Mobile core.
"g" Needle seating.
"h" Control direction.
"j" Coil.
In rest position, the vacuum outlet is linked to the air vent.
When the coil is being supplied by the OCR voltage, the needle closes the air vent to a greater or
lesser extent.
When the needle is completely blocking the air vent, the vacuum outlet is linked directly to the vacuum
inlet.
The pressure supplied by the electrovalve is included between the atmospheric pressure and the
vacuum pump vacuum.
120
Figure : D4EA05ED
"C" Open cycle ratio (OCR) control (%).

"P" Control vacuum (mbar).
"k" Maximum vacuum (mbar).
"l" Minimum vacuum (mbar).
RCO control (%) Minimum control Maximum control

vacuum (mbar) vacuum (mbar)
0 0 50
10 10 80
20 20 120
30 80 200
95 650 780
100 700 850
121
Description Minimum tolerance Nominal value Maximum Unit
tolerance
Supply voltage 10,5 13,5 16 V
Supply current (If U alim = 16 V - - 2,2 A

and the OCR control = 100 %)
Control frequency 245 250 255 Hz
Resistance at 23 °C 14,4 16 17,6 Ohms
Figure : D2AA015D
"d" 2-way black connector
Channel Allocation of the tracks of the connector
1 Air and fuel supply
2 Open cycle ratio (OCR) control
5. Initialisation/Initialisation
Not applicable.
122
DESCRIPTION - OPERATION : INLET AIR MIXER UNIT WITH POSITION
D4EA02TPP0
REPEAT SENSOR
1. Description
Figure : D4EA0LCD
(1) Inlet air mixer unit with position repeat sensor.

Supplier : DELPHI.
The position repeat sensor is a Hall effect sensor.
2. Role
Role of the inlet air mixer unit with position repeat sensor :
 To monitor the inlet pressure so as to optimise the exhaust gas recycling (EGR) rate
 To prevent air from passing into the inlet circuit when the engine is switched off (cut-off
function)
123
3. Operation
Figure : D4EA0LDD
"b" Actuator of the inlet air unit with position repeat sensor.
"c" Butterfly.
The inlet air mixer unit actuator "b" receives a position reference value from the engine management
ECU.
The electric motor controls the butterfly "c".
The inlet air mixer unit actuator "b" receives a position reference value from the engine management
ECU.
124
Figure : D4EA0LED
"A" Output voltage (volts).

"B" Exclusion flap position ( 0% = Open ; 100% = Closed ).
"d" Voltage : Maximum value ( 4,35 V ).
"e" Diagnosis zone 2.
"f" ± 0,25 V.
"g" Diagnosis zone 1.
"h" Voltage : Lower limit ( 0,65 V ).
Description Minimum tolerance Nominal value Maximum tolerance Unit
Supply voltage 4,75 5 5,25 V
Supply current 0,5 8 10 mA
125
Figure : D2AA052D
"a" Grey 5 way connector
1 Control by electric motor +
2 Control by electric motor -
3 Earth
4 Output signal
5 5V supply
126
DESCRIPTION - OPERATION : ELECTRICALLY-CONTROLLED EXHAUST GAS
D4EA02MWP0
RECYCLING MODULE (WITH POSITION COPY SENSOR )
N.B. : EGR : Exhaust gas recycling.
1. Description
Figure : B1KA00DD
(1) Electrically-controlled exhaust gas recycling module (With integral position copy sensor ).
"a" Exhaust gas inlet.
"b" 5 way blue connector (Electrically-controlled exhaust gas recycling valve ).
"c" 3 way blue connector (Position copy sensor for the EGR heat exchanger by-pass flap ).
"d" Exhaust gas outlet.
"e" Water entry.
"f" Control capsule (By-pass flap with integral position copy sensor ).
"g"Water outlet.
Supplier : PIERBURG.
2. Role
Role of the exhaust gas recycling module (E.G.R) (With integral position copy sensor ) :
 Allowing the intake of a specific quantity of recycled exhaust gas into the air supply circuit
 Cooling or otherwise of the recycled exhaust gases
127
3. Operation
3.1. Exhaust gas recycling valve closed
Figure : B1KA00ED
(2) Barrel : Exhaust gas recycling valve (EGR).
(3) Exhaust gas recirculation heat exchanger .
"h" Engine.
"j" Eccentric shaft .
"k" Valve : Exhaust gas recycling valve (EGR).
"l" By-pass flap /Exhaust gas recirculation heat exchanger .
Exhaust gas recycling valve closed : No recirculation of the exhaust gas.
128
3.2. Exhaust gas recycling valve open - By-pass flap /EGR heat exchanger closed
(By-pass position )
Figure : B1KA00FP
(2) Barrel : Exhaust gas recycling valve.
"h" Engine.
"k" Valve : Exhaust gas recycling valve.
The motor of the EGR valve is controlled by an open cycle ratio (OCR) signal : Opening of the EGR
valve is proportional.
129
Exhaust gas recycling valve open : Exhaust gas recycling.
By-pass flap /EGR heat exchanger closed :
 The recycled exhaust gases do not pass through the exchanger

 The recycled exhaust gases pass are not cooled
The EGR heat exchanger/by-pass flap has only two positions (Open - Closed ).
3.3. Exhaust gas recycling valve open - By-pass flap /EGR heat exchanger open
(Exchanger position )
Figure : B1KA00GP
(2) Barrel : Exhaust gas recycling valve.
130
"h" Engine.
"k" Valve : Exhaust gas recycling valve.
Exhaust gas recycling valve open : Exhaust gas recycling.
EGR heat exchanger open :
 The recycled exhaust gases pass through the EGR heat exchanger
 The recycled exhaust gases are cooled
Description Minimum Nominal Maximum

Electric motor supply voltage 10,5 V 13,5 V 16 V
Motor resistance 2,04 ohms 2,40 ohms 2,76 ohms
Supply voltage of the EGR valve sensor 4,75 V 5V 5,25 V
Range for signal in closed position, of the EGR valve 0,95 V 1V 1,05 V
position copy sensor
Range for signal in open position, of the EGR valve 3,95 V 4V 4,05 V
position copy sensor
Supply voltage of the by-pass sensor /Exhaust gas 4,75 V 5V 5,25 V

recirculation heat exchanger
Range for signal in exchanger position, of the by-pass Greater than - Less than 1,5
sensor /Exhaust gas recirculation heat exchanger 0,5 V V
Range for signal in by-pass position, of the by-pass Greater than - Less than 4,5
sensor /Exhaust gas recirculation heat exchanger 3,5 V V
131
4.1. Signal from the EGR valve position copy sensor
Figure : B1KA00HD
"A" Diagnosis zone .
"B" Valve open.
"C" Valve closed.
"U" Voltage ofthe signal in volts.
"P" Position of the valve (%).
132
4.2. Control signal of the EGR valve
Figure : B1KA00ID
"P" Opening of the valve (mm).
"R" RCO control (%).
N.B. : OCR = Open Cycle Ratio.
4.3. Signal from the by-pass flap position copy sensor /Exhaust gas recirculation heat
exchanger
Figure : B1KA00JD
133
"A" Diagnosis zone .
"D" By-pass mode.
"E" Exchanger mode.
"U" Voltage ofthe signal in volts.
"P" Position of the valve (%).
4.4. Connecter : Exhaust gas recycling valve
Figure : D2AA03FD
"b" 5 way blue connector

1 Supply of the sensor +5V
2 Engine fuel system -
3 Earth
4 Engine fuel system +
5 Sensor signal
134
4.5. By-pass connector /Exhaust gas recirculation heat exchanger
Figure : D2AA03GD
"c" 3 way blue connector

1 Signal
2 Earth
3 Supply +5V
135
DESCRIPTION - OPERATION : EXHAUST GAS RECYCLING EXCHANGER BY-
D4EA02UPP0
PASS ALL-OR-NOTHING SOLENOID VALVE
1. Description
Figure : D4EA0MID
(1) Exhaust gas recycling exchanger by-pass all-or-nothing solenoid valve :
 "a" Venting
 "b" 2-way black connector
 "c" Vacuum outlet
 "d" Vacuum inlet
Supplier : BITRON.
2. Role
The solenoid valve regulates and limits the control vacuum entering a pneumatic actuator, by means
of the vehicle's vacuum circuit.
3. Operation
Fixed cycle ratio control RCF.
The all-or-nothing solenoid valve, under fixed cycle ratio voltage, relates to the following elements :
 Atmospheric pressure (Venting )

 Vacuum supplied by the vacuum pump (Input )
 Pneumatic control actuator
136
Figure : D4EA08MD
"A" Coil supplied.

"B" Coil not supplied (Rest position ).
"a" Venting.
"c" Vacuum outlet.
"d" Vacuum inlet.
"e" Needle seating.
"f" Mobile core.
"g" Control direction.
"h" Coil.
"A" When the coil is supplied with fixed cycle ratio type voltage :
 The needle seating "e" closes off the air vent "a"
 The vacuum outlet "c" is linked directly to the vacuum inlet "d"
"B" In idle position : The vacuum outlet "c" is linked to the air vent "a".
137
Figure : D4EA0MKD
"E" Status :
 0 = Closed
 1 = Open
"P" Control vacuum ( mbar ).

"U" Control voltage (Fixed cycle ratio control (RCF) (Volts ).
"j" Closing voltage = 1 V.
"k" Opening voltage = 8 V.
"l" Difference in pressure between the vacuum inlet and outlet greater than 700 mbar.
"m" Difference in pressure between the vacuum inlet and outlet less than 10 mbar.
The solenoid valve opens when the fixed cycle ratio control voltage is above 8 V, and closes when the
fixed cycle ratio control voltage returns below 1 V.
138
Description Minimum Nominal Maximum Units
Supply voltage (supply U) 10,5 13,6 16 V
Supply current (If Ualim = 16V ; - - 0,9 A

Ambient temperature 23°C )
Resistance at 23 °C 18 20 22 Ohms
Figure : D4EA08OD
"b" 2-way black connector

1 Air and fuel supply
2 Fixed cycle ratio control (RCF)
Not applicable.
139
D4EA02TXP0 DESCRIPTION - OPERATION : OIL PUMP
1. Description
Figure : B1FA01BD
"A" Oil outlet.

"B" Oil inlet.
(1) Oil pump.
(2) Oil suction strainer.
2. Role
The oil pump provides a constant oil pressure inside the engine.
140
3. Operation
Figure : B1FA01CD
"A" Oil outlet.

"B" Oil inlet.
"a" Gear wheel.
"b" Overpressure valve return spring.
The rotation of the gear pressurises the oil.
When the pressure delivered by the pump is too great, the pressure release valve opens.
4. Data
Pressure regulation threshold 8 Bar
Not applicable.
141
D4EA02MVP0 DESCRIPTION - FUNCTION : PARTICLE FILTER
1. Description
Figure : B1JA00ND
(1) Particle filter .

"a" Exhaust gas inlet (after the catalytic converter).
"b" Exhaust gas outlet.
make : FAURECIA.
The particle filter is a porous structure of silicon carbide including channels arranged so as to force the
exhaust gases to pass through the walls.
Components retained in the particle filter :
 Carbon particles
 Cerine
 Deposits from the engine oil and engine wear
2. Role
The particle filter traps carbon particles as the exhaust gases pass through.
142
3. Function
Figure : B1JA00OD

"c" Outlet channels.
"d" Inlet channels.
The particle emission filter is made up of entry channels closed at their end, which forces the exhaust
gas to go through the walls of the channels. These work as a filter and retain the particles.
Essentially consisting of carbon and hydrocarbons, these particles on the particle filter burn in the
presence of oxygen at a temperature of 550°C (natural regeneration or with the assistance of post
injection).
The use of cerine makes it possible to lower the combustion temperature of the particles to 450°C
(Temperature of the exhaust gas at the outlet from the catalytic converter during the regeneration
phase ).
Cerine is an inorganic material which does not burn and is retained in the particle filter in the form of a
solid deposit.
N.B. : The accumulation of particles whilst the engine is operating leads to the progressive clogging up
of the particle filter.
Not applicable.
Programming is necessary if the component is replaced (Refer to the diagnostic).
143
DESCRIPTION - OPERATION : ELECTRIC HEATER FOR OIL VAPOUR
D4EA02MFP0
RECYCLING (BLOW-BY)
1. Description
Figure : B1KA00AD
(1) Electric heater for oil vapour recycling (Blow-by).

"b" Inlet for the recycled oil vapours (Blow-by) coming from the oil decanter.
"c" Outlet for the recycled oil vapours (Blow-by) going towards the inlet.
Supplier : HUTCHINSON .
2. Role
The electric heater reheats the recycled oil vapours coming from the oil decanter in order to prevent
the ducts from becoming clogged in very cold weather.
The cold causes the water normally present in the oil vapours to form an ice deposit blocking the
passage of the gases into the cylinder block, which can then entail the engine breaking up due to the
build-up of pressure in the sump.
3. Operation
The electrical resistor in the electric heater for oil vapour recycling is operated by the engine ECU in
the following conditions :
 Ignition on
 Engine running
 Outside air temperature below -2 ± 2°C
144
 The engine ECU no longer operates the electrical resistor in the electric diesel fuel heater
when the air temperature reaches + 3 ± 2°C
N.B. : A retention of the supply of the electric diesel fuel heater may be commanded for a few seconds
after the ignition is switched off, depending on the air temperature.
Figure : B1KA00BD
"R"Resistance (ohm).
"T" Temperature (°C).
Supply voltage 8V 13,6 V 16 V
Power - - 2 A (At 13,6 V )
145
Figure : D2AA03CD
1 12V supply
2 Earth
Not applicable.
146
D4EA02P4P0 DESCRIPTION - OPERATION : VACUUM PUMP
1. Description
Figure : B3FA04PD
(1) Vacuum pump.

"a" Outlet to the vacuum reserve for electrovalves.
Supplier : BOSCH.
2. Role
The vacuum pump supplies the vacuum required to control the following components :
 Control electrovalve for the EGR heat exchanger by-pass

 Proportional electrovalve controlling the variable resistance turbocharger
 Exhaust heat saver electrovalve (*)
 Brake servo
(*) According to model.
147
3. Operation
Figure : B3FA04QD
(1) Vacuum pump.

"c" Vacuum pump lubrication.
"d" Flexible coupling.
The vacuum pump is a vane pump driven directly at the end of the camshaft.
148
Figure : B3FA04RD
(1) Vacuum pump.

"a" Outlet to the vacuum reserve for electrovalves.
"e" Moving plate.
"f" Venting.
The rotation of the moving plate creates a vacuum in the vacuum pump.
Not applicable.
Not applicable.
6. Description of operation : Passive elements
D4EA02QPP0 DESCRIPTION - OPERATION : FUEL FILTER

1. Description
Figure : D4EA0GOD
(1) Fuel filter.

"a" Intake of fuel from the tank .
"b" Manual priming pump.
"c" Fuel filter outlet (Diesel fuel return to tank ).
149
"d" Water decanting outlet.
"e" Fuel filter outlet to the high pressure fuel pump.
2. Role
Role of the fuel filter :
 To filter the fuel

 To decant the water
 To heat the fuel
N.B. : Fuel heater function incorporated in the fuel filter.
3. Operation
The fuel enters the fuel filter.
The fuel is filtered by filtering element.
The water contained in the fuel is decanted and stored in the water collector of the fuel filter.
Not applicable.
Not applicable.
150
DESCRIPTION - OPERATION : FUEL HIGH PRESSURE COMMON INJECTION
D4EA02LYP0
RAIL
1. Description
Figure : B1HA0CDD
(1) Fuel high pressure common injection rail.

"a" Fuel high pressure sensor.
"b" Fuel outlets to the diesel injectors.
"c" Fuel inlet coming from the high pressure pump.
2. Role
Role of the high pressure fuel common injection rail :
 To store the amount of fuel required by the engine regardless of the operating phase
 To damp the pulses created by injections
 To link the components of the fuel high pressure circuit
Components connected to the fuel high pressure common injection rail :
 High pressure fuel supply pipe

 Diesel injector supply pipes
 Fuel high pressure sensor
151
3. Operation
The fuel high pressure common injection rail is supplied at "c" by the fuel high pressure pump, then it
redirects the diesel fuel to the diesel injectors at "b".
4. Data
Continuous maximum pressure Peak maximum pressure Accidental pressure Unit
1650 1850 2500 Bar
Not applicable.
D4EA02UZP0 DESCRIPTION - OPERATION : DIESEL FUEL COOLER

1. Description
Figure : B1HA0EAD
(1) Diesel fuel cooler.

"a" Diesel fuel inlet.
"b" Diesel fuel return to tank.
2. Role
The diesel fuel cooler cools the fuel heated by the fuel high pressure pump, as it returns to the fuel
tank.
152
3. Operation
Figure : B1HA0EBD
"A" Hot fuel.

"B" Cooled fuel.
"a" Diesel fuel inlet.
"b" Diesel fuel return to tank.
The fuel cooler is fixed underneath the vehicle.
The walls of the diesel fuel cooler are cooled by contact with the outside air.
The diesel fuel is cooled by being in contact with the walls of the diesel fuel cooler.
Not applicable.
Not applicable.
153
D4EA02V8P0 DESCRIPTION - FUNCTION : TURBOCHARGER AIR COOLER
1. Description
Figure : B1HA0EDD
(1) Turbocharger air cooler.

"a" Turbocharger air inlet.
"b" Turbocharger air outlet.
2. Role
The turbocharger air cooler cools the air entering the cylinders, to increase the density of air in the
cylinders.
Due to the increase of the air density, the motor's performances increase.
154
3. Function
Figure : B1HA0EED
"A" Fresh air.

"B" Hot air.
"a" Turbocharger air inlet.
"b" Turbocharger air outlet.
The walls of the turbocharger air cooler are cooled by contact with the outside air coming from the
front of the vehicle.
The turbocharged air is cooled by being in contact with the walls of the turbocharger air cooler.
Not applicable.
Not applicable.
155
D4EA02MUP0 DESCRIPTION - FUNCTION : CATALYTIC CONVERTER
1. Description
Figure : B1JA00PD

make : FAURECIA.
Composition of the cat converter :
 A stainless steel casing

 A thermic insulator
 A ceramic honeycomb core impregnated with precious metals
2. Role
The purpose of the 2-way catalytic converter is to transform, by oxidation, the carbon monoxide (CO)
and the unburnt hydrocarbons (HC) into water (H2O) and carbon dioxide (CO2).
The second role of the catalytic converter is to permit an increase in the temperature of the exhaust
gas, by post-combustion of the unburnt hydrocarbons (HC) resulting from the post-injection.
156
3. Function
Figure : B1JA00QD

"c" honeycomb ceramic block.
"d" Precious metals.
The carbon monoxide (CO) and the unburnt hydrocarbons (HC) are transformed by a chemical
reaction caused by the catalytic converter.
Temperatures of the exhaust gases entering the cat converter :
 Approximately 150°C (Without regeneration )

 Approximately 350°C (With regeneration )
During the regeneration phase, the catalytic converter burns the fuel resulting from the post-injection
at the catalytic converter and allows the exhaust gas to reach 450°C.
4. Data
Not applicable.
Not applicable.
157
D4EA02MVP0 DESCRIPTION - FUNCTION : PARTICLE FILTER
1. Description
Figure : B1JA00ND
(1) Particle filter .

make : FAURECIA.
The particle filter is a porous structure of silicon carbide including channels arranged so as to force the
exhaust gases to pass through the walls.
Components retained in the particle filter :
 Carbon particles
 Cerine
 Deposits from the engine oil and engine wear
2. Role
The particle filter traps carbon particles as the exhaust gases pass through.
158
3. Function
Figure : B1JA00OD

"c" Outlet channels.
"d" Inlet channels.
The particle emission filter is made up of entry channels closed at their end, which forces the exhaust
gas to go through the walls of the channels. These work as a filter and retain the particles.
Essentially consisting of carbon and hydrocarbons, these particles on the particle filter burn in the
presence of oxygen at a temperature of 550°C (natural regeneration or with the assistance of post
injection).
The use of cerine makes it possible to lower the combustion temperature of the particles to 450°C
(Temperature of the exhaust gas at the outlet from the catalytic converter during the regeneration
phase ).
Cerine is an inorganic material which does not burn and is retained in the particle filter in the form of a
solid deposit.
N.B. : The accumulation of particles whilst the engine is operating leads to the progressive clogging up
of the particle filter.
4. Electrical features Not applicable.

Programming is necessary if the component is replaced (Refer to the diagnostic).
159
7. Description of operation : Computer
D4EA02MGP0 DESCRIPTION - OPERATION : PRE-POST HEAT BOX

1. Description
Figure : B1HA0CTD
(1) Pre-post heat box .

Supplier : MAGNA.
2. Role
The pre-postheating control unit manages the functioning of the preheater plugs in the following
phases :
 Starting and operating from cold

 Emission standard
Voltage for functioning range 6 Volts - 16 Volts
160
Figure : D2AA03BD
1 Glow plug 3
2 Glow plug 1
3 Diagnosis
4 Battery positive
5 Earth
6 Glow plug 4
7 Glow plug 2
8 Control
Not applicable.
161
D4EA02YEP0 DESCRIPTION - FUNCTION : ENGINE ECU (BOSCH EDC17)
1. Description
Figure : D4EA0OYD
(1) Engine ECU .

"a" 53-way black connector (CH).
"b" 53-way brown connector (CMI).
"c" 48-way grey connector (CME).
make : BOSCH.
2. Role
The engine management ECU manages the entire injection system.
The engine management ECU software incorporates :
 Check functionalities of injection and pollution control

 Driving improvement strategies
 Engine immobiliser function
 Emergency strategies
 Fan unit and warning lamp operating management (*)
 The diagnostic with memorisation of failures
 The cruise control and speed limiter function (*)
(*) According to specification.

The engine management ECU electrically controls the following components :
162
 Diesel injectors
 Fuel flow regulator
 Control electrovalve for the EGR heat exchanger by-pass (EGR)
 Turbocharger solenoid valve
 Exhaust heat saver electrovalve (RTE) (*)
 Pre and post-heating control unit
 Diesel fuel heater
 "Blow-by" heaters (*)
 Exhaust gas recycling valve
(*) According to specification.

The atmospheric pressure sensor cannot be separated from the engine ECU .
The engine management ECU has 2 power stages which are able to supply the very high control
current necessary for the operation of the diesel injectors.
3.1. 53-way black connector (CH)
Figure : D4EA09PD
"a" 53-way black connector (CH)

1 Engine ECU power supply input
2 Engine ECU supply input
163
3 Earth
4 Earth
5 Engine ECU supply input

7 Additional heating control signal 1
8 Not used
9 Not used
10 Engine running information
11 Power relay control output
12 Cooling fan control output 2
13 Cooling fan control output 1

14 Not used
15 Not used
16 Additional heating control signal 2

17 Not used
19 Remote-controlled wake-up line (RCD)
20 Not used
21 (*) Supply of the air conditioning fluid pressure sensor ( + 5 volts)
22 Brake pedal secondary switch signal input
23 Not used
24 Not used
25 Not used
26 Cooling fan diagnostic information
27 Starter motor control output

28 Main relay control output
29 Not used
31 Not used
32 Not used
33 (*) Aircon fluid pressure sensor signal input

34 Input : Accelerator pedal position sensor signal n° 2
35 Input : Accelerator pedal position sensor signal n° 1

36 Accelerator pedal tight spot switch signal input
37 LIN 1
164
38 Not used
39 Clutch switch signal input

40 Intersystem CAN High
41 Not used
42 Not used
43 Not used
44 Earth of the accelerator pedal position sensor 2

45 (*) Refrigerant pressure sensor earth
46 Supply of the accelerator pedal position sensor ( + 5 V )
47 Earth of the accelerator pedal position sensor 1
48 Not used
49 Not used
50 Not used
51 Not used
52 Intersystem CAN Low
53 Earth
(*) According to version
3.2. 53-way brown connector (CMI)
Figure : D4EA09QD
165
"b" 53-way brown connector (CMI)
1 Turbocharging air cooler bypass motor control (Not used )
2 control - Fuel pump
3 control : Heating of the proportional oxygen sensor
4 Turbo-charging pressure solenoid valve command
5 Diesel heater supply
6 Not used
7 Pre-post heating unit control
8 Not used
9 Supply of the engine speed sensor ( + 5 volts)
10 Not used
11 Not used
12 Not used
13 Not used
14 Intake air temperature signal
15 Inlet air temperature sensor earth
16 Not used
17 Power supply + battery of the following components : Bypass

motor of the turbo air cooler (not used) ; Air flow meter sensor
; Electrovalve controlling the EGR exchanger by-pass ;
Oxygen sensor
18 Not used
166
19 Earth Particle emission filter upstream exhaust gas
temperature sensor
20 Particle emission filter upstream exhaust gas temperature

sensor signal
21 Not used
22 Not used
23 Diesel fuel temperature sensor signal input
24 Earth : Diesel fuel temperature sensor
25 Inlet air pressure sensor signal
26 Earth : Inlet air pressure and temperature sensor
27 Engine speed sensor signal input
28 Earth of the engine r.p.m sensor
29 Power supply + battery of the following components : Fuel

high pressure injection pump ; Variable geometry
turbocharger control solenoid valve
30 Not used
31 Signal input - Proportional oxygen sensor
32 Lambda A + signal Proportional oxygen sensor
33 Earth Air flow meter sensor
34 Signal Flow meter air temperature
35 Diesel fuel high pressure sensor signal input
36 Earth of the diesel fuel high pressure sensor
37 Signal : Particle filter differential pressure sensor
38 Earth : Particle filter differential pressure sensor
39 + 5 V supply of the EGR bypass flap position repeat sensor
167
40 Engine oil pressure switch signal input
41 Water in diesel sensor battery + supply
42 Not used
43 A signal - Lambda Proportional oxygen sensor
44 Signal input + : Proportional oxygen sensor
45 Signal input : Oil temperature sensor
46 Engine oil pressure switch earth
47 Sensor + 5V supply (diesel high pressure sensor)
48 Particle emission filter differential pressure sensor + 5V

supply
49 Not used
50 Inlet air temperature and pressure sensor + 5 V supply
51 Engine coolant temperature sensor signal input
52 Earth Coolant temperature sensor
53 EGR exchanger bypass electrovalve control signal
168
3.3. 48-way grey connector (CME)
Figure : D4EA09RD
"c" 48-way grey connector (CME)
A1 Not used
A2 Turbocharger position copy sensor supply ( + 5 V )

A3 Signal EGR bypass flap position repeat sensor
A4 Not used
B1 + 5 V supply of the EGR valve position repeat sensor
B2 Signal input : Turbocharger position copy sensor
B3 EGR valve position copy sensor signal input

B4 Engine oil level sensor signal input
C1 + 5 V supply of the inlet air mixer flap position repeat sensor
C2 Earth : Turbocharger position copy sensor

C3 Earth : EGR valve position repeat sensor
C4 Inlet air mixer position repeat sensor signal
D1 Not used
D2 Supply of cylinder reference sensor ( + 5V)
D3 Cylinder reference sensor signal input
169
D4 Earth Inlet air mixer flap position sensor
E1 Not used
E2 Not used
E3 Cylinder reference sensor earth

E4 Information input Water-in-diesel-fuel sensor
F1 Not used
F2 Pre-post heating diagnostic information

F3 Not used
F4 Not used
G1 Not used
G2 Not used
G3 Not used
G4 Not used
H1 Not used
H2 Not used
H3 Not used
H4 Control - of the EGR valve motor
J1 Air flowmeter sensor signal input
J2 Not used
J3 Earth : EGR bypass flap position repeat sensor
J4 Control + of the EGR valve motor
K1 Not used
K2 Not used
K3 Inlet air mixer motor control
K4 Inlet air mixer motor + control

L1 Control output + : Diesel injector 4
L2 Control output + : Diesel injector 2
L3 Control output - : Diesel injector 4
L4 Control output - : Diesel injector 2

M1 Control output + : Diesel injector 1
M2 Control output + : Diesel injector 3

M3 Control output - : Diesel injector 1
M4 Control output - : Diesel injector 3
170
The engine management ECU software is updated by downloading (ECU fitted with a flash EPROM) ;
Refer to the diagnostic tools documentation : "Learning -Initialisation ".
8. Flow chart
FLOW CHART : HDI DIRECT INJECTION SYSTEM

D4EA0355P0
BOSCH EDC17C10 (ENGINE DV6D )
Figure : D4EA0UYD
Components description table
element Designation
BB00 Battery
BSI1 Built-in systems interface
CA00 Ignition switch

CV00 Switch module at the steering wheel
PSF1 Engine fusebox

0004 Instrument panel
1020 Alternator
171
1115 Cylinder reference sensor

1158 Pre-post heating control unit
1160 Pre-heater plugs

1208 diesel injection pump
1220 Coolant temperature sensor
1221 Diesel fuel thermal sensor

1233 Turbocharger pressure regulation solenoid valve
1253 EGR all-or-nothing electrovalve
1261 Accelerator pedal position sensor
1273 (*) Oil breather re-heat resistor 1

1276 Diesel fuel heater
1283 Fuel additive pump
1297 Electrically-controlled exhaust gas recycling valve

13A3 Inlet air temperature and pressure sensor
1310 Air flowmeter
1313 Engine speed sensor
1320 Engine ECU
1321 Diesel high pressure sensor

1324 Electric mixer with turbocharging air cooler position repeat
1331 Diesel injector - Cylinder No. 1

1341 Particle filter differential pressure sensor

1344 Upstream exhaust gas high temperature sensor
1357 Proportional oxygen sensor
1374 Position repeat sensor for the control diaphragm of the dump
valve
1510 electric cooling fan unit
1522 Dual speed fan assembly electric control unit
2120 Brake twin function switch

4050 (*) Water in fuel sensor
4110 Engine oil pressure switch
172
4120 Engine oil level sensor

4315 Fuel gauge
7020 (*) ABS ECU

7306 (*) Cruise control safety switch (clutch)
7800 (*) ESP ECU
8007 pressostat
Description of the exchanges of information
Connection signal Transmitter / Nature of

number Receiver signal
1 (*) Information on presence of water in the diesel fuel 4050 / 1320 All or
nothing
2 Engine oil level information 4120 / 1320 Analogue

3 Dump valve position repeat information 1374 / 1320 Analogue
4 Refrigerant pressure information 8007 / 1320 Analogue
5 Particle emission filter clogging level information 1341 / 1320 Analogue
6 Exhaust gas temperature information 1344 / 1320 Analogue
7 Engine intake inlet air temperature information 13A3 / 1320 Analogue

Engine intake inlet air pressure information
8 Information on the diesel fuel high pressure (Fuel 1321 / 1320 Analogue
high pressure common injection rail )
9 Diesel fuel temperature information 1221 / 1320 Analogue

10 (*) Clutch pedal pressed information 7306 / 1320 Analogue
11 Engine speed and position information 1313 / 1320 Digital
12 Information on depressing the brake pedal 2120 / 1320 All or

nothing
13 Air flow admitted by the engine information 1310 / 1320 Analogue
Inlet air temperature before turbocharger

information
14 Accelerator pedal position information 1261 / 1320 Analogue
15 Camshaft position information 1115 / 1320 Digital

16 Engine coolant temperature information 1220 / 1320 Analogue
173
17 Engine oil pressure low information 4110 / 1320 All or

nothing
18 Fault indicator lights on BSI1 / 0004 COMFORT

Engine management ECU fault information CAN
Particle emission filter clogging level information

19 Cruise control or speed limiter reference values CV00 / BSI1 Body CAN
Sound alerts BSI1 / CV00

20 Cruise control or speed limiter reference values BSI1 / (7020 - CAN Is
Quantity of fuel added information 7800) (*)
Additive pump faults information
Minimum additive level reached information

Vehicle speed information (7020 - 7800) /
Particle emission filter clogging risk information BSI1
Volume of additive to be added information

Engine running information
Engine management ECU fault information
Additive pump control authorisation

Request for activation of the heated rear screen to
assist with regeneration of the particle emission filter
21 Cruise control or speed limiter reference values (7020 - 7800) (*) CAN Is
Quantity of fuel added information / 1320
Additive pump faults information

Vehicle speed information
Request for regulation of the engine torque for

correction of the trajectory
Particle emission filter clogging risk information 1320 / (7020 -

Minimum additive level reached information 7800) (*)
Volume of additive to be added information
Engine running information

Engine management ECU fault information
Additive pump control authorisation
174
Request for activation of the heated rear screen to

assist with regeneration of the particle emission filter
22 Fuel level information 4315 / BSI1 Analogue

23 Control of the additive pump BSI1 / 1283 LIN
Authorisation of operation
Additive pump faults information 1283 / BSI1
Quantity of additive injected information

24 Proportional oxygen sensor heating control 1320 / 1357 All or
nothing
25 Oxygen sensor richness information 1357 / 1320 Analogue
26 Electrical control of the EGR electrovalve 1320 / 1297 Open cycle

ratio
27 Electric EGR solenoid valve position information 1297 / 1320 Analogue

EGR exchanger by-pass position information
28 Turbocharging air cooler electric mixer control 1320 / 1324 Open cycle
ratio
29 Turbocharging air cooler electric mixer position 1324 / 1320 Analogue
information
30 Control of the turbocharger pressure regulation 1320 / 1233 Open cycle

electrovalve ratio
31 Control of the fuel flow regulator 1320 / 1208 Open cycle

ratio
32 Control of the fan assembly 1320 / 1522 All or
nothing
33 Control of the fan assembly 1522 / 1510 All or

nothing
34 Cooling fan diagnostic information 1522 / 1320 All or

nothing
35 Exhaust gas recirculation all or nothing solenoid 1320 / 1253 Open cycle
valve control ratio
36 Control of the diesel fuel heater 1320 / 1276 All or
nothing
37 Pre-post heating relay control 1320 / 1158 All or

nothing
175
38 Control of pre-heater plugs 1158 / 1160 All or

nothing
39 Pre-post heat unit diagnostics information 1158 / 1320 All or

nothing
40 Control of the alternator 1320 / 1020 LIN
Alternator type information 1020 / 1320
Alternator faults information
41 Fuel injector control cylinder 4 1320 / 1334 All or

nothing
nothing
43 (*) Oil vapours recirculation heating resistor control 1 1320 / 1273 All or
nothing
nothing

nothing
176
9. Function
D4EA03AMP0 FUNCTION : PRE-HEATING AND POSTHEATING

1. Flow chart
Figure
: D4EA0ZSD
BB00 Battery
BMF4 Maxi fuse unit 4

BSI1 Built-in systems interface
CA00 Ignition switch
PSF1 Engine compartment connection board-fuse box and electronic stability program -way
supply relay
0004 Instrument panel
1158 Pre-postheating control unit

1160 Pre-heater plugs
1220 Engine coolant temperature sensor
1310 Air flowmeter by mass
177
1320 Engine ECU
7020 ABS ECU

7800 ESP ECU
Description of the exchanges of information
Connection signal Transmitter/receiver Nature of

number signal
1 Engine air temperature information 1310 / 1320 Analogue
2 Engine coolant temperature information 1220 / 1320 Analogue
3 Request for display of the preheating BSI1 / 0004 COMFORT

warning lamp CAN
4 Request for display of the preheating (7020 - 7800) / BSI1 CAN Is

warning lamp
5 Request for display of the preheating 1320 / (7020 - CAN Is

warning lamp 7800)
6 Information : Pre-post heating unit control 1158 / 1320 filament
fault
7 Control of the pre-postheating unit 1320 / 1158 filament
8 Activation of the pre-heat glow plugs 1158 / 1160 filament
2. Pre-heating
2.1. Role
The preheater plugs enable the temperature to rise rapidly in the combustion chambers prior to the
engine being started, when starting from cold or when the outside temperature is low.
Role of preheating :
 To facilitate starting from cold (The air is heated up to enable the injected diesel fuel to
combust more easily)
 To reduce smoke emissions (The heated air reduces the incidence of unburnt gases)
N.B. : The change from preheating to postheating occurs without interruption during the starting phase.
2.2. Function
The engine ECU controls the pre-postheating control unit by means of an open cycle ratio.
The electrical supply of the preheater plugs is via the pre-postheating control unit, as a function of the
commands from the engine ECU.
Phases of electrical supply of the preheater plugs :
 Rapid heating
178
 Stabilised heating
The maximum activation time for rapid heating is no more than 2 seconds.
The rapid heating phase enables the temperature of the preheater plugs to rise as rapidly as possible,
to aid combustion.
During the rapid heating phase, the pre-postheating control unit is controlled by an open cycle ratio of
99%.
The stabilised heating phase comes in after the rapid heating phase, to maintain the temperature of
the preheater plugs, while waiting for the engine to start.
During the stabilised phase, the pre-postheating control unit is controlled by an open cycle ratio of
around 60%.
If a pre-post heating control unit failure occurs, the engine management ECU memorises a fault.
The preheat times are determined by the engine management ECU according to the following
parameters :
 Coolant temperature (Measurement done by the engine coolant temperature sensor)

 Inlet air temperature (Measurement taken by the mass air flow sensor)
 Atmospheric pressure (Measurement done by the atmospheric pressure sensor internal to the
engine ECU)
2.3. Activation condition(s)

The pre-heating time varies as a function of the following values (Duration of supply in seconds).
Air temperature T1 -10,14 ° -0,14 ° 4,86 ° 16,86 ° 24,86 ° 29,86 °

C C C C C C
Atmospheric pressure less than 700 1,9s 1,9s 1,9s 1,9s 1,9s 0
mbar
Atmospheric pressure : 800 Mbar 1,9s 1,9s 1,9s 1,9s 1,9s 0
Atmospheric pressure : 850 Mbar 1,9s 1,9s 1,9s 1,9s 1,9s 0
Atmospheric pressure : 900 Mbar 1,9s 1,9s 1,9s 0 0 0
179
Preheating is only authorised when the following conditions are met :
 Remaining preheat time longer than 0 second

 Number of preheats without starting less than 5
 Engine stopped
N.B. : Preheating can be ordered a second time if the engine does not start by the end of the first timing.
2.4. Conditions of deactivation

During starting, the preheating phase ends as soon as one of the following conditions is met :
 engine running
 Preheat time exceeded
3. Post heating
3.1. Role
Within the first few seconds of the engine starting, the temperature in the combustion chambers does
not permit a combustion of sufficient quality, this causing the engine to be unstable at idle and to emit
excessive pollution.
Role of postheating :
 To prolong the operation of the preheater plugs after the cold starting phase
 To guarantee the correct quality of combustion after starting
 Reducing the emissions of pollutants in the first few minutes after starting
 To stabilise the engine at idle
 To compensate wear of the cat converter
 To reduce blue smoke emissions
3.2. Function
The engine ECU controls the pre-postheating control unit by means of an open cycle ratio.
The unit supplies the pre-heater plugs with power in accordance with the orders of the engine
management ECU.
If a pre-post heating control unit failure occurs, the engine management ECU memorises a fault.
The postheating times are determined by the engine ECU as a function of the following elements :
 The temperature of the coolant fluid (measured by the engine coolant temperature sensor)
 The inlet air temperature (Measurement taken by the mass air flow sensor)
 The atmospheric pressure sensor (measured by the atmospheric pressure sensor internal to
the engine ECU)
180
N.B. : The postheating timing can vary as a function of the inlet air temperature.
3.3. Activation conditions

Reference values for postheating time (Duration of supply in seconds).
Air Atmospheric Atmospheric Atmospheric Atmospheric

temperature pressure : 700 pressure : 920 pressure : 950 pressure : 1000
T1 Mbar Mbar Mbar Mbar
-30,14 °C 900s 900s 200s 200s
-20,14 °C 900s 900s 200s 200s
-10,14 °C 900s 900s 200s 200s
16,86 °C 900s 900s 200s 200s
17,86 °C 900s 900s 0 (200s) 0 (200s)
24,86 °C 900s 900s 0 (200s) 0 (200s)
29,86 °C 0 (200s) 0 (200s) 0 (200s) 0 (200s)
(200s) Duration of activation of the postheating to compensate for wear of the catalytic converter,
mileage of the vehicle more than 15000 miles
3.4. Conditions of deactivation

The postheating phase ends if one of the following conditions is met :
 Engine speed above 3000 rpm and injector flowrate above a threshold according to the
coolant temperature (See the table below)
 Injector flowrate above a threshold according to the coolant temperature (see table below) for
a duration of more than 0,5 sec
Coolant temperature Injector delivery
-30,14 °C 85 mg/stroke
181
4,86 °C 60 mg/stroke
The pre-heater plugs are only activated when the engine is operating under average load conditions,
to prevent overheating of the engine.
3.5. Activation of the postheating for compensation of wear of the cat converter
Damage to the cat converter is compensated by the activation of the postheating, provided the
following conditions are met :
 Mileage of the vehicle more than 15000 miles

 Coolant temperature between 18°C and 35°C
Provided the activation conditions are met, the timing of the activation of the preheater plugs is
calculated as a function of a special calibration taking account of a cat converter ageing factor.
3.6. Activation of the postheating for reduction of blue smoke at altitude

In order to limit the emission of blue smoke, notably at altitude (atmospheric pressure less than 900
mbar), the preheater plugs are activated according to a mapping that takes into account the following
parameters :
 External air temperature

182
D4EA03DYP0 FUNCTION : FUEL SUPPLY
1. Schematic diagram
Figure : B1HA0G2P
Key :
 "A" Electrical links

 "B" Low pressure fuel circuit
183
 "C" High pressure fuel circuit
 "D" Heated low pressure fuel circuit
Reference Designation Electrical diagram correspondence
(1) Fuel high pressure common injection rail -
(2) Engine ECU 1320
(3) Fuel cooler -
(4) Fuel tank -
(5) Fuel filter -
(6) Diesel injector (1) ; (2) ; (3) ; (4) (1331, 1332, 1333, 1334)
(7) high pressure fuel pump 1208
(8) Fuel flow regulator 1208
"a" Fuel high pressure sensor 1321
"b" Integral diesel fuel heater 1276
"c" (*) Water in fuel sensor 4050
"d" Manual fuel primer pump -
2. Control of the injection

The engine ECU receives and converts the demands from the driver, or from the vehicle (ABS, ESP,
automatic gearbox), into information on the necessary torque that is required of the engine.
The engine ECU determines the quantity of fuel that is necessary to provide the engine torque that is
required.
Depending on the quantity of fuel calculated, the engine ECU determines the following parameters :
 Fuel pressure in the fuel high pressure common injection rail

 Fuel injection time
184
To comply with the pollution norms, to limit the noise of combustion, and to improve the driving quality,
the engine ECU determines the following parameters :
 Fuel injection advance necessary (Start of injection)

 Number of fuel injections per engine cycle
 Time of each injection of fuel during an engine cycle
3. Fuel pressure in the fuel high pressure common injection rail

3.1. Generality
When the engine speed and engine load are low, the engine does not require the maximum fuel
injection pressure.
To reduce the injection pressure, the engine ECU commands the flow regulator to limit the supply of
fuel at the high pressure pump.
The high pressure fuel sensor measures the pressure in the fuel high pressure common injection rail.
The engine ECU calculates a control current for the flow regulator, as a function of the pressure
measured by the fuel high pressure sensor.
3.2. Specificities
The high pressure pump provides a maximum injection pressure of 1600 bars.
Peaks of 1700 bars are authorised in the fuel high pressure common injection rail for a total of one
hour maximum over the life of the vehicle (with a maximum of 5 minutes continuously).
The injection pressure required is calculated as a function of the following parameters :
 Intake air temperature

 Engine speed
 Engine load
 Coolant temperature
 Diesel fuel temperature
The minimum fuel injection pressure to allow starting of the engine varies according to the ambient
temperature :
 300 bars from a temperature of -30°C

 150 bars from a temperature of -10°C
 120 bars from a temperature of 0°C and higher
4. Injection time
4.1. Generality
Fuel injection pressure being equal, a longer (or shorter) injection time allows more (or less) fuel to be
injected.
185
When there is a large engine load need, fuel injection pressure being equal, the fuel injection time is
extended to obtain the maximum engine torque.
The fuel injection time corresponds to the time during which the engine ECU commands the fuel
injectors to be open.
4.2. Specificities
The fuel injection time is calculated as a function of the following parameters :
 Intake air temperature

 Engine speed
 Engine load
 Coolant temperature
 Fuel pressure in the fuel high pressure common injection rail
5. Compensation for fuel injector drift

The repeated injection cycles cause a wearing of the fuel injectors which creates a drift in the flow of
fuel injected.
The drift in the flow of fuel injected causes combustion noise and an increase in pollution.
The engine ECU compensates for the drift in the flow of fuel injected by applying a correction of the
injection time, making this either longer or shorter.
Actions by the engine ECU to determine the correction to be applied to the injection time :
 Stabilising the injection pressure at different points (300, 450, 800 and 1300 bars) during a
"driver pedal release"
 Controlling the fuel injectors one by one, progressively increasing the injection time
 Recording the flywheel acceleration generated by the fuel injection
N.B. : When the flywheel acceleration corresponds to a fuel injection flow of 1 mg/stroke, the engine
ECU records in its memory the injection time necessary to obtain this flow.
The engine ECU detects the fuel injector drift when the following conditions are met :
 Vehicle speed greater than or equal to 40 km/h

 Atmospheric pressure higher than or equal to 900 hpa
 Pressure of air entering the engine : 1100 hPa
 Air temperature higher than 10°C
 Fuel temperature between 20°C and 70°C
6. Adaptation of the mixture

The engine ECU can reset the engine mixture to compensate for the injector and air flow sensor drifts.
The mixture adaptation operates in 2 stages :
186
 The programming of the nominal mixture
 The correction of the drift in the mixture
6.1. Programming the nominal mixture

The engine ECU programmes the nominal mixture during the first 300 kilometres of the life of the
vehicle.
When the driver releases the accelerator pedal, the engine ECU compares the values from the oxygen
sensor with those from the air flow sensor to calculate the actual flow of fuel injected.
The fuel flow calculated makes it possible to obtain a torque value which is compared with the actual
torque value, the difference between these two values being memorised in the engine ECU mapping.
The operation is repeated at different (engine speed/load) operating points to produce a complete
mapping that gives a nominal mixture value on a new engine.
6.2. Correction of the drift in the mixture
After the first 300 kilometres, the engine ECU records the mixture measured in a mixture drift
mapping.
The engine ECU compares the nominal mixture mapping with the mixture drift mapping and defines a
new torque value to correct the mixture drift.
The corrected torque value is directly taken into account in the mappings for the exhaust gas
recycling, the air flow and the turbo pressure.
6.3. Conditions for activation of the measuring for mixture adaptation

The strategy for adaptation of the mixture is activated depending on the following conditions :

 Air temperature between 13°C and 32°C
 Fuel temperature between 10°c and 100°c
 Atmospheric pressure higher than 930 mbar
187
7. Fuel injection flow
7.1. Generality
Figure : B1HA0G3D
"E" Top dead centre.

"F" Crankshaft angle.
The fuel injected into the combustion chamber requires time to ignite.
The engine ECU injects the fuel before top dead centre to compensate for the delay in the fuel
igniting.
The moment of injection provides for an optimum combustion with maximum pressure in the cylinder,
to push on the piston as it descends.
The moment of injection is determined by the crankshaft angle relative to top dead centre.
There is one moment of injection for each injection of fuel in an engine cycle :
 The fuel pre-injections are positioned in the range "e"

 The main fuel injections are positioned in the range "f"
 The fuel post-injections are positioned in the range "g"
7.2. Specificities
The engine ECU determines the moment of injection as a function of the following parameters :
 Information from the camshaft sensor

 Information from the engine speed sensor
 Engine load
188
 Air temperature
 Engine coolant temperature
 Vehicle speed
In the engine starting phase : The engine ECU increases the injection advance so as to facilitate
engine starting and reduce pollutant emissions.
During the particle emission filter regeneration phase :
 The engine ECU retards the injection

 The combustion terminates in the catalytic converter, which increases the temperature of the
exhaust gases
8. Number of fuel injections per engine cycle

8.1. Generality
Figure : B1HA0G4D
"E" Top dead centre.

"F" Crankshaft angle.
"h" First pre-injection.
"j" Second pre-injection.
"k" First main injection.
"l" Second main injection ("split" injection).
"m" First post-injection.
189
"n" Second post-injection.
Pre-injections inject a small quantity of fuel prior to the main injection, in order to increase the
temperature in the combustion chamber.
The rise in temperature in the combustion chamber enables the diesel fuel to ignite sooner and more
rapidly than in a main injection (reduction in the fuel combustion noise).
The majority of the fuel quantity is injected in the main injection; the combustion produced by the
diesel fuel igniting generates the movement of the piston (Creation of torque).
The main injection can be separated, giving rise to a second main injection called "Split injection".
"Split injection" generates an increase in the temperature of the exhaust gases, which reduces the
emissions of nitrous oxide (NOx).
Post-injection operates on vehicles that have a particle filter and consists of injecting a quantity of fuel
during the exhaust phase, in order to increase the temperature of the exhaust gases.
The number of post-injections during regeneration of the particle emission filter depends on the engine
load :
 1 Post-injection under heavy engine load

 2 Post-injections under light engine load
The increase in the temperature of the exhaust gases enables the destruction of the particulates that
are retained in the particle filter.
N.B. : The quantity of fuel needed for one engine cycle is spread over the 3 types of injection.
8.2. Specificities
The engine ECU can order up to 5 injections per engine cycle :
 3 injections ; Engine idling (2 pre-injections ; 1 main injection)

 1 ; 2 ; 3 or 4 injections ; Engine under load (1 or 2 pre-injections ; 1 or 2 main injections
according to the flow requested)
 5 injections during regeneration of the particle filter (2 pre-injections ; 1 main injection ; 1 or 2
post-injections)
"Split" injection is applied in the following conditions :

 Engine coolant temperature lower than 80°C
N.B. : "Split" injection cannot be activated during a regeneration of the particle filter.
190
Figure : B1HA0G5D
Example of the changes in the number of injections per cycle.

"T" Torque indicated.
"N" Engine speed.
"G" Indicated engine torque (Full load).
"H" Zone with 2 pre-injections and 1 main injection with a decreasing engine speed.
"J" Zone with 1 pre-injections and 1 main injection with a decreasing engine speed.
"K" Zone with 1 main injection only with a decreasing engine speed.
"L" Zone with 1 main injection only with an increasing engine speed.
"M" Zone with 1 pre-injection and 1 main injection with an increasing engine speed.
"P" Zone with 2 pre-injections and 1 main injection with an increasing engine speed.
N.B. : The indicated torque corresponds to the torque provided by the combustion of fuel, the actual
torque corresponds to the indicated torque minus the various losses (Piston friction losses, heat losses,
etc.).
As the engine speed increases, so the duration of each engine cycle diminishes :
 The engine ECU no longer has the time to order multiple injections
 The number of injections per cycle diminishes
9. Oil ingestion strategy

A risk of autocombustion exists when oil from the lubrication circuit in a diesel engine happens to
penetrate into the combustion chamber in a sufficient quantity.
191
Such autocombustions are outside the control of the engine ECU, and can rapidly destroy the engine.
To prevent destruction of the engine, the engine ECU uses an oil ingestion strategy.
9.1. Detection of engine racing (Oil ingestion)
The engine ECU detects oil ingestion in the following instances :
 Engine speed above 6000 rpm

 Injection cut off (Foot off)
 Difference between the reference turbocharging pressure and the turbocharging pressure
noted greater than 8 bars
9.2. Engine stopping following racing

The engine ECU makes the engine cut out as soon as an oil ingestion is detected.
Actions by the engine ECU to make the engine cut out :
 Forcing the closure of the inlet air mixer

 Forcing the closure of the EGR valve
 Prohibiting the injection of fuel
 Reduced flow after starting
 Minimum pressure in the fuel high pressure common injection rail (Opening of the high
pressure pump actuator)
 The activation of the regeneration of the particle emission filter
 Request for maximum opening of the impeller
 Cruise control / speed limiter cut-off
 Deactivation of monitoring of the air mixer
 Deactivation of monitoring of the EGR valve
 Deactivation of monitoring of the ratio of oxygen in the exhaust
Once the engine cuts out, the engine management ECU authorises restarting in down-grade mode:
with reduced flow only, limiting the engine speed.
An operation using the diagnostic tool is necessary in order to restore normal operation.
9.3. Reduced flow
The engine ECU can apply 4 injection flow limitation strategies in the event of a fault in a component
of the injection system or in the accelerator pedal sensor.
The flow limitation strategies authorise operation of the engine but with limited engine speed and
engine torque, the severity of the limitation depending on the fault.
When an accelerator pedal sensor fault is detected, the idle speed changes to 1300 rpm.
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D4EA03ANP0 FUNCTION : FUEL ADDITIVE FUNCTION
Figure : D4EA0ZTP
Key :
 "A" Electrical links

 "B" Additive under pressure
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 "C" additive
 "D" Diesel
"a" Additive injection valve -
1 Additive tank -
2 Built-in systems interface BSI1
3 Engine ECU 1320
4 Fuel tank -
5 Fuel gauge 4315
6 Fuel additive pump 1283
2. Role
The fuel additive function keeps the particle filter operational by aiding the combustion of the captured
particles, performing the following actions :
 Lowering the temperature of combustion of the particles to 450°C (instead of 550°C)

 Impregnating the particles that are gathering in the combustion chamber
 Spreading the combustion of the particles
3. Performance of the fuel additive function

3.1. Engine ECU
The engine ECU receives the information on the amount of fuel put in the vehicle, via the BSI, from the
following components :
 Fuel gauge
 Wheel speed sensors
Depending on the quantity of fuel put in, the engine ECU takes the following actions :
 To determine the quantity of additive to be injected into the fuel tank

 To control the fuel additive pump
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The engine ECU sends a request for additive to a total volume made up of one or more individual
volumes each not exceeding 1265 mm³, to the fuel additive pump, via the BSI.
The engine ECU records in memory the weight of additive that is accumulated in the particle filter.
The engine ECU authorises or prohibits the applying of additive, as a function of the following
parameters :
 State of the additive pump

 Level of additive remaining
 State of clogging of the particle filter
 Fuel gauge state
N.B. : The engine ECU sends an alert on the risk of clogging of the particle filter and on the level of
additive being insufficient, as a function of the quantity of additive injected and of the weight of additive
accumulated in the particle filter.
3.2. Fuel additive pump

The fuel additive pump injects the precise quantity of additive under pressure, as requested by the
engine ECU, into the fuel tank.
N.B. : The injection pressure of the additive is fixed by an injection valve calibrated to 0,200 ± 0,03 bar
(Relative pressure).
The additive pump sends to the engine ECU, via the BSI, the following information :
 Status of additive system (diagnosis of the additive system)

 Quantity of additive actually added
3.3. Built-in systems interface (BSI1)

Role of the BSI :
 To memorise faults and to command alerts sent to the instrument panel

 To receive and transmit to the engine ECU information on the quantity of fuel put in
 To serve as a bridge between the engine ECU and the fuel additive pump
When the vehicle is stationary (wheel speed sensor information) and the ignition switched off ; The
BSI1 memorises the level of fuel present in the tank.
When the ignition is switched on again and the vehicle starts moving, the BSI1 acquires and compares
the level of fuel with the latest value memorised. If the new value is higher, the BSI1 transmits to the
engine ECU the quantity of fuel that has been added.
The BSI receives the following information from the engine ECU :
 Minimum fuel additive level warning

 Risk of particle filter clogging
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The BSI sends the following information from the engine ECU :
 State of the additive pump

 Fuel gauge state
4. Conditions for use of the fuel additive function

The engine controlled ECU controls the fuel additive pump when the following conditions met :
 Vehicle speed above 40 km/h or last fuel addition over 300 seconds
 Internal combustion engine running
 Starter switch in the ignition positive position
 Adequate additive level
N.B. : When one of the necessary parameters disappears during the additive injection, the operation
continues until the end.
The fuel additive function is subject to personalised maintenance (See diagnostic tool functions :
Operations specific to the particle filter).
196
D4EA03ALP0 FUNCTION : AIR SUPPLY
Figure : D4EA0ZVP
Key :
 "A" Fresh air

 "B" Cooled compressed air
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 "C" Hot compressed air
 "D" Exhaust gas
 "E" Control vacuum
 "F" Electrical links
Reference Designation Electrical diagram

correspondence
"a" Turbocharger regulator valve control vacuum capsule (With 1374

position copy sensor)
(1) Engine ECU 1320
(2) Fixed geometry turbocharger -
(3) Regulated electrovalve controlling the turbocharger 1229

regulator valve
(4) Air flowmeter by mass 1310
(5) Air filter unit -
(6) Turbocharger air cooler -
(7) Turbo air cooler by-pass (*) -
(8) Inlet air metering unit 1324
(9) Inlet air pressure and temperature sensor 1312
(*) Unused
2. Management of the air supply

The engine ECU adapts the mass of air entering the engine to the needs relating to the different life
phases.
In order to adapt the mass of air entering the engine, the engine ECU acts on the following
components :
 Pneumatic control of the turbocharger discharge valve to vary the pressure of the
turbocharging air (Via a solenoid valve)
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 The EGR electrovalve, to vary the flow of air in certain phases of operation
The flowmeter for the air mass measures the flow and the temperature of the air entering the
turbocharger and transmits the information to the engine ECU.
The temperature and the pressure of the inlet air exiting the air mixer are measured and transmitted to
the engine ECU by the inlet air pressure and temperature sensor.
3. Turbo air pressure

3.1. Generality
At an equal temperature, the mass of air entering the cylinder increases with the turbo air pressure.
The turbo air pressure delivered by the turbocharger increases with the engine speed.
The engine ECU has to adapt the quantity of air entering the cylinders to the requirements of the user.
3.2. Specificities
The engine ECU manages the control of the turbo pressure regulation electrovalve in relation to a pre-
defined turbo air pressure setting.
The turbo air pressure reference is calculated from the following parameters :
 Engine speed
 Engine load
 Inlet air temperature
The following strategies are used in the event of a turbocharging pressure sensor fault :
 Reduced flow (30% downgrading of the maximum indicated torque)

 Cutting off of the exhaust gas recirculation (EGR) function
 Deactivation of the vehicle cruise control and speed limiter
 The activation of the regeneration of the particle emission filter
 Piloted turbocharging mode
 Deactivation of diagnostics of the minimum and maximum turbocharging pressure
 Fixing of the value with a replacement value equal to the atmospheric pressure
 Deactivation of the exhaust heat saver function
 Dynamic stability control in downgrade mode
 Deactivation of the calculation of air flow at the mixer
 Deactivation of the detection of oil ingestion based on the abnormal turbocharging pressure
 Deactivation of the function of testing the air loop via the diagnostic tool
3.3. Reference values

The maximum turbo pressure is 2200 bars (Absolute pressure).
The engine ECU is able to manage the turbocharging pressure in accordance with 2 operating modes
:
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 Piloted mode
 Regulated mode
Piloted mode : The engine management ECU controls the turbocharger discharge valve control
solenoid valve to control the turbocharging pressure, in relation to a turbocharger discharge valve
position reference value.
Regulated mode : The engine management ECU controls the turbocharger discharge valve control
solenoid valve to regulate the turbocharging pressure, in relation to an absolute air pressure reference
value.
Figure : D4EA0ZXD
"G" Limit for changing from the controlled zone to the zone regulated by engine speed/Decreasing
torque.
"H" Limit for changing from the controlled zone to the zone regulated by engine speed/Increasing
torque.
"J" Indicated engine torque (N.m).
"K" Controlled zone.
"L" Regulated zone.
"N" Engine speed (Rpm).
"T" Torque indicated (N.m).
etc.).
200
D4EA03CYP0 FUNCTION : PARTICULATE FILTER REGENERATION
1. General principal
The purpose of the regeneration is to eliminate the particulates retained on the walls of the particle
filter.
Regeneration consists of periodically burning off the particles accumulated in the particle filter.
Regeneration may occur naturally if the temperature of the exhaust gases is sufficient.
Regeneration may be triggered by the engine management ECU if the temperature of the exhaust gas
is too low and the particle filter is clogged.
The engine management ECU artificially increases the temperature of the exhaust gas by post
injection : This is the "regeneration assistance" phase.
N.B. : The driving conditions directly affect the temperature of the exhaust gases and consequently the
temperature inside the particle filter.
The engine management ECU manages the following elements continuously :
 The condition of the filter with the function ; Monitoring of the particle filter load level
 Regeneration assistance using the function ; Regeneration assistance management
2. Function : Monitoring of the particle filter load level

Role :
 To determine the condition of the particle filter (clogging level)

 To request activation of the regeneration assistance function, when required
 To ensure the effectiveness of the regeneration assistance function
Main information used for monitoring the particle filter :
 Calculation of the weight of soot present in the particle filter

 Differential pressure (measure)
 Exhaust gas temperature (downstream of the catalytic converter)
 Inlet air flow
 Information on mixture coming from the oxygen sensor
N.B. : The first two pieces of data are dependent on the particle filter load level.
3. Calculation of the weight of soot present in the particle filter

The engine management ECU incorporates maps modelling the weight of soot present in the particle
filter, according to the type of driving encountered by the vehicle.
The engine management ECU calculates the emissions of soot from the vehicle each time it is driven
(in grammes).
The calculation of the emissions of soot takes into account :
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 Emissions based on stabilised points (engine speed/torque) recorded in a mapping
 A correction in accordance with the difference in the mixture
The combination of these two values determines the theoretical moment of the regeneration.
4. Sécurités de fonctionnement : Differential pressure

CAUTION : The differential pressure is used only as SAFETY vis-à-vis the particle filter and/or the
engine. In the event of the filter becoming overloaded or clogged (very unfavourable driving conditions).
The amount of particles present in the filter causes its load loss to vary (input / output differential
pressure).
This permanently measured value represents the load level of the particle filter.
The engine management ECU's maps incorporate 4 levels of operation determined by graphs, from
the calculation of the volume of the flow of exhaust gas.
The volume flow rate of exhaust gases is essentially calculated from the following parameters :
 Differential pressure
 Inlet air flow
 Exhaust gas temperature (downstream of the catalytic converter)
4.1. Load levels of the particle filter
Figure : B1HA0FZD
"A" : Differential pressure (mbar).
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"B" : Volume flow rate of exhaust gases (l/h).
"a" : Intermediate zone.
"b" : Filter overloaded.
"c" : Blocked filter.
N.B. : These states can be read using the diagnostic tool, in parameter measurements.
The objective of the engine management ECU is a continuous "a" status (whatever the vehicle
mileage).
The engine management ECU issues a regeneration assistance request to return to zone
"a" (depending on the driving conditions).
The engine management ECU requests activation of the regeneration assistance function in the
following case : Load level of the filter in zone "b" or "c".
4.2. Filter punctured

The differential pressure is less than a limit, depending on volume flow rate.
Possible fault causes :
 Incorrect information from the differential pressure sensor

 Sealing fault of the exhaust pipe, upstream/downstream information pipes
 Filter actually punctured
 Particle Emission Filter absent
The engine management ECU interrupts any regeneration assistance request and signals a fault
accompanied by lighting of a warning lamp on the instrument panel.
N.B. : The "filter punctured" fault may be due to an excess temperature during a regeneration as the
amount of burnt particles may be too great.
4.3. Filter overloaded

This is a warning state (Zone "b").
4.4. Blocked filter

The differential pressure is continuously higher than 800 mbars (maximum counter-pressure permitted
by the engine), or higher than a threshold which depends on the flow volume (Zone "c").
Possible fault causes :
 Regeneration assistance ineffective

 Filter clogged with cerine
 Incorrect information from the differential pressure sensor
 No additive
The engine management ECU interrupts any regeneration assistance request and signals a fault.
URGENT : If the "filter clogged" fault occurs, it is essential to locate the origin of the clogging or else the
filter will be damaged.
203
5. Correction of the load levels depending on the amount of cerine
The cerine present in the fuel :
 Is not burnt with the soot

 Builds up on the walls of the particle filter
Therefore, the engine management ECU continuously adapts its maps in relation to the quantity of
cerine accumulated in the particle filter.
6. Effect of the driving conditions on the differential pressure

The change in differential pressure also depends on the following parameters :
 Fuel consumption (fuel with additive) (quantity of additive present in the filter)
 Vehicle driving conditions (activation of post injection)
 Exhaust gas temperature
 Speed of the exhaust gases in the particle filter
Figure : B1HA0G0D
"C" : Volume flow rate of exhaust gases (l/h).

"D" : Differential pressure (mbar).
"E" : Road or motorway type driving (before regeneration).
"F" : Urban type driving (before regeneration).
"d" : Deposits (cerine, soot, unburned hydrocarbons, oil deposits, etc).
"e" : Filtered exhaust gases.
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Example "E" :
 The deposits form at the bottom of the particle filter

 The gases pass easily through the channels, the differential pressure is low
Example "F" :
 The deposits form in a stratified layer on the channels

 The gases have problems passing through the channels, the differential pressure is high
CAUTION : For the same amount of albanite and for the same vehicle mileage, the differential pressure
may vary.
7. Function : Regeneration assistance management

Role :
 To manage requests from the monitoring function

 To activate the functions required for regeneration, depending on the monitoring states
 To determine the required level of regeneration assistance
 To control the effects of post injection on engine operation
Regeneration consists of periodically burning the particles that have accumulated on the filter and
allowing it to remain in zone "a".
Filter regeneration depends on the temperature of the exhaust gases which must be above the soot
combustion limit.
There are 3 methods of regeneration :
 Natural regeneration
 Artificial regeneration (regeneration assistance)
 Regeneration in after sales
7.1. Natural regeneration

When the exhaust temperature reaches the regeneration limit itself (high engine load) :
 The particles burn naturally in the particle filter

 No external actions are performed to activate regeneration
In a natural regeneration, or in any type of assisted regeneration, the particle filter monitor records the
quantity of particles being burned.
7.2. Artificial regeneration (regeneration assistance)
The regeneration assistance is a set of provisions managed by the engine management ECU, the aim
of which is to increase the temperature of the exhaust gas to the regeneration threshold.
205
7.3. Ascertaining the required level of regeneration assistance
There are two types of regeneration assistance, depending on the thermal status of the exhaust line :
 Level 1 regeneration assistance (cartographic maps for cold exhaust pipe and catalytic
converter) (catalytic converter pre-heating, up to 250°C)
 Level 2 regeneration assistance (mapping for hot exhaust line. Temperature higher than 250°
C)
7.4. Level 1 regeneration assistance

When the monitoring function estimates that the soot level is considerable and that the capability of
the engine to regenerate the particle filter (driving conditions, temperature, etc.) is sufficient, it
requests the activation of the level 1 regeneration assistance.
When each activation request is issued, the engine management ECU carries out the following
operations :
 Prohibition of regulation of EGR (exhaust gas recycling)

 Request for activation of electrical consumers (Heated rear screen ; Heated mirrors ; electric
cooling fan unit)
 Under-setting the main injection to increase the exhaust temperature
 Manipulation of the air mixer
7.5. Level 2 regeneration assistance

The principle is identical to the level 1 regeneration assistance, but the addition of post-injections
allows the temperature of the exhaust gas to be higher.
The change from level 1 to level 2 regeneration assistance depends on the following conditions :
 Exhaust temperature
 Until the temperature has reached 250°C
The engine management ECU activates one or two post-injections depending on the engine speed
and the engine load.
7.6. Regeneration assistance activation conditions (through the monitoring function)
Parameters which can activate regeneration assistance :
 Amount of soots present in the particle filter

 Differential pressure
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parameters Nature of Regeneration assistance
signal
Amount of soots present in the Activation Amount of soots present in the particle filter since
particle filter (calculation) the last regeneration (above a threshold) (*)
Deactivation Effective post injection time (above a threshold)

(*)
Differential pressure (measure) Activation Differential pressure (above a threshold)
Deactivation Effective post injection time (above a fixed

threshold)
Differential pressure sensor fault Activation Differential pressure sensor fault
Deactivation Effective post injection time (above a fixed

threshold)
(*) Depending on the driving conditions.
7.7. Differential pressure

The parameter of differential pressure activates the regeneration help independently of the information
on soot amounts.
When it is this condition determining activation of the regeneration assistance, to stop the regeneration
assistance it is necessary for time for effective post-injection to have elapsed (The post-injection time
allows for the soots to be completely burnt up, given normal operation).
The post injection time limit is used :
 To prevent a post injection time which is too long (engine deterioration, dilution of engine oil)
 To limit the over-consumption of fuel
N.B. : The engine management ECU orders a regeneration of at least 10 minutes when there is a request
for regeneration due to an excessively high differential pressure.
7.8. Other conditions

Other conditions allowing activation of regeneration assistance :
 History of vehicle usage

 Capability of the engine to regenerate instantaneously
 Distance travelled since the last regeneration
207
History of vehicle usage ; The engine management ECU records the distances between the last 10
regenerations :
 The record of the driving conditions is updated every hour-and-a-half

 The engine management ECU defines the vehicle's driving profile and anticipates the most
favourable moment for activation of the regeneration of the particle filter, in relation to the
history of use of the vehicle
Regeneration capability : The engine management ECU determines a regeneration capability (in %)
according to the vehicle condition at a given moment "T" (exhaust gas temperature, speed,
acceleration under full load, etc.). Depending on the regeneration capability, the engine management
ECU can request regeneration assistance.
Distance travelled since the last regeneration : The engine management ECU records the distance
covered since the last regeneration and orders regeneration assistance when the distance exceeds a
certain threshold (between 800 and 1000 km).
N.B. : Regeneration of the particle filter can only be ordered when the engine coolant temperature is
above 60°C.
7.9. Regeneration in after sales

After sales regeneration assistance can be carried out using the diagnostic tool.
During a regeneration in after sales, the engine management ECU updates the particle filter soot load
level.
8. Effects of regeneration assistance activation

8.1. Prohibition of exhaust gas recycling (EGR) regulation
Each time the regeneration assistance is activated, the engine management ECU prohibits the
exhaust gas recycling (E.G.R.) regulation : Exhaust gas recycling valve closed (preventing any
pumping phenomena).
8.2. Activation of electrical consumers

Function of activation of electrical consumers :
 To increase the resistant torque of the alternator, leading to an increase in engine load
 To aid the rise in temperature of the exhaust gases
 To place the engine operating point quickly within the conditions allowing efficient post
injection
The engine management ECU activates electrical consumers which absorb a high level of
power (alternator saturation request).
In order to avoid a drop in voltage, the electrical consumers are activated in stages, the engine
management ECU applies a timed period of 10 seconds between each electrical consumer activation.
Chronology of activation of the electrical consumers (*) :
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 Request to the BSI 1 for activation of the heated rear screen
 Control of the fan assembly
(*) Allowed by the load shedding level of the vehicle (for as long as the battery voltage is greater than
12,8 volts).
N.B. : The electrical consumers are deactivated in the reverse order to activation and in stages
separated by a timed period of 5 seconds.
8.3. Closing of the butterfly housing mixer - Valve system

The butterfly housing mixer is controlled to meet the air flow management needs during the particle
filter regeneration phase.
The butterfly housing mixer varies the pressure of the air admitted in relation to its degree of opening.
The closing of the butterfly housing mixer enables the following operations :
 Limiting the quantity of fresh air inducted by the engine

 Augmenting the combustion richness of the mixture
 Increasing of the engine load by compensation from the engine management ECU
 To aid the rise in temperature of the exhaust gases
 Improving of the effectiveness of the post-injection by appropriate management of the air flow
8.4. Post-injection
The catalytic converter, located upstream of the particle filter, is an oxidation catalytic converter.
In the presence of unburned hydrocarbons (HC), the thermal efficiency of the catalytic converter
increases.
The temperature of the exhaust gases increases.
During post injection :
 Fuel is injected after Top Dead Centre (30 - 160° crankshaft)

 The temperature of the exhaust line rises progressively until it is permanently higher than the
threshold for regeneration
Once the regeneration limit has been reached, post injection is maintained until all particles have been
removed.
The flow and post injection time are determined by cartographic maps taking into account engine
operating conditions.
N.B. : Post-injection at idle or return to idle, to limit cooling of the particle filter.
8.5. Effects on engine operation

At constant engine speed and load, post injection leads to an increase in engine torque.
In order to maintain the same level of driving pleasure and prevent engine hesitation during the post
injection, the engine management ECU software incorporates the following strategies :
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 Reduction in main injection flow
 Boost pressure regulation
Figure : B1HA0G1D
"G" : Cylinder pressure ( bar).

"H" : Time(s).
"f" : Pre-injection.
"g" : Main injection.
"h" : Reduction in main injection time.
"j" : Post-injection.
"k" : Reduction in cylinder pressure.
Reducing the main injection flow allows the increase in torque due to post injection to be cancelled.
To remain at the same (iso) engine torque during the regeneration assistance, the fuel flow is
regulated.
9. Displaying faults - Back-up operating modes

9.1. Displaying faults
The appearance of certain faults in the particle filtration system leads to the illumination of the engine
diagnostic LED.
The particle filter failure warning light comes on if there is a fault in the following components or
information :
 Differential pressure sensor

 Exhaust gas temperature sensors (downstream of the catalytic converter)
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 Holed particle filter
When the particle filter is clogged, the particle filter clogged warning light is switched on on the
instrument panel.
9.2. Back-up operating modes

The injection system manages the following back-up modes : An operating mode with a reduced fuel
flow.
9.3. Reduced fuel flow

This back-up operating mode limits fuel flow, and the engine speed cannot under any circumstances
exceed 2750 rpm.
The injection system switches to "reduced flow" mode when a fault is present on one of the following
components :
 Clogged particle filter

 Differential pressure sensor (*)
9.4. Fuel additive function - Operation in degraded modes

2 main strategies are used if the additive systems develops faults.
Fuel sender fault.
The engine management ECU makes an addition equivalent to filling of the fuel tank ; When the fuel
tank filling condition is detected.
Failure in communication on the multiplexed CAN network.
The engine management ECU makes an addition equivalent to filling of the fuel tank ; When
communications are interrupted for more than 10 seconds.
10. Driver's information function

10.1. Diagnostic warning lamp
Normal operation of the warning lamp :
 The lamp illuminates when the ignition is switched on

 After the ignition is switched on, the LED extinguishes after a 4 second timer
Warning lamp not operating as normal :
 The lamp illuminates when the ignition is switched on

 The warning lamp remains on
10.2. Risk of particle filter clogging

In the event of prolonged idling, regeneration assistance is ineffective (exhaust gas temperature
insufficient).
The filter is clogged by particles.
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The engine management ECU informs the BSI1.
The BSI1 requests the displaying of a message on the multifunction screen (risk of particle filter
clogging).
The aim is to encourage the customer to adapt his driving to facilitate particle filter regeneration.
Within 100 kilometres after the message appears, the customer must drive for at least 3 minutes at a
speed greater than 50 km/h which should cause the message to disappear.
Failure to comply with this recommendation will lead to the following fault : Clogged particle filter.
The engine management ECU informs the BSI1 which requests activation of the following components
:
 Request to switch on the particle filter clogged warning light

 Request to display a message on the multifunction screen (antipollution problem)
10.3. Minimum level of additive reached

The engine management ECU informs the BSI 1 which requests the displaying of a message on the
multifunction screen (minimum diesel additive level) (after the ignition is switched on) (*).
(*) Depending on vehicle equipment.
Procedure for service LED switching off.
After refilling the additive reservoir, the service warning lamp remains on until the additive quantity
counter has been reset to zero.
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D4EA03DZP0 FUNCTION : EXHAUST GAS RECYCLING (EGR)
1.1. Non-cooled exhaust gases
Figure : B1KA00OP
Key :
 "A" Control vacuum
213
 "B" Mixture of inlet air and recycled exhaust gas
 "C" Exhaust gas
 "D" Air inlet
 "E" Electrical links
 "F" Cooled exhaust gases

correspondence
1 Electrovalve controlling the EGR exchanger by-pass 1253
2 Engine ECU 1320
3 Cylinder head -
4 Air intake mixer 1324
5 Exhaust gas recycling (EGR) heat exchanger -
6 Electrically-controlled exhaust gas recycling valve 1297

(EGR)
214
1.2. Cooled exhaust gases
Figure : B1HA0ELP
Key :
 "A" Control vacuum

 "B" Mixture of inlet air and recycled exhaust gas
 "C" Exhaust gas
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 "D" Air inlet
 "E" Electrical links
 "F" Cooled exhaust gases

correspondence
1 Electrovalve controlling the EGR exchanger by-pass 1253
2 Engine ECU 1320
3 Cylinder head -
4 Air intake mixer 1324
5 Exhaust gas recycling (EGR) heat exchanger -
6 Electrically-controlled exhaust gas recycling valve 1297

(EGR)
2. Role
To comply with the emission standards, the quantity of nitrous oxide NOx thrown out by the exhaust
must be the lowest possible.
The Exhaust Gas Recycling (EGR) device reduces the amount of nitrous oxides (NOx) emitted by the
exhaust.
3. Function
3.1. Exhaust gas recycling
The high temperatures, caused by the mode of combustion by excess of clean air to the diesel
engines, produce a large quantity of nitrous oxide (NOx).
The admission of exhaust gas into the combustion chamber reduces the quantity both of oxygen and
of nitrogen present at combustion.
The temperature of combustion is then lessened, which reduces the amount of nitrous oxide (NOx)
emitted.
Some of the exhaust gas is diverted into a duct linking the exhaust to the air intake.
This duct is closed by an electric EGR valve.
On the command of the engine ECU, the electric EGR valve opens, giving the exhaust gases a
controlled access to the inlet manifold.
N.B. : Too large a quantity of recycled exhaust gas causes an increase in emissions of soot, of carbon
monoxide (CO) and of hydrocarbons (HC) by reason of poor combustion due to lack of air.
216
In addition to opening the electric EGR valve, the engine ECU orders the air mixer to close partially.
The closing of the air mixer causes :
 A vacuum in the inlet manifold, drawing in the exhaust gases

 A diminution of the amount of air entering
3.2. Cooling of the recycled exhaust gases

Cooling of the exhaust gases enables the emissions of nitrous oxide (NOx) to be further reduced.
The exhaust gases are able to be cooled, in order to prevent the total mix of air from reaching too high
a temerature (Mixture of inlet air and recycled exhaust gas).
In certain operating phases, the exhaust gases do not have to be cooled before being admitted into
the combustion chamber (Notably during cold starts, to allow the engine to warm up more rapidly).
The engine ECU, by means of a pneumatic electrovalve, operates a by-pass by which the exhaust
gases go directly to the air inlet without passing through the EGR exchanger.
Les gaz d'échappement sont refroidis lorsque la température d'eau moteur est comprise entre 18°C et
65°C.
3.3. Initialisation of stops

To mitigate ageing and clogging of the EGR valve, the engine ECU performs an automatic initialisation
of the lower stop when the valve is closed (during full load, foot off or power latch).
The upper stop is calculated by adding 3 V to the position registered at the lower stop, the upper stop
being updated at each initialisation of the lower stop.
Taking account of the stop positions initialised automatically and comparing them with the original
position initialised at the factory, the engine ECU adapts the setting for control of the EGR valve.
Initialisation of stops is not possible if the battery voltage is lower than 10 V or higher than 14 V.
N.B. : Initialisation can be performed using the diagnostic tool, see Diagnostic Tool Functions.
3.4. Cleaning of the electric EGR valve

To prevent soiling of the electric EGR valve, there is a cleaning phase on switching on the ignition.
This cleaning phase consists of 5 successive opening and closing cycles.
At the end of the cleaning cycle, the engine management ECU tries to reach the upper stop (maximum
opening) of the electric EGR valve :
 If during this attempt a blockage is detected, the cleaning cycle is repeated

 If, after this second attempt, the valve remains stuck, a fault appears
3.5. Cleaning of the by-pass of the EGR heat exchanger

The engine ECU operates the cleaning (1 up/downs) of the by-pass of the EGR heat exchanger when
the engine is running.
The cleaning is activated prior to first use of the exhaust gas heat exchanger by-pass.
217
3.6. Antisticking
The engine ECU estimates the state of sticking of the electric EGR valve, as a function of the following
factors :
 Speed of movement of the gate of the electric EGR valve

 Errors in regulation of the position of the electric EGR valve
If the electric EGR valve begins to stick or sticks : The engine ECU controls the electric EGR valve via
a conventional control signal, followed by a vibratory signal to make the electric EGR valve vibrate and
thus avoid sticking.
N.B. : The amplitude of the vibratory signal depends on the degree of sticking detected by the engine
ECU. The antisticking strategy is used only during phases where the electric EGR valve is being
operated.
4. Activation conditions
Figure : B1KA00SD
"G" Torque indicated (N.m).

"H" Activation zone of the electric EGR valve in engine speed/Increasing torque.
"J" Activation zone of the electric EGR valve in engine speed/Decreasing torque.
"N" Engine speed (rpm).
"T" engine torque (N.m).
218
etc.).
Zone "G" defines the range in which the electric EGR valve is activated during an acceleration.
Zone "H" defines the range in which the electric EGR valve is activated during a deceleration.
The electric EGR valve is deactivated in certain operating conditions :
 Under the engine speed and torque conditions defined by the activation zones "H" and "J"
 At idle after 60 seconds
 Above idle if the coolant temperature is higher than 110°C
 Atmospheric pressure from 840 mbar
 Air temperature lower than -12°C
219
FUNCTION : COOLING FUNCTION INCORPORATED IN THE ENGINE
D4EA03HLP0
MANAGEMENT ECU (FRIC)
1.1. Cold circuit
Figure : B1GA0CWP
220
Key :
 "A" Coolant (Cold)

 "B" Coolant (Reheated coolant fluid)
 "C" Electrical connection
(1) heater matrix -
(2) Engine ECU 1320
(3) electric cooling fan unit -
(4) Radiator 1510
(5) Degassing housing -
(6) Coolant pump -
(7) Internal combustion engine -
(8) Exhaust gas recycling (EGR) heat exchanger -
(9) Water outlet housing with integral thermostatic valve -
(10) Water temperature sensor 1220
(11) Coolant/oil exchanger -
221
1.2. Hot circuit
Figure : B1GA0CXP
Key :
 "A" Coolant (Cold)

 "B" Coolant (Hot )
 "C" Coolant (Reheated coolant fluid)
222
 "D" Electrical connection
(1) heater matrix -
(2) Engine ECU 1320
(3) Radiator -
(4) electric cooling fan unit 1510
(5) Degassing housing -
(6) Coolant pump -
(7) Internal combustion engine -
(8) Exhaust gas recycling (EGR) heat exchanger -
(9) Water outlet housing with integral thermostatic valve -
(10) Water temperature sensor 1220
(11) Coolant/oil exchanger -
2. Role
Functions of the engine management ECU :
 Checking the operation and stopping of the cooling fan (Engine cooling)
 Control of the post ventilation
 To control the lighting of the coolant temperature warning lamp in the control panel
 Control of the coolant temperature logometer on the instrument panel
 Acquisition of the engine coolant temperature
 To manage the back-up modes
3. Function
The engine cooling circuit is subject to two operating phases :
 Temperature increase phase (Cold circuit)
223
 Temperature regulation phase (Hot circuit)
During the temperature increase phase (engine cold), the thermostat is closed, preventing the
circulation of coolant towards the cooling radiator so as to allow the engine temperature to increase
more rapidly.
Above a certain temperature (information not available) the thermostat starts to open, the cooling
system gets bigger and the coolant is cooled through the cooling radiator to regulate the engine
temperature.
N.B. : The thermostat is fully open above a certain temperature (Information unavailable).
4. Control of the fan assembly

When the natural cooling effect of the radiator no longer suffices, the coolant temperature increases,
so the engine ECU operates the cooling fan to assist the engine to cool.
The engine ECU operates the cooling fan via a relay, which allows the cooling fan to turn at two
different speeds depending on the engine temperature.
The engine ECU fixes the required speed for the cooling fan as a functionof the following parameters :
 Coolant temperature - engine running

 Coolant temperature - Engine not running (Post ventilation)
 Ambiant temperature (Under the bonnet)
 Temperature : Particle filter
 Temperature of the alternator
 Any incident inducing a back-up mode
4.1. Coolant temperature - engine running

The engine management ECU activates the slow speed of the fans when the engine coolant
temperature reaches 97 °C.
The cooling fan stops when the engine coolant temperature comes below 92°C.
The engine management ECU activates the fast speed of the fans when the engine coolant
temperature reaches 105 °C.
The cooling fan returns to slow speed when the engine coolant temperature comes below 100°C.
4.2. Coolant temperature - Engine not running (Post ventilation)

Information unavailable.
4.3. Ambiant temperature : Under the bonnet
The engine ECU activates the cooling fan when the temperature under the bonnet is excessive,
engine running.
The temperature under the bonnet is calculated according to the following parameters :
 The inlet air temperature

 The vehicle speed
224
4.4. Temperature : Particle filter
The engine ECU activates the cooling fan during phases of regeneration of the particle filter, so as to
cool the exhaust line and components close by.
The temperature of the particle filter is managed according to 4 phases :
 During a regeneration of the particle filter

 After a regeneration of the particle filter - engine running
 After a regeneration of the particle filter - Engine off (Post ventilation)
 During a forced regeneration of the particle filter ; Using the diagnostic tool
The engine ECU fixes the required speed for the cooling fan as a functionof the following parameters :
 Particle emission filter temperature

 External air temperature
 engine torque
 Vehicle speed
4.5. Temperature of the alternator

The engine ECU activates the cooling fan at either first or second speed, depending on the
temperature of the alternator.
4.6. Back-up mode
The engine ECU activates the cooling fan when the injection system goes into the "limp home" or the
"reduced fuel flow" back-up modes, to prevent the engine overheating.
5. Warning lamp : Engine coolant temperature

Information unavailable.
6. Data
Total capacity of engine cooling circuit Information unavailable
Pressurisation Information unavailable
Start of opening of the thermostatic regulator Information unavailable
Full opening of the thermostatic regulator Information unavailable
Fan Information unavailable
Triggering threshold Information unavailable
225
Number x electrical power Information unavailable
Air conditioning cut-off 115 °C
Warning Information unavailable
Post-cooling Information unavailable
226
D4EA03HKP0 FUNCTION : COOLING REQUIREMENT FOR THE AIR CONDITIONING (BRAC)
Figure : D4EA101P
Key :
 "A" Low pressure circuit

 "B" High pressure circuit
227
 "C" Electrical links
(1) Engine fusebox PSF1
(2) Built-in systems interface BSI1
(3) Engine ECU 1320
(4) Aircon fluid pressure sensor 8009
(5) Cooling condensor -
(6) electric cooling fan unit 1510
(7) air conditioning compressor 8020
(8) Air conditioning evaporator -
(9) Cooling pressure relief valve -
2. Role
To operate, the air-conditioned circuit requires to be cooled by the refrigeration condenser.
The engine management ECU controls the activation of the fan to cool the refrigeration condenser.
3. Function
The engine management ECU controls the activation of the fan according to the internal pressure of
the air-conditioned circuit.
4. Activation conditions
4.1. electric cooling fan unit
The activation of the first speed of the fan is controlled for a pressure of the air-conditioned circuit
above 9,1 bars (The fan unit is cut when the pressure is below 7 bars).
The activation of the second speed of the fan is controlled for a pressure of the air-conditioned circuit
above 16,1 bars (The second speed of the fan is cut when the pressure is below 13 bars).
4.2. air conditioning compressor

The engine management ECU can prohibit the operation of the refrigeration compressor to protect the
engine in the event of overheating.
228
The conditions for cutting the refrigeration compressor are given by a mapping internal to the engine
management ECU taking the following parameters into account :
 Engine speed
 Engine load
 Exterior air temperature
The engine management ECU prohibits the operation of the refrigeration condenser when the
temperature of the coolant is above or equal to 115°C.
The engine management ECU authorises the resumption of operation of the air conditioning
compressor when the engine coolant temperature is 112°C or below.
The engine management ECU prohibits operation of the air conditioning compressor when the outside
air temperature is 1°C or below.
The engine management ECU authorises the resumption of operation of the air conditioning
compressor when the outside air temperature is 3°C or above.
10. Description : Back-up mode
Fault After sales description of the fault code

codes
P0001 Control of the fuel flow regulator : Open circuit
P0002 Control of the fuel flow regulator : Incoherence of the control current of the flow regulation
valve
P0003 Control of the fuel flow regulator : Short circuit to earth
P0004 Control of the fuel flow regulator : Short circuit to positive
P0016 Synchronisation : Incoherence between the information from the engine speed sensor and
the camshaft sensor
P0017 Starting surveillance : Synchronisation time too long
P0030 Oxygen sensor heater : Open circuit
229
P0031 Oxygen sensor heating : Short circuit to earth
P0032 Oxygen sensor heating : Short circuit to positive
P0069 Coherence fault : At idle, lack of coherence between the manifold inlet pressure
measurement and the atmospheric pressure measurement
P0087 Fuel circuit : The pressure measured in the injection rail is less than the setting
P0088 Fuel circuit : Pressure measured in the injection rail above the reference
P0093 Fuel circuit : Incoherence on the fuel pressure with the flow regulator jammed open
P0097 Measurement of the manifold inlet air temperature : Short circuit to earth : Temperature
too high
P0098 Measurement of the manifold inlet air temperature : Short circuit to positive or open circuit
: Temperature too low
P0100 Air flow measure : Quantity of air above the maximum threshold
P0102 Air flow measure : Signal incoherent (frequency too low)
P0103 Air flow measure : Signal incoherent (frequency too high)
P0112 Measurement of the air temperature at the air flow sensor : Short circuit to earth :
Temperature too high
P0113 Measurement of the air temperature at the air flow sensor : Short circuit to positive or
open circuit : Temperature too low
P0115 Engine water temperature measure : Temperature rise test
P0117 Engine water temperature measure : Short circuit to earth : Value too high
P0118 Engine water temperature measure : Short circuit to positive or open circuit : Value too
low
230
P0130 Measurement of the concentration of oxygen : Open circuit on one of the pins of the
sensor (not heating)
P0131 Measurement of the concentration of oxygen : Short circuit to earth
P0132 Measurement of the concentration of oxygen : Short circuit to positive
P0133 Measurement of the concentration of oxygen : Sensor signal too slow
P0134 Oxygen sensor heating : Heating of the sensor, or the sensor itself faulty
P0135 Oxygen sensor heating : Estimated temperature too high or too low, sensor heating no
longer working
P0182 Fuel temperature measure : Short circuit to earth : Value too high
P0183 Fuel temperature measure : Short circuit to positive or open circuit : Value too low
P0190 Fuel circuit : Value incoherence on starting or when stopped
P0191 Measurement of the pressure in the fuel injection rail : Voltage variation outside the
tolerance
P0192 Measurement of the pressure in the fuel injection rail : Short circuit to earth : Pressure too
low
P0193 Measurement of the pressure in the fuel injection rail : Short circuit to positive : Pressure
too high
P0201 Injector 1 signal. : Open circuit
P0215 Main relay control : Poor operation of the relay, the ECU is not being supplied as it should
be
231
P0222 Measurement of the accelerator pedal position : Track 2 signal short circuit to earth
P0223 Measurement of the accelerator pedal position : Short-circuit to positive or open circuit on
the signal from track 1
P0227 Measurement of the accelerator pedal position : Track 2 signal short circuit to earth
P0228 Measurement of the accelerator pedal position : Short-circuit to positive or open circuit on
the signal from track 2
P0234 Charge pressure regulation : Air pressure above the reference value
P0237 Measurement of the manifold inlet pressure : Short circuit to earth : Pressure too low
P0238 Measurement of the manifold inlet pressure : Short circuit to positive : Pressure too high
P0243 Turbocharger control : Open circuit
P0245 Turbocharger control : Short circuit to earth
P0246 Turbocharger control : Short circuit to positive
P0261 Injector 1 signal. : Short circuit to earth on the circuit (harness, injector, ECU)
P0262 Injector 1 signal. : Short circuit to positive on the circuit (harness, injector, ECU)
P0263 No. 1 cylinder : Injector resetting outside tolerance
232
P0299 Charge pressure regulation : Air pressure below the reference value
P0335 Engine speed measurement : Loss of signal
P0336 Engine speed measurement : Signal absent when starting
P0341 Measurement of the camshaft position : Camshaft signal not available
P0344 Measurement of the camshaft position : Signal incorrect
P0401 Air circuit : Quantity of fresh air above the reference value
P0402 Air circuit : Quantity of fresh air below the reference value
P0405 Measurement of the position of the EGR valve : Open circuit or short circuit to earth
P0406 Measurement of the position of the EGR valve : Short circuit to positive
P0460 Fuel level measurement : Variations outside the tolerance
P0461 Intersystems CAN : Fuel level information incorrect or absent
P0462 Fuel level measurement : Short circuit to earth
P0463 Fuel level measurement : Short circuit to positive
P0489 EGR valve : Position incorrect (too open)
P0490 EGR valve : Position incorrect (too closed)
P0493 electric cooling fan unit: Twin speed : Incoherence between the reference value (no
control) and the status of the fan assembly
233
P0494 electric cooling fan unit: Twin speed : Incoherence between the reference value (low
speed) and the status of the fan assembly
P0495 electric cooling fan unit: Twin speed : Incoherence between the reference value (high
speed) and the status of the fan assembly
P0500 Intersystems CAN : Speed information incorrect or absent
P0504 Measurement of the brake pedal position : Incoherence between the two brake sensors
detected under acceleration
P050B Starting surveillance : Starting time too long
P0513 Starting surveillance : The time for unlocking the immobiliser is too long
P0532 Measurement of the air conditioning pressure : Short circuit to earth
P0533 Measurement of the air conditioning pressure : Short circuit to positive or open circuit
P0562 Battery voltage measurement : System voltage too low
P0563 Battery voltage measurement : System voltage too high
P0565 Intersystems CAN : Vehicle Cruise Control information incorrect or absent
P0571 Intersystems CAN : Lack of coherence of the brake pedal position sent by the BSI
P0575 Intersystems CAN : Speed Limiter information incorrect or absent
P0603 Computer : Fault internal to the EEPROM, malfunctioning of the non-volatile memory
P0605 Computer : internal fault
P0606 Computer : Fault internal to "Watchdog" (CMM)
P060B Computer : Analogue / digital conversion not plausible
P0610 Downloading/Configuration : Downloading fault of the configuration of the ECU
234
P061C Computer : Engine speed not plausible
P0620 Alternator : Alternator electrical fault
P0658 5V sensor supply no. 1 (Capteur de p�dale d'acc�l�rateur, capteur de position de

la vanne EGR, capteur de position du turbocompresseur, capteur de position
du doseur d'air, capteur de pression de suralimentation) : Voltage outside the tolerance
P065A Alternator : Alternator mechanical fault
P0668 ECU internal temperature measurement : Short circuit to earth
P0669 ECU internal temperature measurement : Short circuit to positive
P0685 Power relay control : Open circuit
P0686 Power relay control : Short circuit to earth
P0687 Power relay control : Short circuit to positive
P0691 electric cooling fan unit: Short-circuit to earth or open circuit on the control of cooling fan
1
P0692 electric cooling fan unit: Short-circuit to positive on the control of cooling fan 1
P0693 electric cooling fan unit: Short circuit to earth on the fan assembly control 2
P0694 electric cooling fan unit: Short circuit to positive or open circuit on the fan assembly control
2
P0704 Measurement of the clutch pedal position : Absence of pedal presses on a great variation
of speed
P0812 Intersystems CAN : The engine receives the information that reverse gear is engaged
even though that is not possible
P0831 Measurement of the clutch pedal position : No pressing of the pedal while driving for a
certain time
235
P0832 Intersystems CAN : Information from the clutch switch received by the CAN erroneous
P0A1A Alternator : Alternator communication fault
P0A3B Alternator : Alternator temperature fault
P107A Charge pressure regulation : Air pressure below the reference value (Service)
P1113 Fuel circuit : Rail pressure below the minimum threshold
P1166 Fuel circuit : Maximum rail pressure exceeded
P1199 Fuel circuit : Incoherence on the reserve fuel pressure (Nearing no fuel)
P11AA Air circuit : Turbocharging pressure above the maximum threshold
P11AB Air circuit : Turbocharging pressure below the maximum threshold
P11B2 Measurement of the position of the EGR exchanger by-pass : Short circuit to positive
P11B3 Measurement of the position of the EGR exchanger by-pass : Short circuit to earth
P129F Air circuit : Quantity of fresh air above the reference value (Service)
P12A0 Air circuit : Quantity of fresh air below the reference value (Service)
P12B3 EGR valve : Position incorrect (too open) (Service)
P12B4 EGR valve : Position incorrect (too closed) (Service)
P1349 Engine preheating : Short circuit to positive or open circuit on the relay control
P1350 Engine preheating : Short circuit to earth on the relay control
P1352 Engine preheating : Fault on the pre-heating relay or glow plugs
P1403 Control of additional heating 1 : Open circuit or short circuit to positive or short circuit to
earth
236
P1404 Control of additional heating 2 : Open circuit or short circuit to positive or short circuit to
earth
P1408 Control of additional heating 1 : Additional heating start-up fault
P1412 Particle filter : Engine reconfiguration activated following an electrical fault of the
measurement of the differential pressure sensor or of the measurement of the particle
emission filter temperature
P1434 Multiplexed additive pump : Pump fault
P1435 Multiplexed additive pump : CAN network fault or pump fault
P1445 Additive adding : The quantity of additive injected into the particle emission filter has
exceeded the maximum threshold
The particulate emission filter must be changed
P1446 Additive adding : Calculated additive level below the critical threshold
P1457 Particle filter : Detected absent
P1461 EGR valve : EGR valve programming.Drift from the initialisation of the lower limit (valve
closed)
P1462 EGR valve : EGR valve programming. Discrepancy in the programming of the top stop (
valve open)
P1490 Particle filter : Detected overloaded
P1496 turbocharger : Position incorrect in relation to the setting, too much turbo (Service)
P1497 turbocharger : Position incorrect relative to requirement, not enough turbo (Service)
P1498 Air metering valve : Position incorrect (Closed too far) (Service)
P1499 Air metering valve : Position incorrect (Open too far) (Service)
P149C turbocharger : Excessive drift on the last initialisations of the lower limit
237
P14A3 EGR exchanger bypass : Confirmed jammed open (hot side)
P14A4 EGR exchanger bypass : Confirmed jammed shut (cold side)
P14A7 EGR valve : Failure of the first programming operations
P14A9 turbocharger : Failure of the first programming operations
P14AA Air metering valve : Failure of the first programming operations
P1505 Intersystems CAN : The air bag ECU has requested stopping of the engine (Following the
detection of an impact)
P1536 Measurement of the brake pedal position : Lack of coherence between the two brake
sensors detected on deceleration
P15B3 Additive adding : Additive level calculated lower than the minimum threshold
P1600 Downloading/Configuration : Downloading of the resetting of the injectors not carried out
P160A Downloading / Configuration : Homologation no. configuration fault
P1621 Computer : Software redundancy fault at the injection ( level 2)
P1623 Computer : Fault on the fuel circuit ( level 2)
P1624 Computer : Fault on the injection time ( level 2)
P1625 Computer : Software redundancy fault. Calculation error detected
P1631 Computer : Internal fault (injection with no load)
P1641 Computer : Failure of the initialisation of the injector bank, or harness fault
P1655 Engine running status information line : Short circuit to positive
P1656 Engine running status information line : Short circuit to earth
P1657 Engine running status information line : Open circuit
238
P1667 Computer : Analogue / digital conversion not plausible
P1694 Controlled engine start and stop : Starter control line faulty
P1695 Controlled engine start and stop : Motor jammed
P1696 Controlled engine start and stop : Simultaneous starting and stopping request
P16A0 engine: Detection of runaway caused by oil ingestion after stalling
P2031 Particle emission filter upstream temperature measurement : Plausibility when starting
P2032 Particle emission filter upstream temperature measurement : Short circuit to earth
P2033 Particle emission filter upstream temperature measurement : Short circuit to positive
P2100 Control of the air mixer : Open circuit
P2102 Control of the air mixer : Short circuit to earth
P2103 Control of the air mixer : Short circuit to positive
P2118 Control of the air mixer : Limitation of current on the control of the air mixer
P2125 Air metering valve : Drift in the initialisations of the lower stop
P2126 Air metering valve : Drift in the initialisations of the upper limit
P2127 Measurement of the air mixer position : Short circuit to earth
P2128 Measurement of the air mixer position : Short circuit to positive or open circuit
P2132 Accelerator pedal point of resistance switch measurement : Short circuit to earth
P2133 Accelerator pedal point of resistance switch measurement : Short circuit to positive
P2137 Measurement of the accelerator pedal position : Incoherence of the accelerator pedal
tracks
239
P2140 Accelerator pedal point of resistance switch measurement : Incoherence between the hard
point signal and the accelerator pedal position
P2143 Control of the EGR valve : Open circuit
P2144 Control of the EGR valve : Short circuit to earth
P2145 Control of the EGR valve : Short circuit to positive
P2146 Control of injectors : Injection bank 1 : Short circuit
P2149 Control of injectors : Injection bank 2 : Short circuit
P2173 Air metering valve : Position incorrect (too open)
P2175 Air metering valve : Position incorrect (too closed)
P2187 Mixture of the system : Concentration of oxygen too high at idle
P2188 Mixture of the system : Concentration of oxygen too low at idle
P2191 Mixture of the system : Concentration of oxygen too high at full load
P2192 Mixture of the system : Concentration of oxygen too low at full load
P2228 Measurement of the atmospheric pressure : Value too low
P2229 Measurement of the atmospheric pressure : Value too high
P2231 Measurement of the concentration of oxygen : Coupling of the sensor signal with the
heating circuit
P2244 Mixture of the system : Integrated slave circuit of the sensor faulty
P2245 Measurement of the concentration of oxygen : Voltage too low
P2246 Measurement of the concentration of oxygen : Voltage too high
P2291 Starting surveillance : Pressure increase in the injection rail too slow when starting
240
P2297 Measurement of the concentration of oxygen : Oxygen concentration not plausible when
the pedal is released
P2299 Measurement of the accelerator pedal position : Pedal jammed or applied at the same
time as the brake pedal
P2413 Control of the EGR valve : Overheating or excess current
P2425 Control of the Bypass of the EGR exchanger : Open circuit
P2426 Control of the Bypass of the EGR exchanger : Short circuit to earth
P2427 Control of the Bypass of the EGR exchanger : Short circuit to positive
P242F Particle filter : Detected clogged
P2453 Measurement of the particle emission filter differential pressure : Voltage variation outside
the tolerance
P2454 Measurement of the particle emission filter differential pressure : Voltage too low
P2455 Measurement of the particle emission filter differential pressure : Voltage too high
P2457 Control of the Bypass of the EGR exchanger : Overheating or excess current
P250B Oil level measurement : Incoherent variation of the level
P250C Oil level measurement : Short circuit to earth
P250D Oil level measurement : Short circuit to positive or open circuit
P2562 turbocharger : Position incorrect relative to requirement, not enough turbo
P2563 turbocharger : Position incorrect in relation to the setting, too much turbo
P2564 Measurement of the position of the turbocharger : Short circuit to earth
P2565 Measurement of the position of the turbocharger : Short circuit to positive or open circuit
241
P2566 turbocharger : Excessive drift on the last initialisations of the upper stop
P2670 5V sensor supply no. 2 (Capteur de pression de

la climatisation, capteur de pression diff�rentielle du filtre � particules, capteur de
position du bypass de l'�changeur EGR) : Voltage outside the tolerance
P2685 5V sensor supply no. 3 (Rail pressure sensor, Engine speed sensor, Camshaft sensor) :
Voltage outside the tolerance
P3007 Air circuit : Air flow lower than recommended
P3008 Air circuit : Air flow higher than recommended
P3026 Air circuit : Air flow higher than recommended (Service)
P3027 Air circuit : Air flow lower than recommended (Service)
U0019 Intersystems CAN : Fault on the BSM (engine fusebox) or on the network linking the latter
to the BSI
U0028 Intersystems CAN : Malfunctioning of the instrument panel, loss of lighting of the MIL
warning lamp
U0055 Intersystems CAN : Malfunction of the Comfort CAN, no more lighting of the MIL warning
lamp possible
U0073 Intersystems CAN : CAN in error
U0121 Intersystems CAN : Absence of communication with the ABS/ESP ECU
U0140 Intersystems CAN : Absence of communication with the BSI ECU
U0315 Intersystems CAN : Error in length or prohibited value on the ABS/ESP datastream
U0322 Intersystems CAN : Error in length or prohibited value on the BSI datastream
U0422 Intersystems CAN : One of the parameters present in a datastream sent by the BSI is
invalid
242
U1000 Computer : The engine ECU is detected mute by one of the ECUs on the network
U1113 Intersystems CAN : Absence of communication with the ABS/ESP ECU
U1118 Intersystems CAN : Absence of communication with the BSI ECU
U1213 Intersystems CAN : One of the parameters present in a datastream sent by the ABS/ESP
is invalid
U1218 Intersystems CAN : One of the parameters present in a datastream sent by the BSI is
invalid
U1313 Intersystems CAN : Error in length or prohibited value on the ABS/ESP datastream
U1318 Intersystems CAN : Error in length or prohibited value on the BSI datastream
U1400 Alternator LIN network : Registering of a fault on the LIN network
U1401 Alternator LIN network : Recording of a fault on the slave node of the alternator LIN
U2000 Intersystems CAN : Request for main ECU triggering not plausible or absent
U2003 Intersystems CAN : Request for ECU wake-up (wire signal) inconsistent with the CAN
data
U2118 Intersystems CAN : Request for partial ECU triggering not plausible or absent
243
11. Function : Diagnostic tool
D4EA02YFP0 DIAGNOSTIC EQUIPMENT FUNCTIONS : READING OF THE PARAMETERS

1. Information : Fuel system
Parameter Details Display Unit
Engine speed Information given to the engine management ECU XXXX Rpm
by the engine speed sensor
Synchronisation of the The ECU determines the time and cylinder of No OK -

camshaft - Crankshaft injection when it is "synchronised" to start the
engine Yes
Fuel pressure Pressure in the fuel high pressure common injection XXXX bar
requirement rail requested by the engine management ECU
The pressure is determined in relation to the
required injection into the cylinders
Measured fuel pressure Pressure value given by the fuel pressure sensor to XXXX bar
the engine management ECU
The value should be fairly close to the reference
value
Calculated flow injected The ECU does not know the precise quantity of fuel XX,XX mg/stroke
injected. The ECU estimates the quantity of fuel
injected in relation to the pressure in the high
pressure common injection rail and the diesel
injector control times
Fuel temperature - XXX °C
Coolant temperature Coolant circuit temperature. The engine is XXX °C

considered "hot" above 70 °C. If the engine
temperature is too high, the engine management
244
ECU activates the fan assembly to assist in cooling
the engine
Fuel flow regulation - XXX %

control cyclical opening
ratio
Current consumed by the Electrical consumption of the actuator measured by XX A

flow regulator in the high the engine management ECU
pressure pump
N°1 cylinder injection Total injection time (Pilot injections - Main - post- XX,XX ms
time injections)
time injections)
time injections)
time injections)
Activation of the fuel - Strategy -

injectors opening inactive
correction strategies
Strategy -
active
Cylinder 1 injector flow Factor of correction of the injection time on cylinder XX -

correction factor 1

correction factor 2

correction factor 3
245
correction factor 4
Classification of injector A code engraved on the tab of the diesel injector XXXXXX -
1 corresponds to a measurement of the
characteristics of the injector when it was
manufactured
The code allows the ECU to adapt the injection
times in relation to the characteristics of each of the
diesel injectors
manufactured
diesel injectors
manufactured
diesel injectors
manufactured
diesel injectors
2. Information : Induction circuit
246
Engine speed Information given to the engine management ECU by XXXX Rpm
the engine speed sensor
Air flow setting Quantity of fresh air in the air intake circuit, requested XXXX mg/stroke
by the engine management ECU
The engine management ECU determines the quantity
of air in relation to the requirements of the engine
(Observance of emission control - Performance,…
Measured air flow With the engine running, this information must be very XXXX mg/stroke
close to the air flow reference value
When the EGR valve is deactivated intentionally by the
engine management ECU (after idling for several
minutes for example), the value is no longer the same
as the reference value
Turbocharger pressure Turbocharging pressure that the engine management XXXX Mbar
reference value ECU requires in the air intake circuit after the
turbocharger
The engine management ECU determines the
turbocharging pressure in relation to the requirements
of the engine (Observance of emission control -
Performance,…)
Measured turbocharger Pressure measured at the air intake circuit XXXX Mbar
pressure The value measured should always be close to the
reference value
Atmospheric pressure Atmospheric pressure measured inside the engine XXXX Mbar
management ECU
The atmospheric pressure varies according to the
altitude and the weather
Flow meter air - XXX °C

temperature
247
Air temperature at inlet - XXX °C
manifold
Exterior temperature The ambient temperature is measured at the mirror XXX °C

(Management by the BSI or the door module)
Fuel temperature - XXX °C
Coolant temperature Coolant temperature in the cooling circuit in ° C XXX °C

The engine is considered "hot" above 70 °C
If the engine temperature is too high, the engine
management ECU activates the fan assembly to assist
in cooling the engine
EGR valve : Position The engine management ECU determines the position XXX %
reference value that the EGR valve must take so that the recirculation of
the gas permits optimum depollution of the engine
EGR valve : Open cycle This is the reflection of the electric control by the engine XXX %
ratio management ECU. It is normal for this percentage not
to correspond to the position reference value. The value
may be positive or negative (for the openings and
closings)
EGR valve : Position This value should be close to the position reference XXX %
repeat value
turbocharger : Turbo According to the turbocharging requirement, the engine XXX %

position reference management ECU determines the position of the
value turbocharger variable geometry
turbocharger : Cyclical This is the reflection of the electric control by the engine XXX %
opening ratio of the management ECU. This control is applied to the
turbocharger pressure vacuum circuit solenoid valve. It is normal for this
solenoid valve percentage not to correspond to the position reference
value. The value can only be positive
turbocharger : Position This value should be close to the position reference XXX %
repeat value
248
Air mixer : Position The engine management ECU determines the position XXX %
reference value of the air mixer in relation to the requirement for air
circulating in the air intake circuit
Air mixer : Open cycle This is the reflection of the electric control by the engine XXX %
ratio management ECU. It is normal for this percentage not
to correspond to the position reference value. The value
may be positive or negative (for the openings and
closings)
Air mixer : Position This value should be close to the position reference XXX %
repeat value
EGR exchanger by-pass Depending on the EGR gas cooling requirement, the XXX %
: Position reference engine management ECU determines the position of
value the EGR exchanger bypass. As the actuator only takes
two positions, the possible values are 0% or
100% (approx.)
EGR exchanger by-pass This value should be close to the position reference XXX %
: Position repeat value
3. Electrical information
Engine speed Information given to the engine management ECU by the engine XXXX Rpm
speed sensor
Battery voltage Battery voltage measured by the engine management ECU XX,XX V
Supply voltage 5 V Voltage of the 5V stabilised supply n°1 XXXX MV

No.1

No.2

No.3
249
Power relay Indicates that the engine management ECU is requesting Active -
control activation of the power relay (availability of more electrical power);
this is normally always the case Inactive
Temperature of the Temperature measures by the alternator XXX °C

alternator
4. Miscellaneous information
Synchronisation of the The camshaft sensor and the engine speed sensor No OK -
camshaft - Crankshaft allow the engine management ECU to determine the
moment and the cylinder of injection when it is Yes
"synchronised" to start the engine
Engine status Defines the various engine statuses Switched off or -

stalled
In preparation -
Driven starting -
Autonomous -
starting
engine running -
Driven -
restarting
Autonomous -
restarting
Accelerator pedal The accelerator pedal signal voltage 1 must be about XXXX MV
signal voltage 1 double the accelerator pedal signal voltage 2
250
Accelerator pedal The accelerator pedal signal voltage 2 must be about XXXX MV
signal voltage 2 the same as the accelerator pedal signal voltage 1
divided by 2
Accelerator pedal Accelerator pedal pressing position determined from XXX %

position the two voltages above
Accelerator pedal point The various statuses are : "Passed" or "Not passed" Not crossed -
of resistance
information Crossed
Main brake pedal Brake pedal position information sent by the BSI Pressed -
Released
Secondary brake Brake pedal position information determined by the Pressed -

pedal voltage of the sensor connected to the engine
Released
Clutch pedal Clutch pedal position information determined by the Pressed -

voltage of the sensor connected to the engine
Released
Gearbox ratio - Neutral - -

Neutral
Gear 1
Gear 2
Gear 3
Gear 4
Gear 5
Gear 6
Gear 7
251
Check that the
fixings hold
Reverse
engaged
park
Type of gearbox - Manual -

gearbox
automatic
gearbox
Controlled
manual
gearbox
Other
Vehicle speed - XXX Kph
Cruise control status - Inactive -
Active
Cruise control - XXX Kph

reference speed
Inactive
Speed limiter status - Inactive -
Active
Speed limiter reference - XXX Kph

speed
Inactive
Oil pressure - OK -
252
Insufficient
pressure
The oil temperature - XXX °C
Fluid level - XXXX MV
5. Information : Exhaust system
Engine speed Information given to the engine management ECU by the XXXX Rpm
engine speed sensor
Total mass of soot in This information concerns the soot deposited in the XX,XXX g/l
the particle emission particle emission filter. When the engine management
filter ECU estimates a high soot value, it triggers the
regeneration of the particle emission filter to destroy the
soot
Total weight of additive The addition of additive to the fuel results in deposits of XXX G
deposited in the particle additive in the particle emission filter. This value
emission filter increases in relation to the time and should be close to
zero when the particle emission filter is new
Ratio of ash in the This ratio of ash corresponds to the elements XXX %
particle emission filter accumulated in the particle emission filter which cannot
be destroyed during the regenerations of the filter. This
value increases in relation to the mileage and should be
close to zero when the particle emission filter is new
Distance remaining The engine management ECU continuously estimates the XXXXXX kms
before replacement of number of kilometres that the particle emission filter can
the particle emission still travel without causing a malfunction
filter This value is very high when the vehicle is new and more
coherent from 100 000 km
Difference in pressure When the exhaust gas passes through the particle XXX Mbar
between particulate emission filter, it is slowed down ; This phenomenon
results in a difference in pressure between the particle
253
emission filter emission filter inlet and outlet
input/output This difference in pressure is a reflection of the clogging
of the particle emission filter and permits management of
the particle emission filter overload and clogging
diagnostics (Fault codes, regenerations...)
When the engine is off, the value should be close to 0
Particle emission filter This temperature is used for the management of the XXX °C
upstream temperature forced regenerations of the particle emission filter
Less than
100°C
Flow meter air - XXX °C

temperature
Air temperature at inlet - XXX °C

manifold
Status of the Indicates whether a regeneration of the particle emission Inactive -

regeneration filter is in progress
Active
Request to activate To facilitate the regenerations (by increasing the load on No OK -

some consumers the engine) the engine ECU will request the activation of
power consuming equipment on the vehicle (E.g. : Yes
Demisting : Rear )
Authorisation of Indicates whether an element prohibiting the triggering of No OK -

regeneration a regeneration of the particle emission filter is present
Yes
Distance travelled since - XXXX kms

the last regeneration
Average distance - XXXX kms

between the last 10
regenerations
254
Capacity for effecting a This parameter, calculated by the engine ECU, indicates XXX %
regeneration (In short whether the vehicle usage conditions permit normal
term) regeneration in short or in long term
Capacity for effecting a This parameter, calculated by the engine ECU, indicates XXX %
regeneration (In long whether the vehicle usage conditions permit normal
term) regeneration in short or in long term
Additive reservoir Content of the additive reservoir at the time of production. XXXX Ml
volume This value does not change
Volume of additive Current content of the additive reservoir. This information XXXX Ml
remaining in the is only calculated by the ECU (No measuring sensor)
additive reservoir
Minimum additive level When the minimum level has been passed, the addition OK -
of additive to the diesel remains operational (There is
enough additive remaining to travel approximately 2000 Minimum
km). In this case, two warnings may appear level
A message on the multifunction screen or a particle passed
emission filter warning lamp on the instrument panel
This serves to inform the customer that he must visit his
dealership before the addition of additive to the diesel
stops completely, which could result in irreversible
regeneration failures
Exhaust heat recovery - Inactive -
ACTIVE
Mixture calculated from - X,XXX -

the O2 sensor
Activation of the oxygen - XXX %

sensor heating
6. Information : Cooling - heating/ventilation
255
Coolant Coolant temperature in the cooling circuit in ° C XXX °C

temperature The engine is considered "hot" above 70 °C
If the engine temperature is too high, the engine
management ECU activates the fan assembly to assist
in cooling the engine
Air conditioning Pressure measured by the engine management ECU by XX,X bar
circuit pressure means of the sensor in the refrigerant circuit
Control of additional Activation of the passenger compartment additional ACTIVE -

heating heating resistors
Inactive
Relay GMV 2 - Not controlled -

-
Controlled (Slow
speed )
Speed GMV - XXX %
Fan unit reference - XXX %

speed
7. Engine immobiliser information
ECU status - Engine management ECU not locked -
- Engine management ECU locked
Status of the coded engine - Investigation status -

immobiliser programming
- After-sales status
256
- Programmed 1 times
- Engine management matched ((1st time))
First matching
Second matching
Engine management matched (2nd time)
Problems detected on transmission - No problem found -

of the unlocking code
- Awaiting the response from the BSI
- Response from the BSI incorrect
- Reading of the coded engine immobiliser code

impossible
- Reading of the status of the programming of the

coded engine immobiliser impossible
- Waiting for the response from the braking ECU
- Response from the braking ECU incorrect
8. Status of the programmed values
First programming of the - Not carried -

EGR valve out
257
Carried
out
Last programming of the - Not carried -

EGR valve out
Carried
out
Initial EGR valve lower This value corresponds to the position of the stop at the XXX %
stop position time of the very first programming (when new or following
programmed replacement of the part)
The value is expressed as a percentage of the supply.
0% = 0V / 100% = 5V
Last EGR valve lower stop This value corresponds to the position of the stop at the XXX %
position programmed time of the very last programming (The last time the
engine fulfilled these conditions)
0% = 0V / 100% = 5V

turbocharger out
Carried
out

turbocharger out
Carried
out
Initial turbo upper stop This value corresponds to the position of the stop at the XXX %
position programmed time of the very first programming (when new or following
replacement of the part)
0% = 0V / 100% = 5V
258
Last turbo upper stop This value corresponds to the position of the stop at the XXX %
0% = 0V / 100% = 5V
Initial turbo lower stop This value corresponds to the position of the stop at the XXX %
0% = 0V / 100% = 5V
Last turbo lower stop This value corresponds to the position of the stop at the XXX %
0% = 0V / 100% = 5V

air mixer out
Carried
out

air mixer out
Carried
out
Initial air mixer upper stop This value corresponds to the position of the stop at the XXX %
0% = 0V / 100% = 5V
Last air mixer upper stop This value corresponds to the position of the stop at the XXX %
259
0% = 0V / 100% = 5V
Initial air mixer lower stop This value corresponds to the position of the stop at the XXX %
0% = 0V / 100% = 5V
Last air mixer lower stop This value corresponds to the position of the stop at the XXX %
0% = 0V / 100% = 5V
260
D4EA035AP0 DIAGNOSTIC EQUIPMENT FUNCTIONS : ACTUATOR TESTS
1. Tests with the engine running
Description Associated message
Test of the turbocharger pressure regulation A noise can be heard

After the test, the tool displays a report on the
behaviour of the actuator
Test of the EGR exchanger bypass After the test, the tool displays a report on the
behaviour of the actuator
Check of the pressurising of the air entering the The engine runs at a specific speed and actuates
engine the turbocharger
Following the test, the tool displays a report on the
efficiency of the pressurisation
Check of the engine timing The engine stalls because of lack of air
Check of the flow of circulating air The engine enters special conditions making it
possible to check the flow of air
This flow must be within the range given
Check of the operation of the EGR circuit The engine enters special conditions taking it
possible to check the EGR circuit (no cap)
This flow must be within the range given
Check of the operation of the air circuit assembly Following the test, the tool displays a report
(Turbocharger - Flowmeter - Leak…) according to the problems found during the test
Check of the manifold input pressure sensor The tool displays a report according to what is found
at start up
At the end of the actuator test, the diagnostic tool displays one of the following reports :
 No fault
 Short circuit to positive
 Actuator jammed or clogged
 Short circuit to earth
 Open circuit
261
 Actuator jammed
 Actuator clogged
 Test stopped
 Turbocharging pressure sensor fault
 The actuator has moved correctly but the air has not been pressurised
 The engine ECU does not manage to close the air mixer
 Air hose disconnected
2. Engine tests when stopped
Test of the fan assembly

Fan unit at high speed or variable speed Check the correct operation of the cooling fan
Fan unit at slow speed Check the correct operation of the cooling fan
Fuel pressure circuit test
Fuel flow regulation valve in the high-pressure Place your fingers on the component to feel it
pump vibrate
Miscellaneous tests
Test electric EGR valve A noise can be heard

After the test, the tool displays a report on the behaviour of the
actuator
Air mixer test A noise can be heard

After the test, the tool displays a report on the behaviour of the
actuator
Test oxygen sensor heating -
Power Supply relay of the engine Listen to the clicking of the relay
Control of the pre-post heating unit -
Electrical test of the additional -
heating
Electrical test of the additive pump This test is not functional when the vehicle is fitted with an
additive ECU (connected by a LIN network to the BSI)
262
Miscellaneous tests
Electrical test of the exhaust thermal

heating valve (RTE)
At the end of the actuator test, the diagnostic tool displays one of the following reports :
 No fault
 Short circuit to positive
 Short circuit to earth
 Open circuit
 Battery voltage incorrect
 Actuator jammed
 Actuator clogged
 An electrical fault has been detected
263
D4EA02YAP0 DIAGNOSTIC EQUIPMENT FUNCTIONS : CONFIGURATION - DOWNLOADING
1. Configuration
The diagnostic tool is used to configure the following parameters.
Description Condition
Type of gearbox Long Manual Gearbox
Short Manual Gearbox
Controlled manual gearbox
Associated alternator class class 18
class 15
additional heating Pencils or plugs controlled by the BSI and driven by the engine
ECU
No additional heating
Engine cooling management Single-speed fan
Twin speed fan
Air conditioning pressure Without air conditioning

sensor
Linear pressure switch 206+4 HDI
Other linear pressure switch
Body configuration all models
ABS/ESP ESP present
ABS : only
ABS/ESP : absent
264
Water-in-diesel-fuel sensor Present
absent
Cruise control Present
absent
Present
Vehicle speed limiter
absent
Power steering sensor absent
2. Downloading
It is possible to download to the engine management ECU ; Using the diagnostic equipment.
D4EA02Y9P0 DIAGNOSTIC EQUIPMENT FUNCTIONS : LEARNING - INITIALISATION

In the event of replacement, the following components have to be initialised, using the diagnostic tool :
 Engine ECU
 Diesel injectors
 Electric EGR valve
 Air mixer
 turbocharger
 Air flow meter
 Motor unit without airflow meter
 Motor unit with airflow meter
 Additive reservoir for the pump or the pipes
 Particle filter
 Filling the additive reservoir
 Oxygen sensor
The injector codes have to be indicated to the engine ECU via the diagnostic tool, when replacing
either just one injector or all the injectors.
N.B. : The injector codes may be demanded when replacing the engine ECU.
265
DIAGNOSTIC EQUIPMENT FUNCTIONS : OPERATIONS SPECIFIC TO THE
D4EA02F7P0
PARTICLE FILTER
1. Forced regeneration of the particle emission filter
The diagnostic tool can order a forced regeneration of the particle filter at two levels :
 Forced regeneration (vehicle stationary)

 Regeneration (Vehicle in motion)
2. Personalised maintenance
The diagnostic tool enables personalised maintenance; depending on the type of use of the vehicle,
replacement of the particle filter and refilling of the fuel additive can either be requested or carried over
to the next servicing interval.
2.1. Refilling : Fuel additive
The diagnostic tool interrogates the engine ECU on the following parameters :
 The quantity of additive deposited in the particle filter

 The quantity of additive remaining in the additive reservoir
The diagnostic tool compares these values with the additive consumption stored in memory, the
vehicle mileage and the distance remaining before the next servicing interval.
If the quantity of additive is estimated as sufficient, refilling of additive does not need to be done; the
diagnostic tool indicates : "Account taken of the vehicle history, it is not necessary to top up the level
of additive in the reservoir. Check the level of additive again at the next servicing interval".
If the quantity of additive is estimated as insufficient, refilling of additive is requested; the diagnostic
tool indicates : "Taking account of the vehicle's history, it is necessary to top up the level of additive in
the reservoir".
2.2. Replacement : Particle filter
The diagnostic tool interrogates the engine ECU about the distance remaining to be done before
replacement of the particle filter; this value is compared with the distance remaining before the next
servicing interval.
If the distance remaining to be done is greater than that to the next servicing interval, the particle filter
is not to be replaced; the diagnostic tool indicates : "Account taken of the vehicle history, it is not
necessary to replace the particle filter. Check the particle filter again at the next servicing interval".
If the distance remaining to be done is less than that to the next servicing interval, the particle filter
must be replaced; the diagnostic tool indicates : "Account taken of the vehicle history, the particle filter
must be replaced".
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266

16hdi Diesel Turbo Dv6ted4 Fap Compress

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16hdi Diesel Turbo Dv6ted4 Fap Compress

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DIESEL TURBO DV6TED4 FAP

DV6DTED ENGINE - DIRECT INJECTION SYSTEM HDI

1. Presentation of the device

4. Description of operation : Sensor connection ........................................ 28

5. Description of operation : Actuator ....................................................... 91

6. Description of operation : Passive elements .................................... 149

7. Description of operation : Computer .................................................. 160

8. Flow chart .......................................................................................... 171

9. Function ............................................................................................. 177

10. Description : Back-up mode ................................................................ 229

11. Function : Diagnostic tool .................................................................... 244

E2AK2SP0 OPERATING CONDITIONS : DIESEL FUEL CIRCUIT

2. Safety recommendations (When carrying out work)

 Of the health authorities

2.2. Safety recommendations

2.3. Work area

2.4. Preliminary operations

Sensitive components of the circuit :

URGENT : The operator must wear clean clothing.

3.1. Prohibited operations

"A" Assembly with CP3.2 diesel high pressure pump.

 (2) flow solenoid (diesel)

 Diesel injector (11)

Do not turn the nut (9) (Malfunction).

3.2. Replacement of parts

3.3. Replacement of the injection ECU

PRESENTATION : DV6DTED ENGINE - DIRECT INJECTION SYSTEM HDI

 4 cylinders, 8 valves with overhead camshaft, driven by a synchronous belt

2. Direct injection system HDI BOSCH EDC17C10

 Fuel injection managed as a function of engine torque

3. EURO 5 emission control standards

 Reduction of emissions of carbon monoxide (CO) to 500 mg/km

(1) Pre-post heating control unit.

(2) Pre-post heater plugs.

(1) Fuel tank .

(4) Manual priming pump.

(6) Conditioner /Water-in-diesel-fuel sensor (according to model).

(8) Fuel high pressure injection pump.

(11) Diesel injectors (N° 1, 2, 3, 4 ).

LOCATION : COMPONENTS OF THE

(1) Fuel additive flexible pouch.

(1) Turbo air cooler by-pass.

(6) Inlet air pressure and temperature sensor.

(8) Turbocharger control regulated solenoid valve.

(1) Particle filter differential pressure sensor.

(4) Oxygen sensor .

(1) Exhaust gas recycling module :

 Electrically-controlled exhaust gas recycling valve

(1) Degassing housing.

(3) Engine cooling radiator .

(7) Coolant pump .

(1) Aircon fluid pressure sensor.

(1) Engine oil level sensor.

(3) Oil pressure switch.

(6) Oil vapour decanter.

(1) Engine speed sensor.

(1) Cylinder reference sensor .

(1) Vacuum pump.

 Turbocharger control regulated solenoid valve

"b" Output to the brake servo unit.

(1) Fuel gauge.

(2) Fuel gauge module.

"H" Depth of fuel in the tank ( mm).

Depth of fuel below the float ( Minimum Resistance (ohm) Maximum