Professional Documents
Culture Documents
MR358CLIO1
MR358CLIO1
FUEL MIXTURE
FUEL SUPPLY
ANTI-POLLUTION
STARTING/CHARGING
IGNITION
PETROL INJECTION
COOLING SYSTEM
EXHAUST
FUEL TANK
© RENAULT 1997
This Workshop Repair Manual contains the phase 2 CLIO II vehicles
(1.6 16V K4M engine) defined below:
Manufacture Technical
Vehicle type Market Commercial names
(1) Specification
Renault Symbol
Specification Turkey No (Russia)
Turkey (R) Worldwide
– 4-door Clio with boot multiplex Renault Clio
for the rest of the world
● Central Europe:
Renault Thalia
Hungary, Slovenia,
(Central European
Specification CCEE No Slovakia, the Czech
Turkey (R) countries and Greece)
– 4-door Clio with boot multiplex Republic, Poland
Renault Symbol
● Greece
(DOM TOM)
● DOM TOM
Saudi Arabia,
Specification Persian Golf No Bahrain, Dubai,
Turkey (R) Renault Clio
– 4-door Clio with boot multiplex United Arab Emirates,
Kuwait, Oman, Qatar
Specification Mexico No
Mexico Mexico Renault Clio
– 5-door Clio multiplex
Specification Colombia -
Venezuela No Colombia
Colombia (M) Renault Symbol
– 5-door Clio multiplex Venezuela
– 4-door Clio with boot
Specification Mercosur
Argentina (L) No Argentina
– 5-door Clio Renault Clio
Brazil (J) multiplex Brazil
– 4-door Clio with boot
Refer to the Technical Note 3627A for more information about the selection of Workshop Repair Manuals available
for the CLIO II range.
Engine
and peripherals
Contents
Page Page
19B EXHAUST
General information 19B-1
Catalytic converter 19B-3
19C TANK
Fuel tank 19C-1
Gauge 19C-7
Pump-sender unit 19C-8
742 JB3
XB1R K4M 1 598 79.5 80.5 10:1
743 DPO
10A-1
ENGINE AND LOWER ENGINE
Oil consumption 10A
OIL CONSUMPTION MEASUREMENT PROCEDURE
The operation must be carried out with the engine warm (the cooling fan having cut in) and after leaving to
stabilise for 15 minutes to allow all the oil to drain into the sump.
Seal the drain plug (with a paint mark on both the filler plug and the sump drain plug) in order to be able to
check later that it has not been removed.
b) Customer driving
Ask the customer to drive for a period corresponding to about 1 250 miles (2 000 km) or before the minimum
level is reached.
The operation must be carried out while the engine is warm (after the cooling fan has cut in) and after leaving
to stabilise for 15 minutes.
Note the quantity of oil and the mileage covered since the last top-up to maximum level.
10A-2
ENGINE AND LOWER ENGINE
Oil pressure 10A
SPECIAL TOOLING REQUIRED
Mot. 836-05 Oil pressure measuring kit
EQUIPMENT REQUIRED
22 mm long socket or pipe spanner
CHECKING
USE
B+F
Oil pressure
Idle speed 1 bar
3 000 rpm. 3 bar
10A-3
ENGINE AND LOWER ENGINE
Engine and gearbox assembly 10A
SPECIAL TOOLING REQUIRED
Mot. 1159 Tool for holding engine on sub-
frame
Mot. 1202-01
Clip pliers for hose clips
Mot. 1202-02
Mot. 1390 Adjustable engine support tool
Mot. 1448 Long nose pliers for hose clips
Remove:
TIGHTENING TORQUES (in daNm)
– the front wheels along with the mudguard,
– the radiator grille,
Sub-frame front mounting bolts 6.2
– the front bumper,
Sub-frame rear mounting bolts 10.5 – the sub-frame and body tie-rods,
– the brake calipers (as well as the ABS sensors, if
Mounting bolt for front right suspended fitted) and secure them to the suspension springs,
mounting cover to engine 6.2 – the shock absorber base bolts,
– heat shield (A) as well as the gearbox control,
Front right suspended engine cover
mouniting nut 4.4
Wheel bolt 9
REMOVAL
10A-4
ENGINE AND LOWER ENGINE
Engine and gearbox assembly 10A
– the expansion bottle mountings and the expansion Remove:
bottle, – the injection computer support after disconnecting
– the catalytic converter mountings on the plenum the connector and the impact connector.
chamber and attach it to the exhaust pipe then
seperate the assembly,
– the vacuum pipe on the plenum chamber,
– the air housing at (4).
Disconnect:
– the brake servo pipe,
– the heater hoses,
10A-5
ENGINE AND LOWER ENGINE
Engine and gearbox assembly 10A
– relay board (4), connector (5), fuse mounting (6) and Remove:
remove fuse holders (7) on the above-, – the upper radiator mountings,
– the Air Conditioning pipe mountings (if fitted) and
clamp (8) and fit the assembly onto the engine
10A-6
ENGINE AND LOWER ENGINE
Engine and gearbox assembly 10A
SPECIAL NOTES FOR VEHICLES FITTED WITH A Fit a shim between the multifunction mounting and the
DRIVER'S AIR BAG sub-frame at (9).
WARNING
10A-7
ENGINE AND LOWER ENGINE
Engine and gearbox assembly 10A
Insert a wooden block between the gearbox and the Lower the rear axle until it is in contact with the sub-
sub-frame. frame with tool Mot. 1390.
10A-8
ENGINE AND LOWER ENGINE
Engine and gearbox assembly 10A
REFITTING
10A-9
ENGINE AND LOWER ENGINE
Sump 10A
SPECIAL TOOLING REQUIRED
Mot.1233-01 Threaded rods for lowering the
sub-frame
Wheel bolt 9
REMOVAL
Remove:
– the bottom mountings of the bumper,
– the front wheels along with the right-hand mudguard,
– tie-rod mountings (3),
– the steering shaft yoke nut and eccentric bolt after
– the sub-frame mounting bolts, inserting the threaded
pushing back the protector,
rods Mot. 1233-01 as you go.
WARNING
10A-10
ENGINE AND LOWER ENGINE
Sump 10A
Lower the sub-frame gradually using threaded rods Mot. 1233-01 until it reaches the
measurements X 1 = 9 cm.
Remove:
– the electric wiring harness mounting on the sump,
– the sump,
10A-11
ENGINE AND LOWER ENGINE
Sump 10A
REFITTING
10A-12
ENGINE AND LOWER ENGINE
Multifunction support 10A
REMOVAL REFITTING
Put the vehicle on a two-post lift. Refit the multifunction mounting (check that it supports
the sump (at A) before locking it) then tighten the bolt
Disconnect the battery. to torque (see following table).
Remove:
Tightening order Tightening torques
– the left-hand mud guard and the bumper,
– the alternator (see Section 16A Alternator), 1 5.3 daNm
– the air conditioning compressor mountings and
secure it to the body shell, 2 2.1 daNm
– the wiring harness mounting on the multifunction
3 11 daNm
support and disconnect the pressostat connector on
the power assisted steering pump,
– the multifunction mounting.
10A-13
TOP AND FRONT111A
OF ENGINE
Accessories belt 11A
REMOVAL ALTERNATOR, POWER ASSISTED STEERING AND
AIR CONDITIONING
Put the vehicle on a two-post lift.
Remove:
– the front right-hand wheel arch liner;
– the radiator grille,
– the front right lens unit,
A Crankshaft
B Air conditioning compressor
C Alternator
D Assisted steering pump
E Fixed roller
T Automatic tensioning roller
REFITTING
11A-1
TOP AND FRONT OF ENGINE
Timing belt 11A
SPECIAL TOOLING REQUIRED
Mot. 799-01 Timing gear wheel immobiliser
Mot. 1368 Tool for tightening the tensioner
wheel
Mot. 1453 Adjustable engine support tool
Mot. 1487 Tool for fitting inlet camshaft
sealing plug
Mot. 1488 Tool for fitting exhaust camshaft
sealing plug
Mot. 1489 TDC setting pin
Mot. 1490 Tool for locking the camshaft
pulleys
Mot. 1496 Camshaft setting tool
EQUIPMENT REQUIRED
Engine support
Angular torque wrench
REMOVAL
11A-2
TOP AND FRONT OF ENGINE
Timing belt 11A
Remove: Unclip:
– the suspended engine mounting cover and the – the wiring harness on the upper timing cover and
movement limiter, separate the assembly,
– the fuel pipes on the lower valve timing cover.
11A-3
TOP AND FRONT OF ENGINE
Timing belt 11A
Adjusting the timing Check that the position of the camshaft grooves is
identical to that in the picture below.
Position the grooves of the camshafts downwards as
shown in the illustration below.
Remove:
– the crankshaft pulley, locking the flywheel using a
Screw in the TDC setting rod Mot. 1489 then turn the screwdriver,
engine through one revolution clockwise (timing side) – the lower valve timing cover (1),
so that the crankshaft comes to rest on the pin slowly – the upper housing (2).
and without snatching.
11A-4
TOP AND FRONT OF ENGINE
Timing belt 11A
Slacken the timing belt by undoing the nut (1) of the Adjusting the timing
tensioning roller.
Position the grooves of the camshafts using tool
NOTE: as the crankshaft sprocket is not pinned in Mot. 799-01 as shown in the diagram below.
place, make sure that it does not fall when the
timing belt is being replaced.
REFITTING
11A-5
TOP AND FRONT OF ENGINE
Timing belt 11A
Check that the crankshaft is resting on the Top Dead Fitting the belt
Centre setting rod Mot. 1489 (crankshaft groove (5)
upwards). The tensioner and fixed roller must be replaced
when the timing belt is replaced.
11A-6
TOP AND FRONT OF ENGINE
Timing belt 11A
Refit: Belt tension
– the timing belt,
– the tensioner wheel by tightening the mounting bolt Shift the adjustable tension wheel index (A') by 7 to
using Mot. 1368 (to a torque of 4.5 daNm), 8 mm beyond the fixed index (7), using a 6 mm Allen
key (in B).
NOTE:
– the crankshaft accessories pulley bolt can be reused Pre-tighten the tension wheel nut to a torque of
if the length under its head does not exceed 49.1 mm 0.7 daNm.
(otherwise replace it),
– do not oil the new bolt. However, bolts must be oiled Tighten the crankshaft pulley bolt to a torque of
if they are being reused. 2 daNm then angle tighten to 135°° ± 15°° (crankshaft
resting on the Top Dead Centre setting rod).
11A-7
TOP AND FRONT OF ENGINE
Timing belt 11A
Checking the timing and the tension
11A-8
TOP AND FRONT OF ENGINE
Timing belt 11A
The second procedure is used for the replacement Mount tool Mot. 1496, on the end of the camshafts.
of all components requiring the slackening of one
or more of the camshaft timing pulleys.
11A-9
TOP AND FRONT OF ENGINE
Timing belt 11A
The tension wheel rollers and timing pulley must Ensure when fitting the tension wheel that the lug
be replaced when the timing belt is replaced. of the wheel is correctly positioned in the groove
(A).
Position the RENAULT badge engraved on the
camshaft pulley spokes (A) vertically upwards, fit the
timing belt on the camshaft pulleys then fit the
camshaft pulley locking tool Mot. 1490 (use the timing
cover fasteners to fix Mot. 1490).
11A-10
TOP AND FRONT OF ENGINE
Timing belt 11A
Refit:
– the timing belt,
– the tensioner wheel by tightening the mounting bolt
using Mot. 1368 (to a torque of 4.5 daNm).
Belt tension
11A-11
TOP AND FRONT OF ENGINE
Timing belt 11A
Fit the camshaft pulley locking tool Mot. 1490. Tighten the nut of the exhaust camshaft pulley to a
torque of 3 daNm, then angle-tighten to 84°°.
Check that the crankshaft is resting on pin Mot. 1489. Align the adjustable index with the fixed index and
tighten the nut to a torque of 2.7 daNm.
Screw the pin Mot. 1489 into the cylinder block and
then position and hold the crankshaft against the pin.
11A-12
TOP AND FRONT OF ENGINE
Timing belt 11A
Refit:
– the accessories belt (see section 07A Accessories
belt tension for vehicles without air conditioning and
section 11A Accessories belt for vehicles fitted with
air conditioning),
– the new sealing plugs:
● of the inlet camshaft (Mot. 1487),
● of the outlet camshaft (Mot. 1488).
11A-13
TOP AND FRONT OF ENGINE
Cylinder head gasket 11A
SPECIAL TOOLING REQUIRED
Mot. 799-01 Timing gear wheel immobiliser
Mot. 1202 Pliers for large hose clips
Mot. 1273 Tool for checking belt tension
Mot. 1311-06 Tool for removing fuel pipe
Mot. 1368 Tool for tightening tensioner bolt
Mot. 1448 Remote operation clip pliers for
cooling system hose clips
Mot. 1487 Tool for fitting inlet camshaft
sealing plug
Mot. 1488 Tool for fitting exhaust camshaft
sealing plug
Mot. 1489 TDC setting pin
Mot. 1490 Tool for locking the camshaft
pulleys
Mot. 1491 Tool for fitting camshaft seals.
Mot. 1496 Camshaft setting tool
EQUIPMENT REQUIRED
Engine support
Angular torque wrench
REMOVAL
TIGHTENING TORQUES (in daNm and/or °)
Put the vehicle on a two-post lift.
Wheel bolt 9
11A-14
TOP AND FRONT OF ENGINE
Cylinder head gasket 11A
Remove the timing belt (see the method described in Remove:
section 11A Timing belt). – the accelerator cable,
– the injection rail protector,
Fit Mot. 1159 between the sub-frame and the cylinder – the camshaft pulleys using Mot. 1490 (use the valve
block then remove the engine support tool. timing cover mountings to fit Mot. 1490),
– the fuel supply and return pipes (1) and (2) using
Mot. 1311-06 and set them aside.
11A-15
TOP AND FRONT OF ENGINE
Cylinder head gasket 11A
Disconnect the connector (3) and those for the coils
and injectors.
Remove:
– the air unit (4) (to do this, remove the expansion
bottle mountings and put them to one side),
11A-16
TOP AND FRONT OF ENGINE
Cylinder head gasket 11A
Remove:
– the air distributor,
– the coils,
– the oil decanter.
11A-17
TOP AND FRONT OF ENGINE
Cylinder head gasket 11A
Remove the the bolts of the cylinder head cover, then release it vertically
by tapping on the lugs at (1) using a copper hammer and lever it using a
screwdriver at (2) (protect the screwdriver to avoid damaging the aluminium
surfaces).
11A-18
TOP AND FRONT OF ENGINE
Cylinder head gasket 11A
Remove:
– the camshafts and the valve rockers,
– the hoses on the cylinder head water outlet housing
as well as the coolant temperature sensor connector,
– the mountings of the wiring harness bracket at (10),
– the lifting bracket (11).
11A-19
TOP AND FRONT OF ENGINE
Cylinder head gasket 11A
Remove the cylinder head.
It is very important not to scratch the gasket faces Check for mating surface bow using a ruler and a set
of any aluminium component. of shims.
Use the Décapjoint product to dissolve any remains of Maximum deformation: 0.05 mm.
the gasket still adhering.
No regrinding of the cylinder head is permitted.
Apply the product to the par ts to be cleaned; wait
about ten minutes, then remove it using a wooden Test the cylinder head to detect possible cracks using
spatula. the cylinder head test tools (a container and a kit for
the particular cylinder head, plug, sealing plate,
It is advisable to wear gloves whilst carrying out this blanking plate). The approval number of the cylinder
operation. head test container is 664000
11A-20
TOP AND FRONT OF ENGINE
Cylinder head gasket 11A
REFITTING
11A-21
TOP AND FRONT OF ENGINE
Cylinder head gasket 11A
– Check:
● that the exhaust heat shield is correctly positioned between the oxygen sensor and the manifold (to
prevent a chimney effect which could damage the wiring of the upstream sensor),
● the alignment (A) between the lower inlet manifold and the cylinder head (timing side), ensuring that the
tabs (B) are making proper contact with those of the cylinder head cover.
11A-22
TOP AND FRONT OF ENGINE
Cylinder head gasket 11A
Refit: Position the grooves of the camshafts as shown in the
– the valve rockers, diagram below.
– the camshafts, oiling the bearings.
11A-23
TOP AND FRONT OF ENGINE
Cylinder head gasket 11A
Refit the cylinder head cover tightening it to the correct torque.
Tightening procedure
11A-24
TOP AND FRONT OF ENGINE
Cylinder head gasket 11A
NOTE: the gasket faces must be clean, dry and free from grease (avoid
finger marks).
Apply Loctite 518 using a stipple roller to the gasket face of the oil decanter
until it turns reddish in colour.
Refit the oil decanter and tighten it to a torque of 1.3 daNm in the
recommended order.
11A-25
TOP AND FRONT OF ENGINE
Cylinder head gasket 11A
Refit:
– the coils, tightening them to a torque of 1.3 daNm,
– the inlet manifold (fitted with new seals), tightening it to a torque of
0.9 daNm in the recommended order,
11A-26
TOP AND FRONT OF ENGINE
Cylinder head gasket 11A
Adjusting the timing
Refit:
– the timing belt (it is essential to follow the method
described in Section 11A Tensioning timing belt),
– the accessories belt (see Section 11A Accessories
belt),
– the new sealing plugs:
● of the inlet camshaft (Mot. 1487),
● of the outlet camshaft (Mot. 1488),
11A-27
112A
FUEL MIXTURE
Specifications 12A
Vehicles Gearbox Engine Injection type
Cubic
Bore Stroke Compression
Type Suffix capacity
(mm) (mm) ratio
(cm3 )
Sequential
BB1R JB3 742 multipoint
K4M 79.5 80.5 1598 10:1
LB1R DPO 743
Static ignition
Temperature in °C - 10 25 50 80 110
Pollutant emission**
Engine speed (rpm)
CO (%) (1) CO2 (%) HC (ppm) λ)
Lambda (λ
750 ± 50 0.5 max. 14.5 min. 100 max. 0.97 < λ < 1.03
12A-1
FUEL MIXTURE
Specifications 12A
DESCRIPTION BRAND / TYPE SPECIAL NOTES
Piezoelectric type
Pressure sensor DELCO
Replace the seal each time it is removed
Piezoelectric type
Pinking sensor SAGEM
Tightening torque: 2 daNm
12A-2
FUEL MIXTURE
Specifications 12A
DESCRIPTION BRAND / TYPE SPECIAL NOTES
12A-3
FUEL MIXTURE
Air resonator 12A
The intake circuit includes an air resonator (1) capable of absorbing certain
pressure waves and reducing intake noise.
12A-4
FUEL MIXTURE
Air filter unit 12A
Move the air filter unit to the right in order to remove it.
TIGHTENING TORQUE (in daNm)
The air filter unit can pass between the windscreen
aperture, the engine and the brake servo.
Air filter unit bolt 0.9
REFITTING
REMOVAL
Proceed in the reverse order to removal.
Disconnect:
– the battery, NOTE: be careful with the vacuum outlet linking the
– the brake servo vacuum pipe (manifold side), exhaust manifold and the brake servo. The inlet
– the actuator (1), manifold has to be replaced if this outlet is broken.
– the fuel vapour rebreathing pipe (2).
Remove:
– the air resonator,
– the mounting bolts of the air filter unit (3),
– the expansion bottle.
12A-5
FUEL MIXTURE
Throttle body - Idle speed actuator 12A
REMOVING THE IDLE SPEED ACTUATOR
TIGHTENING TORQUES (in daNm)
Remove:
Throttle housing 1.3
– the stepper motor connector,
Air filter unit 0.9 – the gas circulation pipe,
– the three mounting bolts.
Disconnect:
– the accelerator cable,
– the throttle potentiometer.
REFITTING
12A-6
FUEL MIXTURE
Inlet manifold 12A
REFITTING
TIGHTENING TORQUES (in daNm)
Proceed in the reverse order to removal.
Plenum chamber bolt 1
Air filter unit bolt 0.9 NOTE: follow the recommended tightening order and
the tightening torque of the inlet manifold and throttle
Throttle body bolts 1.5 body bolts.
Disconnect:
– the throttle potentiometer,
– the pressure sensor,
– the pencil coils,
– the air temperature sensor,
– the accelerator cable.
Remove:
– the two throttle body mounting bolts (A),
– the inlet manifold bolts.
12A-7
FUEL MIXTURE
Injector holder shim 12A
Remove the front right hand mudguard.
TIGHTENING TORQUES (in daNm)
Secure the automatic tensioner of the accessories
Injector holder shim 2.1
belt.
Rail bolts 0.9
Remove the belt.
Inlet manifold bolts 1
WARNING: all removed belts must be replaced. To do
this, refer to the method in Section 11A Accessories
Method for removing the injector holder shim belt.
Remove:
REMOVAL – the power steering pump pulley,
– the three assisted steering pump mounting bolts.
Disconnect the battery.
Move aside the assisted steering pump, without
Remove: removing the pipes.
– the inlet manifold (see Section 12A Fuel mixture Inlet
manifold), Remove the mounting bolts and the injector holder
– the injection rail protection, shim.
– the flange of the injection harness.
Disconnect:
– fuel supply pipes (1),
– the regulator vacuum pipe (depending on version),
– the injectors.
12A-8
FUEL MIXTURE
Injector holder shim 12A
REFITTING
Check the alignment (at A) between the lower inlet manifold and the cylinder head, ensuring that the
distributor is touching the cylinder head cover (at B).
Use the correct tightening torque for the mountings nuts and bolts of the shim.
Replace the accessories belt. To do this, refer to Section 11A Accessories belt.
12A-9
FUEL MIXTURE
Exhaust manifold 12A
SPECIAL TOOLING REQUIRED
Mot. 1495 Tool for removing and refitting the
oxygen sensor
REMOVAL
12A-10
FUEL MIXTURE
Exhaust manifold 12A
Tilt the catalytic converter back without removing it.
REFITTING
12A-11
113A
FUEL SUPPLY
Fuel cut-off in case of an impact 13A
OBJECTIVE OPERATION
The main function of this feature is to prevent any fires During the impact, the inertia switch ball moves up and
that could result from the leakage of fuel during an cuts off the electrical connection.
accident. In order to achieve this, all components
pumping fuel from the fuel tank will automatically stop The pump relay control circuit + feed is cut off. Neither
functioning during and immediately after the impact. the pump nor the injectors will receive any further
They can then only be made to operate again by a supply of electricity .
mechanical action carried out by the driver or the
repairer. The fuel contained in the tank is actually isolated.
The system consists simply of an inertia switch (1), In order to reset the inertia switch, it is sufficient to
which: press it down to replace the ball bearing in its original
– detects the impact, position .
– and then cuts off the electrical circuit.
IMPORTANT: after resetting the switch, the
computer's memory MUST, be cleared using the
diagnostic tool. The injection computer will store a
pump relay fault once the system has gone into
operation .
It is fitted:
● between track 1 of the pump relay and the + feed.
13A-1
FUEL SUPPLY
Petrol filter 13A
LOCATION Disconnect the pipes fitted with quick-release unions
(1) and (2).
The petrol filter is located under the vehicle, in front of
the fuel tank. Remove the petrol filter by unclipping it from its
mounting.
REFITTING
REPLACEMENT
REMOVAL
13A-2
FUEL SUPPLY
Pressure regulator 13A
The regulator (4) is located on the gauge/pump
assembly.
13A-3
FUEL SUPPLY
Injector rail/injectors 13A
Disconnect the battery.
TIGHTENING TORQUE (in daNm)
Remove:
Injector rail bolt 0.9
– the rail protector,
– the fuel injection inlet union (1) from the injection rail
The injectors are the SIEMENS DEKA type. without squeezing the pipe,
– the injector connectors (2),
They are attached to the injector rail by retaining clips. – the pinking sensor connector (3),
– the rail mounting bolts (4),
The fuel circulates constantly around the – the injector rail,
circumference of the injector body. This sweeping by – the injector clips,
the fuel prevents the formation of petrol vapour – the injectors.
bubbles and helps cold starting.
REFITTING
REMOVAL
You must replace the O-rings and the injector
NOTE: be careful when removing the injectors or mounting clips.
the injector rail as there will be a quantity of fuel in
the rail and the union. Protect the alternator.
13A-4
FUEL SUPPLY
Checking the fuel pressure 13A
SPECIAL TOOLING REQUIRED
Mot. 1311-01 Fuel pressure testing unit with
- pressure gauge and sockets
-
Mot.1311-08 Union for measuring fuel pressure
Pressure read:
3.5 bar ± 0.06
13A-5
FUEL SUPPLY
Checking the fuel pump flow 13A
EQUIPMENT REQUIRED
2000 ml graduated cylinder
Disconnect duct (G) on the gauge/pump/regulator Read the pump delivery rate.
assembly.
Flow reading: 60 to 80 litres/h.
13A-6
FUEL SUPPLY
Anti-percolation device 13A
OPERATING PRINCIPLE
13A-7
114A
ANTI-POLLUTION
Fuel vapour rebreathing 14A
OPERATING DIAGRAM OF THE CIRCUIT
14A-1
ANTI-POLLUTION
Fuel vapour rebreathing 14A
OPERATING PRINCIPLE CHECKING THE CANISTER BLEED OPERATION
The air is vented from the tank through the fuel vapour A system malfunction may result in an unstable idle or
absorber (canister). stalling of the engine.
The fuel vapours are trapped by the active charcoal Check the conformity of the circuit (see operating
contained in the absorber (canister) as they pass. diagrams)
The fuel vapours trapped in the canister are eliminated Check the condition of the pipes to the fuel tank.
and combusted by the engine.
1 Inlet manifold
2 Integrated canister bleed solenoid valve
3 Canister (with solenoid valve)
4 Fuel tank
M Breather
14A-2
ANTI-POLLUTION
Fuel vapour rebreathing 14A
CANISTER BLEED CONDITIONS REMOVING THE ABSORBER
The canister bleed solenoid valve is controlled by The absorber (1) is located on the front right-hand
track 4 of the computer when: wheel arch.
– the coolant temperature is greater than 60 ºC,
– the air temperature is greater than 10 ºC, Disconnect:
– the engine is not at idle speed, – the fuel tank vapour inlet and manifold circulation
– a given load threshold is reached, pipes,
– the throttle potentiometer position is not at No Load. – the solenoid valve control connector.
14A-3
ANTI-POLLUTION
Fuel vapour rebreathing 14A
Check:
– at idle speed,
– by blocking the circuit coming from the tank at the
canister,
– by connecting a pressure gauge (- 3 / + 3 bar)
(Mot. 1311-01) to the vent outlet from canister (M),
that there is no vacuum (and the control value read by
the NX or CLIP tool in parameter: Canister bleed
solenoid valve OCR remains minimal X ≤ 0.7 %).
Is there a vacuum?
14A-4
ANTI-POLLUTION
Oil vapour rebreathing 14A
DESCRIPTION OF THE COMPONENTS
Oil vapour outlet hole. Oil vapour recovery plate located on the rocker cover.
14A-5
116A
STARTING - CHARGING
Alternator 16A
IDENTIFICATION
K4M 742
XB1R BOSCH 0120 416 020 (AC) 100 A
743
CHECKING
2 000 63 A
3 000 86 A
4 000 95 A
16A-1
STARTING - CHARGING
Alternator 16A
SPECIAL TOOLING REQUIRED
Mot. 1273 Tool for checking belt tension
Mot. 1311-06 Tool for removing fuel pipe
REMOVAL
Remove:
– the front right wheel and the wheel-arch liner,
– the radiator grille,
– the upper cross member (by loosening the two lower
mounting bolts) and fit it to the engine,
REFITTING
– the injection rail protector,
– the front right lens unit, Proceed in the reverse order to removal.
– the accessories belt (see information on the
accessories belt tension in section 07A). For information on the tensioning procedure, refer to
– the power assisisted steering pump pulley, Section 07A Accessories belt tension.
– the injection rail supply pipe using Mot. 1311-06 and
disconnect connector (1) of the injector,
– the power assisted steering pump support
mountings,
16A-2
STARTING - CHARGING
Starter 16A
IDENTIFICATION
K4M 742
XB1R VALEO D7E6
743
16A-3
STARTING - CHARGING
Starter 16A
REMOVAL – the priming catalytic converter heat shield (at 1),
– oil level sensor connector (2) and move the wiring
Put the vehicle on a two-post lift. harness aside,
Remove:
– the front right wheel,
– the air resonator.
Remove:
– the track rod end using tool T.Av. 476,
– the upper shock absorber pillar mounting bolt and
slacken the lower bolt.
Remove:
– the battery;
– the injection computer mounting, after having
disconnected the computer connector as well as the
impact switch connector,
16A-4
STARTING - CHARGING
Starter 16A
– starter motor supply cable nut (3) and disconnect
solenoid connector (4),
– the mounting bolts of the starter motor and remove it
from underneath.
REFITTING
16A-5
117A
IGNITION
Static ignition 17A
REMOVING A COIL
TIGHTENING TORQUES (in daNm)
Disconnect the battery.
Ignition coil screws 1.5
REFITTING
SPARK PLUGS
17A-1
217B
PETROL INJECTION
General information 17B
SPECIAL NOTES FOR MULTIPOINT INJECTION
● Multipoint injection operating in sequential mode without a cylinder marking or camshaft position sensor. This
means that phasing is carried out by software using the TDC sensor.
● Idle speeds:
– nominal idle speed 750 rpm.
● Canister bleed solenoid valve controlled by opening cyclic ratio (OCR) according to engine speed and operating
conditions.
● Automatic configuration when the air conditioning is operating by exchanging signals between the computers.
On the other hand, it is not possible to deconfigure it (even by using the after-sales diagnostic tool).
● The fan assembly and the coolant temperature warning light on the instrument panel are controlled by the injection
computer Central Coolant Temperature Management.
17B-1
PETROL INJECTION
Location 17B
1 Pressure sensor
2 Idle speed stepper motor
3 Throttle position potentiometer
4 Oxygen sensor (upstream)
5 Ignition coil and spark plug
6 Coolant temperature sensor and TDC sensor
7 Injection computer
8 Supply relay
9 Pinking sensor
10 Air temperature sensor
11 Injector rail with pressure regulator
12 Power assisted steering pressure switch
13 Fuel vapour absorber with solenoid valve
17B-2
PETROL INJECTION
Location 17B
9 Pinking sensor 3 Throttle position potentiometer
11 Injector rail 1 Pressure sensor:
14 Injector 4 Upstream oxygen sensor
17B-3
PETROL INJECTION
Special notes for sequential injection 17B
PRESENTATION
In normal operating conditions, fuel is injected into one cylinder then the next when they are at the start of the
induction stroke.
To recognise which cylinder is in its induction stroke the computer uses a single sensor (the Top Dead Center and
engine speed sensor) which may indicate:
– cylinders 1 and 4 at Top Dead Center,
– cylinders 2 and 3 at Top Dead Center,
The computer implements two strategies to determine which of the two cylinders it is to inject:
– it remembers which injector it is controlling whenever the engine is stopped. Whenever the engine is restarted, it
fires from the reference cylinder first,
– if the reference cylinder is incorrect, the computer performs a software test.
When the ignition is switched off, the idle speed regulation stepper motor control is maintained for a minimum period
of 10 seconds, in order to perform systematic programming of the lower stop. This period is called retiming.
If the computer is replaced, programming must be performed during a road test for a period of at least 25 minutes in
normal operation and the idle speed stepper motor must be retimed.
17B-4
PETROL INJECTION
Special notes for sequential injection 17B
A 1 crankshaft rotation
B 1 camshaft rotation
5 Long tooth
6 84° or 14 teeth
7 30 teeth
NOTE: all values are expressed in degrees from Top Dead Center.
17B-5
PETROL INJECTION
Immobiliser function 17B
The vehicle is fitted with a second generation engine immobiliser system. The injection computer MUST have been
programmed with the immobiliser code to operate.
The computers are supplied uncoded. When a computer is replaced it must be programmed with the vehicle code,
then checked to ensure that the immobiliser function is working properly.
To do this, simply switch on the ignition for a few seconds and then switch it off.
Remove the ignition switch key, after 10 seconds the red immobiliser warning light should flash.
IT IS NOT POSSIBLE TO USE A CODED COMPUTER FITTED TO ONE VEHICLE TO PERFORM A TEST ON
ANOTHER VEHICLE
It is possible to check the injection computer state using the diagnostic tool.
* Connect the diagnostic tool to the diagnostic socket,
* Select and confirm the vehicle type,
* Select and confirm Petrol injection,
* Select the State option:
– If state ET099: Immobiliser code installed is inactive, this indicates that the injection computer has not been
coded.
– if the state ET002: Engine immobiliser is active, starting will be impossible.
17B-6
PETROL INJECTION
Injection/air conditioning programming 17B
THE COMPRESSOR IS OF VARIABLE DISPLACEMENT TYPE
The injection computer is connected to the Air conditioning computer by two wires:
– a wire from the injection computer to the Air conditioning track 10. This wire conveys only signals authorising or
forbidding operation of the compressor,
– a wire from the Air conditioning computer to injection computer track 46. This wire carries the request for the
compressor to start operating.
When the Air conditioning is switched on, the Air conditioning computer requests compressor operation. The
injection computer either authorises or disallows the compressor clutch and imposes a modified idling speed.
During certain stages of operation, the injection computer stops the compressor from functioning.
The compressor is prevented from operating for 10 seconds after the engine is started.
If the full load position is recognised, if the engine speed is below 2 000 rpm. or if the vehicle speed is below 10 mph
(16 km/h), the compressor is disengaged for a maximum of 9 seconds. It is re-engaged if the full load position is not
recognised, if the engine speed reaches 2 000 rpm. and if the vehicle reaches 16 mph (26 km/h).
Anti-stalling function
If the engine speed drops below 600 rpm, the compressor is disengaged for a maximum of 9 seconds. It is re-
engaged when the engine speed exceeds 1900 rpm.
The compressor does not engage in cases where the coolant temperature is above 110°° C.
The compressor is prevented from operating if the engine speed is greater than 6000 rpm.
17B-7
PETROL INJECTION
Idle speed correction 17B
POWER ASSISTED STEERING PRESSURE SWITCH / INJECTION COMPUTER LINK
The injection computer receives a signal from the power steering pressure switch (which can be displayed on the
diagnostic tool). This depends on the pressure in the hydraulic circuit and on the fluidity of the power steering fluid.
The higher the pressure, the more energy is absorbed by the power steering pump.
The injection computer does not adjust the engine idle speed. However, it takes the signal into account to anticipate
losses of engine speed.
The purpose of this adjustment is to compensate for the drop in voltage due to a power consumer being switched on
when the battery is not charged sufficiently. To achieve this, the idle speed is increased, which increases the speed
of rotation of the alternator, and this increases the battery voltage.
The lower the voltage, the more significant the correction. Correction of the engine speed is therefore variable. It
begins when the voltage drops to below 12.8 volts. Correction begins at the engine idle speed and may reach a
maximum of 900 rpm.
17B-8
PETROL INJECTION
Adaptive idle speed correction 17B
PRINCIPLE
Under normal warm engine operating conditions, the idle speed OCR signal varies between a high value and a low
value, so that the nominal idle speed is obtained.
In the case of variations in the operation of the vehicle (such as running in, engine wear, etc.) the idle speed OCR
value may be close to the high or low values.
Adaptive correction of the idle speed OCR allows the slow variations in the engine's air requirements to be
counteracted.
This correction only takes effect if the coolant temperature is above 80 °C, 20 seconds after the engine is started
and if the nominal idle speed regulation phase is active.
Every time the engine is switched off the computer resets the stepper motor to its lower limit.
In the event of excess air (air leak, incorrectly adjusted throttle stop, etc.) the idle speed increases, the idle speed
OCR value decreases to the nominal idle speed; the adaptive correction value of the idle speed OCR signal
decreases in order to realign idle speed regulation operation.
In the case of insufficient air (contamination, etc.), the process is inverted, the idle speed OCR and the adaptive
correction both increase by the same amount, to realign the idle speed regulation operation.
IMPORTANT: it is essential after clearing the computer memory that you start the engine and then switch it off to
allow the stepper motor to be retimed. Start it again and let it run at idle speed so that the adaptive correction can
take place.
17B-9
PETROL INJECTION
Richness regulation 17B
Engines fitted with the SIRIUS 32 computer are fitted with an upstream oxygen sensor.
Parameter reading: Upstream oxygen sensor voltage on the NXR or CLIP diagnostic tool, the value displayed
indicates the voltage sent to the computer by the oxygen sensor placed upstream of the catalytic converter. It is
expressed in millivolts.
When the engine is operating in a closed loop, the voltage must oscillate rapidly between two values:
– 100 mV ± 100 for a lean mixture,
– 800 mV ± 100 for a rich mixture.
The smaller the difference between the minimum and maximum values, the poorer the signal from the sensor (the
difference is usually at least 500 mV).
17B-10
PETROL INJECTION
Richness regulation 17B
MIXTURE ADJUSTMENT
The value displayed on the NXR or CLIP diagnostic tool: Richness correction value parameter represents the
average value of richness corrections made by the computer according to the richness of the burnt mixture as
detected by the oxygen sensor located upstream of the catalytic converter (the oxygen sensor actually analyses the
oxygen content of the exhaust gases).
The correction value has a mid-point of 128 and limits of 0 and 255:
– value less than 128: leaner mixture required,
– value greater than 128: richer mixture required.
Richness regulation will start after a timed starting period if the coolant temperature is above 10 ºC in the no load
position and if the oxygen sensor is ready (sufficiently warm).
Unlooping phase
In the mixture regulation phase, the stages of operation during which the computer does not take into account the
value of the voltage supplied by the upstream sensor are:
– at full load: = variable and greater than 128,
– during sharp acceleration: = variable and greater than 128,
– whilst decelerating with no load information (injection cut): = 128,
– in the event of an oxygen sensor fault: = 128.
When the voltage from the oxygen sensor is incorrect (varying only slightly or not at all) during mixture regulation,
the computer will only enter defect mode if the fault has been recognised as present for 10 seconds. Only in that
case will the fault will be stored. In this case, the richness correction parameter is 128.
If an oxygen sensor fault is present and recognised and if the fault has already been stored, the system enters the
open loop mode directly.
17B-11
PETROL INJECTION
Adaptive richness adjustment 17B
PRINCIPLE
In the loop mode (see section 17 Richness regulation), richness regulation corrects the injection timing to give fuel
metering which is as close as possible to richness 1. The correction value is close to 128, with limits of 0 and 255.
However, variations can affect the components of the injection system, and cause the correction to reset to 0 or 255,
to obtain richness 1.
Adaptive correction allows the injection mapping to be adjusted to re-enter the richness regulation to 128 and to
ensure a constant authority of correction to make the mixture leaner or richer.
Adaptive correction of richness regulation can be broken down into two parts:
– adaptive correction focusing on average and heavy engine loads (parameter: richness adaptive operation),
– adaptive correction focusing on idle speed and low engine loads (parameter: idle speed richness adaptive).
Adaptive corrections take 128 as the average value after initialisation (erasing the memory) and have the following
threshold values:
Adaptive correction only takes place when the engine is warm in loop phase and in a given manifold pressure range.
The engine must have operated in the loop mode for several pressure ranges for adaptive correction to begin to
change to compensate for the variations in engine operating richness.
A specific road test must therefore be carried out after the computer has been reinitialized (adaptives return to 128).
17B-12
PETROL INJECTION
Adaptive richness adjustment 17B
ROAD TEST
Conditions:
– engine warm (coolant temperature > 80 °C),
– do not exceed an engine speed of 4000 rpm.
For this test, it is advisable to set off at a quite low engine speed in 3rd or 4th gear with very progressive acceleration
so that the desired pressure is stabilised for 10 seconds in each range (see table).
Range No. 1 Range No. 2 Range No. 3 Range No. 4 Range No. 5
(mbar) (mbar) (mbar) (mbar) (mbar)
K4M 742 260 --------------- 457 ------------------ 535 ------------------- 613 ------------------- 691 --------------- 813
743 Average 358 Average 496 Average 574 Average 652 Average 752
The idle speed richness adaptive parameter varies more noticeably on the idle speed and low loads, and the
operating richness adaptive operates on the medium and high loads, but both across all the manifold pressure
ranges.
The test must be continued with normal smooth and varied driving for a distance of 3 to 6 miles
(5 to 10 kilometres).
After the test, read the adaptive richness values. Initially 128, they may have changed. If not, repeat the test
ensuring that the test conditions are observed.
17B-13
PETROL INJECTION
Adaptive richness adjustment 17B
INTERPRETATION OF INFORMATION GATHERED DURING A ROAD TEST
In the case of a lack of fuel (injectors clogged, pressure and flow of fuel too low, etc), the richness regulation
increases to obtain a richness as close as possible to 1 and the adaptive richness correction increases until the
richness correction again fluctuates at around 128.
In the event of an excessive amount of fuel, the logic is reversed: the richness regulation decreases and the
adaptive richness correction also decreases to realign the richness correction at around 128.
NOTE: any idle speed richness adaptive analysis is still a delicate task because the correction is made mainly to the
idle speed and low loads, and furthermore, is very sensitive.
Therefore, no conclusions should be drawn hastily from this parameter, rather the operating adaptive position should
be analysed.
The information from these two parameters gives an idea about the engine operation richness, and may be used as
a guide for fault finding. In order for these to be put to good use during fault finding, no conclusion may be drawn
from their value unless they are at the minimum or maximum correction limit, and if both parameter values were
offset in the same direction.
IMPORTANT: the richness adaptives should only be examined and analysed after a customer complaint,
an operating fault and if they are at the threshold with the richness correction value offset and varying
above 175 or below 80.
17B-14
PETROL INJECTION
Oxygen sensors 17B
SPECIAL TOOLING REQUIRED
Mot. 1495 Socket for removing and refitting
the oxygen sensor
REFITTING
TIGHTENING TORQUE (in daNm)
Refit using the reverse of the removal procedure.
Oxygen sensors 4.5
NOTE: check that the exhaust heat shield is correctly
IMPORTANT: the two oxygen sensors are different positioned between the oxygen sensor and the
and therefore are not interchangeable. manifold (to prevent a chimney effect which could
damage the wiring of the oxygen sensor),
17B-15
PETROL INJECTION
Central coolant temperature management 17B
Centralised Coolant Temperature Management This system is fitted with a single coolant temperature
sensor which is used for the injection, the fan and the
temperature warning light on the instrument panel.
Operating principle
17B-16
PETROL INJECTION
Allocation of computer tracks 17B
ALLOCATION OF INJECTION COMPUTER INPUTS AND OUTPUTS
--<-- INPUT
-->-- OUTPUT
17B-17
119A
COOLING SYSTEM
Specifications 19A
VOLUME AND GRADE OF COOLANT
THERMOSTAT
Engine type Starts to open at (°°C) Fully open at (°°C) Travel (mm)
19A-1
COOLING SYSTEM
Filling - Bleeding 19A
Coolant flows continuously through the heater matrix, BLEEDING
which contributes to the cooling of the engine.
Let the engine run for 20 minutes at 2 500 rpm, until
the engine cooling fan(s) cut in (time required for
FILLING automatic degassing).
It is essential to open the bleed screw on the Verify that the liquid level is at or near the Max marker.
cylinder head coolant pipe housing outlet.
DO NOT OPEN THE BLEED SCREW(S) WHILE THE
Fill the circuit through the expansion bottle opening. ENGINE IS RUNNING.
Close the bleed screws as soon as the liquid starts to RE-TIGHTEN THE EXPANSION BOTTLE CAP
flow in a continuous stream. WHILE THE ENGINE IS WARM.
19A-2
COOLING SYSTEM
Checking 19A
SPECIAL TOOLING REQUIRED
M.S. 554-01 Adapter for M.S. 554-07
M.S. 554-06 Adapter for M.S. 554-07
M.S. 554-07 Kit for testing cooling circuit
sealing
Replace the expansion bottle valve with adapter If liquid passes through the expansion bottle valve, the
M.S. 554-01. valve must be replaced.
Connect this to tool M.S. 554-07. Fit tool M.S. 554-06 on pump M.S. 554-07and fit both
onto the valve to be checked.
Warm up the engine then switch it off.
Increase the pressure, which should stabilise at the
Pump to put the circuit under pressure. valve rating pressure with a test tolerance of ± 0.1 bar.
Stop pumping at 0.1 bar less than the valve is rated. Valve rating of the valve: 1.4 bar.
19A-3
COOLING SYSTEM
Coolant pump 19A
SPECIAL TOOLING REQUIRED
Mot. 1202-01
Hose clip pliers
Mot. 1202-02
Mot. 1448 Long nose pliers for hose clips
REMOVAL
Remove:
– the timing belt (see Section 11A Timing belt),
– the timing gear tension wheel,
– the acoustic earth (A),
Cleaning
19A-4
COOLING SYSTEM
Coolant pump 19A
REFITTING Refit:
– the timing gear tensioner, correctly positioning the
Refit the coolant pump and seal with Loctite 518; the wheel lug in the groove (A),
bead (C) should be 0.6 to 1 mm wide. Apply according
to the diagram below.
19A-5
COOLING SYSTEM
Radiator 19A
SPECIAL TOOLING REQUIRED
Mot. 1448 Remote operation clip pliers for
cooling system hose clips
Disconnect the battery. Fill and bleed the cooling circuit (see Section 19A
Filling - bleeding).
Remove the engine undertray.
Remove:
– the air inlet duct,
– the fan assembly connectors,
– the wiring from the fan assembly support,
– the radiator top hose,
– the radiator grille,
– the radiator top mountings,
– the radiator.
19A-6
COOLING SYSTEM
Diagram 19A
1 Engine
2 Radiator
3 Hot bottle with degassing after thermostat
4 Heater matrix
5 Thermostat mounting
6 Water/oil exchanger for vehicles fitted with automatic transmission
7 Choke Ø 3 mm
8 Choke Ø 14 mm
9 Coolant pump
10 Thermostat
11 Bleed screw
19A-7
1219B
EXHAUST
General information 19B
During operation, the catalytic converter reaches high ILLUSTRATION OF THE AREA TO BE CUT
temperatures, and consequently, it is vital not to park
the vehicle in a place where combustible materials The area to be cut is defined by two punch marks on
could come into contact with it and be ignited. the exhaust pipe.
IMPORTANT:
– the seal between the exhaust manifold gasket face
and the catalytic converter (inclusive) must be
perfect,
– any gasket removed must be REPLACED,
– when removing/ refitting, the catalytic converter
should not be subjected to mechanical impact, which
could damage it.
It is therefore necessary to cut off the exhaust pipe There is an area to be cut on the exhaust pipe, located
when replacing the expansion chamber or silencer between the expansion chamber and the silencer.
After Sales.
The distance between the two markings is 90 mm. You
When doing this, it is absolutely essential to: must cut the pipe and mark out the centre line (D)
– carefully identify the area to be cut, between the two markings (P 1 and P 2).
– use exhaust pipe cutting tool Mot. 1199-01,
– accurately position the after sales sleeve.
19B-1
EXHAUST
General information 19B
FITTING THE AFTER SALES SLEEVE A clamp that has been used once must be
replaced.
To avoid any leaks in the exhaust pipe, the sleeve The nut on the clamp has a groove (A) to ensure it is
must be correctly positioned over the two exhaust pipe tightened to the correct torque. When the nut is
sections. The pipe must be against the stops inside the tightened and the groove disappears, it causes a
sleeve. distinct clicking sound and the nut is then tightened to
the correct torque (2.5 daNm).
Begin by positioning the sleeve over the used section
of the pipe, adjust the collar by tightening gently. IMPORTANT:
– check that the exhaust pipe is not touching the body,
Check the position of the pipe in relation to the stops. – check that all the exhaust pipe heat shields are
present and securely attached,
Fit the new section of the pipe. – check that the two cut-out markings are correctly
aligned.
Before fitting the sleeve on the pipe, apply a little
mastic to the inner ring on the sleeve to prevent leaks.
19B-2
EXHAUST
Catalytic converter 19B
REFITTING
TIGHTENING TORQUE (in daNm)
Replace the three-point bracket seal and the exhaust
Three-point bracket nuts 2
pipe clamp.
19B-3
TANK1319C
Fuel tank 19C
EQUIPMENT REQUIRED
INTERCO pneumatic decanting pump
IMPORTANT: during all the fuel tank removal and On the pump outlet fit a pipe long enough to be
refitting operations, refrain from smoking and do submerged in a container outside the vehicle.
not bring incandescent objects anywhere near the
working area. NOTE: it is also possible to use a pneumatic decanting
pump.
DRAINING THE FUEL TANK Attach the battery to the charger so it does not
discharge.
Remove the blanking cover giving access to the
regulator-pump-sender unit assembly. In the engine compartment, disconnect the fuel pump
relay located in the engine compartment connection
Disconnect the quick-release union (1) (green unit.
marking).
Shunt tracks 3 and 5 and let the fuel flow until it runs
out in intermittent jets.
19C-1
TANK
Fuel tank 19C
REMOVING THE FUEL TANK Raise the vehicle.
19C-2
TANK
Fuel tank 19C
Release the handbrake control lever, cables (3) and REFITTING
(4). The system which allows the handbrake cables to
be slackened is located in the passenger The tank has three oblong-shaped positioning holes:
compartment. The method is described in – two next to the tank side mounting bolts,
section 37A. Carefully release the plastic stops (6). – one next to the tank rear mounting bolt.
19C-3
TANK
Fuel tank 19C
19C-4
TANK
Fuel tank 19C
List of components
19C-5
TANK
Fuel tank 19C
FUNCTION OF THE VALVES The tank has a sealed cap.
1 Overpressure/underpressure safety valve The filler neck for unleaded petrol has the following
If the fuel vapour recirculation circuit is blocked, special features:
this valve prevents the fuel tank being subjected – a smaller filling opening which cannot accept a
to overpressure (the tank expands) or conventional filling nozzle. (The lead would have the
underpressure (as fuel is used, the tank collapses effect of polluting the depollution system: oxygen
inwards). sensor and catalytic converter),
– a valve covering the filling opening (2) (so as to
prevent petrol vapour fumes or fuel flowing
backwards).
2 Restriction valve
This valve prevents leaded petrol or diesel fuel
getting into the tank.
19C-6
TANK
Sender unit 19C
In petrol versions, the pump and sender unit cannot be
separated.
55 ± 7 3/4 142
98 ± 10 1/2 111
155 ± 15 1/4 89
Measuring height H
19C-7
TANK
Pump/sender unit 19C
SPECIAL TOOLING REQUIRED
Mot. 1397 Universal petrol tank gauge nut
wrench
IMPORTANT: Remove the mounting nut (4) with tool Mot. 1397
(release the nut, remove the tool, unscrew the nut by
During all operations on the fuel tank or fuel hand and then remove it).
supply circuit, it is vital to:
– refrain from smoking or bringing incandescent Remove the fuel pump-sender unit assembly.
objects close to the work area,
– protect yourself from splashes of petrol caused NOTE: if several hours will pass between the removal
by residual pressure in the pipes after removal. and refitting of the fuel pump/sender assembly, screw
the nut back on the tank to avoid any distortion.
REMOVAL
19C-8
TANK
Pump/sender unit 19C
REFITTING
TRACK DESCRIPTION
A1 Earth
A2 Not used
B1 Sender unit information to instrument
panel
B2 Not used
C1 Pump + supply
C2 Pump - supply
19C-9
519D
ENGINE MOUNTING
Suspended engine mountings 19D
TIGHTENING TORQUES (in daNm)
A 6.2
B 6.2
C 2.1
D 10.5
E 6.2
F 4.4
G 6.2
H 6.2
19D-1