2.0jtdm Engine Desc

Machine Translated by Google
191 - Giulietta 2.0 JTDM INTRODUCTION - POWER UNIT SUPPORTS
CONSTRUCTION SPECIFICATIONS
The power unit supports have a structural connecting function between the power unit and the body.
They are designed to support the weight of the power unit and the loads from the torque transmitted by the engine.
Each support has a rubber-metal mounting which is designed to dampen the vibrations produced by the engine, thereby reducing most of the
vibrations transmitted to the body.
This is a centre of gravity type power unit support, comprising two mountings plus a reaction rod aligned on one axis for the centre of gravity thereby
producing reaction forces.
1. Timing side flexible mounting

2. Timing side rigid support 3.
Gearbox side flexible mounting
4. Gearbox side rigid support 5.
Differential side reaction rod 6.
Differential side reaction rod retaining bracket
191 - Giulietta 2.0 JTDM INTRODUCTION - ENGINE BLOCK
The crankcase is made from ductile cast iron.
The cylinders are formed directly in the crankcase and graded in three size categories plus one oversize.
The crankshaft is supported by five main bearings.
Special channels in the crankcase walls allow the passage of coolant and lubrication oil.
The lower part of each cylinder contains a jet that sprays oil onto the piston crown to cool it and to ensure that the gudgeon pin is lubricated.
191 - Giulietta 2.0 JTDM INTRODUCTION - CYLINDER HEAD(S)
The cylinder head is one-piece and made from aluminium alloy and silicon.
Two, ductile cast iron, overhead camshafts in a camshaft housing; they are operated by a belt and gears.
The four valves per cylinder, parallel and vertical, are positioned in the valve guides and are controlled by rocker arms operated by the camshaft cams
and kept in contact with the valves through hydraulic tappets.
The valve guides are press-fitted in the cylinder head seats. A special reamer is used to produce the correct inner diameter after fitting.
Unlike cylinder heads with ante-chambers, the entire combustion process takes place in the combustion chamber on the piston.
The gasket between the cylinder head and crankcase is made from metal. No cylinder head tightening is required throughout the life of the engine.
191 - Giulietta 2.0 JTDM GENERAL - ENGINE OIL PAN
The oil sump contains the engine oil and has a load bearing function in the whole engine construction because the sump is directly connected to the intermediate shaft support.
The oil pan is made of aluminum alloy and contains the oil level sensor and the suction tube.
A silicone gasket is used for the seal on the motor.
1. Oil level sensor

2. Suction tube 3.
Groove for silicone sealant
A baffle is mounted on the top of the oil sump, which prevents the engine oil from sloshing, but also ensures that the level remains constant, whereby the excess
engine oil is cyclically expelled by the passing connecting rod bearing caps .
1. Engine oil pan

2. Drain plug 3.
Bulkhead 4.
Engine oil pump
191 - Giulietta 2.0 JTDM GENERAL - SEALS ON CRANKSHAFT
The front crankshaft seal is provided by an oil seal mounted in the front crankshaft cover (oil pump housing).
The rear crankshaft seal is provided by an oil seal in the rear crankshaft cover.
191 - Giulietta 2.0 JTDM INTRODUCTION - CRANKSHAFT
This is cast iron and rests on five main bearings.Shaft axial clearance is governed by two half-rings housed in the rear main bearing.
Eight counterweights accurately balance the crankshaft rotating masses.
A set of ducts runs along the crankshaft to lubricate the main journals and crankpins.
A phonic wheel (1) is fitted at the rear for the rpm sensor.
191 - Giulietta 2.0 JTDM INTRODUCTION - ENGINE FLYWHEEL
Dual mass, DVA (dual mass vibration damping flywheel), one mass integral with the crankshaft and the other on the gearbox main shaft with a flexible
torsional damping system in between.
The resonance points which, on the conventional system (rigid flywheel and dampened disc) are found at between 800 and 2200 rpm, have been moved to
lower rotation speeds, outside of the operating range, thereby allowing improved damping of torsional vibrations and a reduction in noise.
The clutch engagement mechanism, located between the dual flywheel and gearbox, consists of a rigid plate (unsprung) that improves gear manoeuvrability
due to its reduced inertia.
1 - Crankshaft
2 - Mass integral with the crankshaft
3 - Mass integral with the gearbox mainshaft
4 - Flexible torsional damping system
5 - Clutch plate
6 - Thrust spring
7 - Thrust bearing
8 - Gearbox main shaft
9 - Ring gear
191 - Giulietta 2.0 JTDM INTRODUCTION - PISTONS AND CONNECTING RODS
CONNECTING RODS
The connecting rods are made of hardened and tempered steel with a copper bush (1) fitted for matching with the gudgeon pin (2).
The floating gudgeon pins are held in place by two expansion retaining rings (3) that are housed in the grooves in the piston hubs.
PISTONS
The pistons are made of silicon aluminium alloy with self-heating inserts and are divided into three size categories.
An OMEGA-shaped combustion chamber in the piston crown improves combustion efficiency.
There is a channel inside the piston through which the oil, sent by the jet, flows, ensuring improved piston cooling.
The piston is coupled to the gudgeon pin by means of two copper alloy bushes.
1 - Piston
2 - Injector
3 - Heater plugs
4 - Air inlet
5 - Exhaust gas outlet
191 - Giulietta 2.0 JTDM GENERAL - BELT DRIVE DISTRIBUTION
The camshaft, the high-pressure pump and the water pump are driven directly from the crankshaft via a toothed belt.
There are yellow marks on the timing belt, which serve as a reference during assembly so that the high-pressure pump is in the correct phase with respect to
the timing.
1. High Pressure Pump Drive

Pulley 2. Camshaft Drive Pulley 3.
Crankshaft Pulley 4. Belt Tensioner
Pulley 5. Water Pump
191 - Giulietta 2.0 JTDM GENERAL - DISTRIBUTION DRIVE TENSIONERS
The automatic belt tensioner keeps the timing belt at the correct tension, eliminating the need to check the belt tension during maintenance.
191 - Giulietta 2.0 JTDM GENERAL - CAMSHAFTS (2) IN CAM HOUSING (1)
CAMSHAFTS
Cast with induction hardened cams.
The exhaust camshaft is driven directly by the timing belt and the drive is transferred to the intake via a pair of spur gears.
The exhaust camshaft also drives the vacuum pump, which is mounted on the side of the gears.
KLEPSTOTERS
Each valve is operated by a hydraulic valve lifter and a rocker arm that is driven by the camshaft.
The rocker arms are designed to prevent serious damage to other engine components if the timing belt breaks or comes off.
A section with a fracture line absorbs the forces resulting from the contact between the valves and the pistons.
191 - Giulietta 2.0 JTDM GENERAL - FUEL TANK AND PIPES
STRUCTURE
The fuel system consists of a low-pressure circuit and a high-pressure circuit.
The low pressure circuit
consists of: - a submerged lift pump in the
tank; - the fuel filter; - the fuel return tube; -
the connecting pipes.
The high-pressure circuit

consists of: - high-pressure
pump; - the fuel distribution
line; - electric atomizers; -
the connecting pipes.
1. Fuel tank 2.
Submerged lift pump unit 3. Fuel
filler pipe 4. Fuel filter 5. Water
detection sensor in fuel filter with
integrated temperature sensor 6. High pressure pump 7. Fuel distribution
pipe (rail)
8. Electric Atomizers
9. Fuel Return Tube
191 - Giulietta 2.0 JTDM GENERAL - FUEL TANK AND COMPONENTS
DESCRIPTION OF THE COMPONENTS

SUBMERGING FUEL PUMP WITH TANK FLOAT
The electric fuel pump is built in one unit with the fuel float and the fuel filter; the components cannot be replaced individually.
Electric fuel pump

The fuel pump consists of an electric motor with permanent magnets (1), which drives the pump vanes (2). In addition, the pump consists of a cover (3)
with the plug connection and the hydraulic connections.
The single-stage electric circulation pump provides high performance at low voltage and temperature.
The advantages over the volumetric pump are:
lower weight;
limited dimensions.
191 - Giulietta 2.0 JTDM GENERAL - FUEL FILTERS

Fuel filter
The fuel filter (1) is mounted on a bracket in the engine compartment near the bulkhead.
The fuel filter is equipped with a drain plug (2) and a water detection sensor (3).
191 - Giulietta 2.0 JTDM GENERAL - AIR INTAKE SYSTEM
AIR INTAKE SYSTEM

After this, the under and over pressure part of the air inlet system is shown.
1. Cold air filter intake 2.

Complete air filter 3. Variable
geometry turbocharger 4. Air intercooler
(intercooler)
191 - Giulietta 2.0 JTDM GENERAL - DIESEL INJECTION
SPECIFICATIONS
FUNCTION
The Common Rail EDC 16C39 is an electronically controlled high-pressure injection system for high-speed direct injection diesel engines.
The main features are:
very high maximum injection pressure available (1600

bar); possibility to modulate the injection pressure between 150 and 1600 bar,
regardless of engine speed or engine load; operating over a very wide speed
range (up to 5000 rpm at full load); accurately adjustable injection moment
(both advance and injection duration); limiting fuel consumption; limitation of
harmful exhaust gas emissions.
The system controls and monitors the following parameters:
fuel temperature control; control of

the coolant temperature; regulation of
the amount of fuel to be injected; idle speed
control; injection interruption during deceleration
(cut-off); limitation of efficiency differences
between cylinders from idling speed to 3500 rpm; control "anti-saw function"; limitation of
exhaust smoke during acceleration; exhaust gas recirculation (EGR); limiting the maximum
torque; rev limiter; control of glow plugs; air conditioning activation (if fitted); control of
electric booster pump; determination of crankshaft position; control of the main injection
moment and the secondary injections; closed-loop correction of injection pressure;
damping of voltage fluctuations; IMA calibration of atomizers.
SCHEDULE OF INJECTION
1. Fuel tank 2.
Electric fuel pump 3. Fuel
filter 4. Return manifold 5.
High pressure pump 6. Fuel
pressure regulator 7. Fuel
distribution pipe (rail)
8. Fuel Pressure Sensor

9. Electric Atomizers
10. Air filter
11. Air flow meter 12.
Compressor 13. Intercooler
14. Throttle body 15. EGR
valve 16. Exhaust gas
cooler for EGR 17. Exhaust
gas supply line to manifold
housing
18. Pressure sensor - air temperature

19. Engine speed sensor
20. Sensor phase
21. Coolant temperature sensor 22.
Engine oil pressure sensor 23. Engine
oil level sensor 24. Glow plugs 25.
Glow plugs control unit 26. Turbine
27. Pneumatic actuator of variable
geometry turbocharger 28. Solenoid
valve for control pneumatic actuator of variable geometry turbocharger
29. Position sensor pneumatic actuator of variable geometry turbocharger geometry 30. Lambda probe
31. Catalyst 32.

Diesel Particulate Filter (DPF)
33. Exhaust gas temperature
sensor 34. Points for determining the pressure for the particulate
filter sensor 35. Accelerator pedal sensor 36. Engine control unit
37. Exhaust gas cooling by-pass EGR 38. Pneumatic actuator
control by-pass for exhaust gas cooling for the EGR 39. Fixed
draft windows (swirl) on manifold housing
OPERATION
Control strategies
General
The COMMON-RAIL system uses pre-injection, with the injectors opening just before TDC. In this way a "layered" combustion is obtained, so that the pressure
in the cylinder rises more evenly and less explosively (a problem with direct injection diesel engines).
The control unit regulates the amount of fuel to be injected via the injection pressure and the injection time.
The control unit uses the following parameters for this:
engine speed;
coolant temperature;
turbo pressure; air
temperature; amount of
intake air; battery voltage;
fuel pressure; throttle
position.
Control Unit Inputs and Outputs
1. Electric booster pump

2. Turbo pressure control
valve 3. A/C compressor 4.
EGR solenoid valve 5.
Tachometer (via CAN)
6. Electric fans 7.
Voorgloeiregeleenheid 8.
Accelerator pedal sensor (potentiometer)
9. Brake/clutch pedal switch 10. Fuel
pressure sensor
11. Airflow meter 12.

Coolant temperature sensor 13.
Fuel temperature sensor 14. Cruise
control (if applicable) (via CAN)
15. Air temperature and pressure
sensor 16. Phase sensor 17. Speed
sensor 18. Speedometer (via CAN)
19. Accu
20. ALFA CODE (via CAN)
21. Diagnosestekker (via CAN)
22. Pressure
regulator 23. Electric
injectors 24. Glow plugs
25. Throttle solenoid valve (on throttle body)
26. Voorgloeicontrolelampje (via CAN)
27. Injection warning light (via CAN)
28. High Coolant Temperature Warning Light (via CAN)
29. Water in Fuel Warning Light (via CAN)
Self-diagnosis
The control unit's self-diagnosis program compares the sensor signals with the stored limit values.
DISPLAY OF FAULTS DURING START-UP:
warning light on for 4 seconds during the test phase; warning

light goes out after 4 seconds to indicate that there are no component failures that could affect the emission of harmful exhaust gases; warning light
stays on after 4 seconds to indicate a malfunction.
DISPLAY OF TROUBLESHOOTING ENGINE RUNNING:
illuminated warning lamp indicates a malfunction;

extinguished warning light indicates that there are no component failures that could affect the emission of harmful exhaust gases.
RECOVERY
The control unit determines the necessary recovery strategy based on the detected defect.
The control unit selects a recovery strategy based on the normally operating components.
Alpha code recognition
When the ignition key is turned to "MAR", the control unit asks the body computer (ALFA CODE function) for permission to
start.
Coolant Temperature Control
At a coolant temperature above 105°C, the control unit performs the following tasks:
limitation of the amount of fuel to be injected (engine power limitation); switching on

the electric cooling fans; activation of the high coolant temperature warning light.
Controlling the amount of fuel to be injected
Based on the various sensor signals and the stored map fields, the control unit performs the following tasks:
control of the pressure

regulator; choosing the "pre" injection time up to 3000/min;
change of the "main" injection time.
Idle speed control
Based on the various sensor signals, the control unit performs the following tasks:
control of the pressure regulator;

variation of the injection time due to the electric injectors.
The battery voltage is taken into account within certain limits.
Injection interruption during deceleration (cut-off)
As soon as the accelerator pedal is released while the car is moving, the control unit performs the following tasks:
interrupt the actuation of the atomizers; partial

restoration of fuel supply to the injectors before reaching idle speed; operating the fuel pressure regulator
Limitation of efficiency differences between cylinders at idle speed
Based on the various sensor signals, the control unit checks the uniformity in the engine torque at idle speed and:
varies the amount of fuel to be injected for the individual cylinders (injection time).
Attenuation of speed fluctuations
Based on the various sensor signals, the control unit damps speed fluctuations by adjusting the amount of fuel to be injected via:
the pressure
regulator; injection time of the injectors.
Limitation of exhaust smoke during acceleration
In order to limit the amount of exhaust smoke during speed changes, the control unit determines the optimum amount of fuel to inject based on the signal from the
air flow meter and the speed sensor via:
the pressure
regulator the injection time of the electric injectors.
Exhaust gas recirculation (egr)
Due to environmental standards, the control unit, based on the accelerator pedal sensor and the engine load, limits the amount of intake air by mixing with
exhaust gas, via:
the opening time of the electric EGR valve.
Limiting the maximum torque
The control unit calculates on the basis of the speed and the stored characteristics:
the maximum torque;

the maximum soot emissions.
Where corrections are applied based on:
coolant temperature;
engine speed; speed of
the car,
by changing the amount of fuel to be injected (fuel pressure and injection time).
Limitation of maximum speed
The control unit applies two strategies:
at 5000/min, the fuel supply is limited by reducing the injection pressure; above
5400 /min the electric booster pump and the injectors are switched off.
Control of glow plugs
While:
start;
During the
warm-up phase, the injection control unit controls the time the glow plug control unit operates based on the engine temperature.
Controlling the air conditioning
The injection control unit controls the following air conditioning functions:
switching on/off the compressor after pressing the corresponding button;

temporary shutdown (for about 6 seconds) during heavy acceleration and when the engine needs to deliver maximum power.
Control of the electric booster pump
Regardless of engine speed, the control unit operates:
starting the pump as soon as the ignition key is turned to MAR; the interruption
of the supply pump supply if the motor is not started within a few seconds.
Checking the position of the cylinders
The control unit knows which cylinder is on the power stroke with each crankshaft revolution and operates the individual injectors in the correct injection sequence.
Injection timing and pre-injection regulation
Based on the various sensor signals, including the absolute pressure sensor in the control unit, the control unit selects the optimum injection
moment using the stored maps, not only to increase driving comfort, but also to comply with the emission requirements .
Closed-loop correction of the injection pressure
Based on the engine load, which is calculated from the various sensor signals, the injection control unit regulates the optimum injection
pressure using the electromagnetic fuel pressure regulator.
Voltage fluctuation damping
If the battery voltage is too low, the control unit adjusts the idle speed by:
to extend the injection time;

to vary the injection pressure.
Control of the turbo with variable vanes vgt (120 hp version)
Throughout the engine's rev range, the control unit processes the signal from the boost pressure sensor to determine the amount of fuel to be injected. This
quantity is adjusted by:
control of the pressure

regulator; to vary the injection
time; vary the position of the turbo vanes to optimize performance in all conditions.
Electric Fan Control
The control unit operates depending on the coolant temperature and the coolant pressure in the climate control:
turning on the electric fans on the first or second speed.
Throttle valve closure when turning off
The control unit immediately closes the valve in the air intake system when the engine is turned off, limiting after-diesel. Under all other conditions,
the valve remains open.
Normal/dynamic function control
Adjusting the “DNA lever” (Dynamic-Normal-All-weather) not only adjusts the electric power steering and VDC functions, but also engages a special mapping
accelerator pedal for rapid engine response when braking. pressing the accelerator pedal.
The “DNA lever” is separately connected to the Body Computer Node, the information about the selected program is made available to the Motor Control
Node through the C-CAN network.
Next, the most important Normal/Dynamic functions are listed.
Normal/All weather function activated -
maximum torque 280 Nm at 1500 rpm - maximum
power 120 hp at 4000 rpm - "soft" strategy with
regard to driving characteristics - limited consumption
with the special “accelerator mapping” for maximum comfort Dynamic function
activated - maximum torque 320 Nm at 1750 rpm - special power curve - "Sporty"
strategy for the driving characteristics - much higher consumption at high engine
loads
For the operation of the "DNA lever"

See descriptions 1060G ELECTRONIC CONTROL SYSTEM FOR HIGH PRESSURE DIESEL PUMP
Cruise control adjustment (if applicable)
The control unit calculates the injection time based on the signal given by the cruise control lever to keep the speed constant.
The control unit indicates the operation and condition of the cruise control via a light on the instrument panel.
Cruise control is temporarily disabled by:
when the brake pedal is

actuated, when the clutch is
actuated; the "recall" key returns to the stored speed.
The cruise control does not disengage during acceleration (eg overtaking). After the accelerator pedal is released, it automatically returns to the
stored speed.
For safety reasons, the ASR (anti-spin) function has priority over the cruise control.
191 - Giulietta 2.0 JTDM GENERAL - HIGH PRESSURE DIESEL PUMP AND ACCESSORIES
HIGH PRESSURE PUMP

General
The injection pump of the Common Rail system is called Radialjet because the pump pressure is achieved by means of 3 pump elements (plungers) placed
radially with respect to the pump shaft. The angle between the pump elements is 120°.
In this engine version, the timing of the high-pressure pump is important; therefore, the timing belt is marked with yellow markings for correct installation, which are
indicated in the respective operations.
Function
The pump is driven by a toothed belt through the engine at a speed of 2/3 (4V) or 25/43 (2V) of the crankshaft speed. The injection timing and the injection time
are electronically controlled with this injection system; this pump serves only to permanently maintain the pressure in the fuel distribution line at the prescribed
value.
1 - Pump housing
2 - Bubbles
3 - Excenter
4 - Piston
5 - Lid
6 - High Pressure Control Valve
7 - Supply valve
8 - Supply - High Pressure (to Manifold)
9 - Pump housing cover
10 - Security valve
11 - Low Pressure Solenoid Control Valve
Requirements
For proper operation, the high-pressure pump is fed with a minimum supply pressure of 3.5 bar and a minimum flow rate of 160 l/h on the supply. This supply is
provided by an electric low-pressure pump.
Specifications of radialjet pump

The plungers are operated by a triangular eccentric fixedly mounted on the pump shaft. This eccentric controls the sequential movement of the three plungers through a
mechanical interface (plunger) between the eccentric and the base of the plunger. Each ram is pressed against the eccentric by a spring.
Each pump element has a fin inlet valve and a ball outlet valve. All three discharge channels of the pump elements are fed into the pump
assembled and supply the fuel through a line to the fuel distribution line. A special feature of this pump is that the pump is internally lubricated and cooled by the fuel circulating
through appropriate openings.
The pressure on the supply of the pump is regulated by a pressure control solenoid valve so that the fuel is compressed in such a way that the required pressure, which is stored in the
map of the control unit, is reached
The main specifications of the Radialjet pump are listed below:
type: radialjet with radial pump elements number of

pump elements: 3 Total stroke volume: 0.697 cm3/
rev.
Volumetric efficiency: less than 80% at 1600 bar at 2000 rpm (pump speed) and fuel at 40°C Maximum working pressure: 1600 bar
Power consumption: 1.6kW at 1600 bar and 3450 /min (engine speed)
Power supply: diesel at a pressure of 3.5 bar at a minimum flow rate of 160 l/h Lubrication: supplied by
the diesel fuel Cooling: supplied by the diesel fuel
Below is the maximum speed in relation to the pressure:
Speed (/min) Pressure (bar)
400 550
500 650
800 885
1000 1038
1173 1134
1340 1231
1750 1514
1860 1600
3200 1600
3700 770
4000 400
4200 400
4400 100
191 - Giulietta 2.0 JTDM GENERAL - ELECTRO INJECTION VALVES AND PIPES

ELECTRIC INJECTION VALVES
The injection valves are mounted in the cylinder head and are operated by the electronic control unit.
The electro-injection valve can be divided into two parts:
actuator/atomizer consisting of a push pin (1), plunger (2) and an atomizer (3);
actuating solenoid valve consisting of a coil (4) and a pilot valve (5).
The operation of the injection valve has three

stages: REST - The solenoid (4) is not energized and the valve (6) is closed, preventing fuel from being supplied to the cylinder: Fc > Fa (Fc: is the line
pressure in control chamber (7 ) of lead (1); Fa: is the line pressure in feed chamber (8).
INJECTION START; the electromagnet (4) is energized and the ball (6) moves.
The fuel flows from the control chamber (9) to the return channel (10). This creates a pressure drop in control chamber (7). At the same time, the high
pressure reaches the feed chamber (8) via supply channel (12). Due to the pressure difference (Fa > Fc), plunger (2) is pushed upwards, the injector
opens and fuel is injected into the cylinder.
INJECTION END; the solenoid (4) is de-energized, causing the ball valve (6) to close again and to restore the pressure balance. In this way the
plunger (2) is pressed into closed position and the injection terminated.
Ima rating
During the calibration of the injection valves, the specifications regarding pressure and flow are checked. All injection valves that do not meet the
standard requirements are discarded; the others are classified by a nine-character alphanumeric code (IMA code) laser-cut into the top of the coil.
When installing in the vehicle, the separate coding must be stored in the control unit and if one or more injection valves are replaced during repair, the
different coding must be entered using the diagnostic unit.
1. Pressure
pin 2.
Plunger 3.
Atomizer 4.
Coil 5. Pilot
valve 6. Ball
valve 7. Control
chamber 8. Feed
chamber 9. Control
chamber 10. Return channel
- low pressure 11. Pilot
channel 12. Supply channel
13. Plug connection 14. High
pressure supply 15. Spring
16. IMA Code
FUEL DISTRIBUTION PIPE

The fuel distribution line (rail) is mounted on the inlet side of the cylinder head.
The volume of approximately 33 cm3 also dampens the pressure pulses that are the result of:
the pulsating action of the high-pressure

pump the opening of the injection valves.
The fuel pressure sensor is also mounted on the left end of the distribution pipe.
The high pressure pipes between the manifold and the pump and between the manifold and the injection valves are made of steel. The inner
diameter is 2 mm and the outer diameter is 6 mm.
191 - Giulietta 2.0 JTDM GENERAL - ELECTRONIC CONTROL SYSTEM FOR HIGH PRESSURE DIESEL PUMP

Injection control unit (common rail EDC 16C39)
The control unit is located on the right side panel in the engine compartment. The control unit has a "flash" EPROM that can be reprogrammed from the
outside without working on the hardware.
The absolute pressure sensor is built into the injection control unit.
CONNECTOR PINS
Plug A (on vehicle wiring harness)

1 - Battery plus from main relay 2 -
Battery negative 3 - Not connected
4 - Battery negative 5 - Battery plus
from main relay 6 - Battery negative
7 - Boost pressure control actuator
8 - Accelerator pedal sensor (-)
potentiometer 2
9 - Throttle pedal sensor potentiometer 1 signal

10 - Fuel temperature sensor (-)
11 - Fuel temperature sensor signal 12 -
Linear air conditioning pressure sensor (-)
13 - Linear pressure sensor signal for air conditioning
14 - Not connected 15 - Not connected 16 - Glow plug
control unit ground 17 - Brake pedal switch positive
signal (NO)
18 - Not connected 19
- Signal "L" alternator 20
- Boost pump relay control signal 21
- Turbo pressure control actuator 22
- Linear pressure sensor for air conditioning (+)
23 - Neutral sensor power
supply 24 - Not connected 25
- Not connected 26 - Not
connected 27 - Not connected
28 - Key signal 29 - Air
conditioning compressor
activation negative control signal 30 - Accelerator pedal
sensor potentiometer 1 (-)
32 - Exhaust gas temperature sensor 2 signal (only on versions with DPF)
33 - Mass exhaust gas temperature sensor 2 (only on versions with DPF)
- Not connected 36 -
Differential pressure sensor signal (only on versions with DPF)
37 - Differential pressure sensor mass (only on versions with DPF)
Clutch pedal switch signal 41 - Not
connected 42 - Not connected 43 - Wake-
up signal 44 - Differential pressure sensor
(DPF) (+) (only on versions with DPF)
45 - Accelerator Pedal Sensor Potentiometer 1 (+)

Chip heating permission for air quantum meter 50 - Not
connected
51 - Lambda probe heating control signal (only on versions with lambda probe)
52 - Glow Plug Diagnostics
53 - Minus from battery
54 - Not connected
55 - Start Relay Control Signal
56 - Not connected
57 - Reverse Switch Signal
58 - Brake booster digital vacuum sensor signal
59 - Ground neutral sensor
60 - Not connected
61 - Not connected
62 - Not connected
63 - Not connected
64 - Lambda sensor signal (only on versions with lambda sensor)
66 - Front exhaust gas temperature sensor signal (for turbocharger)
67 - Not connected
68 - Not Connected 69
- 2nd Speed Electric Fan
70 - Not connected
71 - Not connected
72 - Minus Control Signal Relay Enable Main Relay
73 - Not connected
74 - Water detection sensor signal in fuel filter
75 - Signal neutral sensor
76 - Front exhaust gas temperature sensor mass (for turbocharger)
77 - Not connected
78 - Not connected
79 - Clutch Pedal Switch Signal
80 - Not connected
81 - Not connected
82 - Not connected
83 - CAN (Low Channel)
84 - CAN (High Channel)
85 - Not connected
86 - Lambda probe ground (only on versions with lambda probe)
88 - EGR-bypassactuator
89 - Position sensor VGT 90 -
1st Speed electric fan
91 - Not connected
92 - Not connected
93 - Glow Plug Activation
94 - Not connected
Plug B (engine harness)
1 - Injection valve cylinder 3 (+)
3 - Not connected
4 - Not connected
5 - Not connected
6 - Mass Active Diagnosis Variable Swirl
7 - Not connected
8 - Fuel Pressure Sensor (-)
9 - Not connected
10 - Not connected
11 - Phase sensor (+)
12 - Motor output sensor (-)
13 - Turbo pressure sensor (+)
14 - Not connected
15 - Not connected
18 - Not connected
19 - Fuel Pressure Regulator (+)
20 - Sensor phase (-)
21 - Not connected
22 - Mass stand sensor VGT
23 - Turbo pressure sensor (-)
24 - Not connected
25 - Power supply 3 sensors 5 V
26 - EGR Position Sensor Power Supply
27 - Motor output sensor (+)
28 - Fuel pressure sensor (+)
29 - Position sensor power supply VGT
30 - EGR plus engine
31 - Injection valve cylinder 2 (-)
32 - Not connected
34 - Not connected
35 - Power actuator variable SWIRL
36 - Not connected
37 - Air Temperature Sensor (Air Quantum Meter)
38 - Not connected
39 - Throttle Mass Diagnosis
40 - Boost pressure sensor signal
41 - Coolant Temperature Sensor (-)
42 - Air Quantum Meter Signal
43 - Manifold pressure sensor signal
44 - Mass (air quantum meter)
45 - Actuator variabele SWIRL
48 - Not connected
49 - Fuel Pressure Regulator (-)
50 - Phase sensor signal
51 - Mass EGR stand sensor
52 - Throttle valve diagnosis signal
53 - Turbo air temperature sensor signal
54 - Not connected
55 - Not connected
56 - Te lage motoroliedruk
57 - EGR position sensor signal
58 - Coolant temperature sensor signal
59 - Throttle Actuator Control Signal
60 - EGR magnets
"DNA" DYNAMIC VEHICLE CONTROL

The Alfa DNA system adapts the car's dynamic control systems; the system is electrically connected to the Body Computer which provides communication
with the nodes involved in the chosen configuration.
Injection control unit
The accelerator pedal reacts more directly or indirectly depending on the selected position in the Alfa DNA system. The OVERBOOST is available in "Dynamic"
mode.
Instrument panel The
display provides information about the selected mode (for example: turbo pressure in "Dynamic" mode).
VDC system
The VDC has three different settings for the three modes of the Alfa DNA system (for example: in "Dynamic" mode, the VDC reacts with a delay, allowing a much
more active driving style; in "All Weather" position, the braking performance is optimized on slippery roads with a difference in grip).
Steering The
steering is more or less assisted depending on the position selected with the "DNA" lever.
Suspension
Active damping (if applicable) is adapted to the position selected with the "DNA" lever. For example, in "Dynamic" mode, the damping becomes much
stiffer to improve handling.
Gearbox With an
automatic gearbox (if equipped), gear changes are made at a higher speed and the Alfa DNA system also shortens shift times.
Operation
The "lever" does not have a locked position and always returns to the center position. The selected mode is indicated by a lit LED on
the list or by a message on the instrument panel, as shown in the following figures: Display "Dynamic" mode
Display "All weather" mode
Display "Normal" mode

In this mode, no icon appears on the display.
To activate the "Dynamic" position, push the lever forward (until the letter “D”) and leave the lever in that position for half a second
and in any case until the corresponding LED lights up or the wording “Dynamic on ” appears on the instrument panel.
When the lever is released, it returns to the center position.

To return from the "Dynamic" position to the "Normal" position, repeat the same operation with the lever and at the same times; in this
case, the light next to the "Normal" position will light up and the message "Normal enabled" will appear on the display.
To activate the "All weather" position, push the lever forward (until the letter "A") and leave the lever in that position for half a second
and in any case until the relevant LED lights up or the wording "All weather enabled" appears on the instrument panel.
To return to "Normal" mode, follow the same procedure as described for "Dynamic" mode.
It is not possible to go directly from “Dynamic” mode to “All Weather” mode and vice versa. Always return to "Normal" mode first.
If the "Dynamic" position was selected for Key-off, the "Normal" position will automatically be switched on again with the next Key-on.
Conversely, if "All Weather" or "Normal" was enabled at Key-off, the next Key-on will remain enabled.
The "Dynamic" mode can only be switched on at speeds below 110 km/h and will in any case remain switched on above this speed.
In the event of a defect in the "DNA" system or the selector switch (lever), it will not be possible to select any position
and the message "mode not available" will appear on the instrument panel.
RPM SENSOR
Specifications
This sensor is mounted on the crankshaft at a sprocket.
The inductive sensor works on the basis of changes in a magnetic field, resulting from the passage of the teeth on the sprocket (60-2 teeth).
The control unit uses the signal from the speed sensor for:
determination of engine speed

determination of crankshaft position.
Operation
When the teeth of the sprocket pass the sensor, the change in the magnetic field generates an inductive alternating voltage, the
frequency of which corresponds to the number of teeth passed.
The frequency of this signal is used by the electronic control unit to calculate the engine speed.
1 - Copper
bushing 2 - Permanent
magnet 3 - Plastic
sensor housing 4 - Coil
5 - Magnetic core 6 -
Sprocket 7 - 2-core
coaxial cable For a
correct signal, the distance (air gap) between the end of the sensor and the teeth on the sprocket must be between 0.8 1.5 mm.
This distance is not adjustable. If the distance differs, the condition of the sensor, the sensor support and the sprocket must be checked.
1 - Maximum strength of magnetic field

2 - Minimum strength of magnetic field
3 - Course of the induced alternating voltage
Plug pins
Pen A: Signaal +
Pen B: Signal -
PHASESENSOR
Specifications
This "Hall" sensor is mounted on the cylinder head behind the camshaft pulley.
A cam is fitted to this pulley, which allows the phase sensor to recognize the phase of the motor.
The injection control unit uses the signal from the phase sensor to differentiate between TDC in the compression stroke and the exhaust stroke.
Operation
If a current flows through a semiconductor crystal, which is located in a normal magnetic field (field lines perpendicular to the current direction), a
potential difference is created between the poles; the so-called "Hall" voltage.
If the current remains constant, the generated voltage depends solely on the strength of the magnetic field. It is thus sufficient to vary the magnetic field
to obtain a modulated electrical signal, the frequency being determined by the periodic changes in the magnetic field. These changes are achieved by
rotating a cam on the inside of the pulley past the sensor.
1 - Mass
2 - Signal
3 - Nutrition
TURBO PRESSURE AND INTAKE AIR TEMPERATURE SENSOR

Specifications
The turbo pressure and intake air temperature sensor has two functions. The sensor measures the pressure in the intake manifold and the temperature of
the air in the intake manifold.
The sensor is mounted on the intake manifold. The signal is used by the control unit for:
varying the position of the guide vanes in the turbo to optimize performance under all conditions. regulation of the
injection time.
1 - Mass
2 - Air temperature signal
3 - 5V reference voltage (from control unit)
4 - Turbodruksignaal
COOLANT TEMPERATURE SENSOR

Specifications
This sensor is mounted on the thermostat and measures the coolant temperature via a double NTC resistor with a negative
temperature coefficient.
The NTC resistor provides a signal to the injection control unit as well as to the coolant temperature gauge and the warning light on the
instrument panel.
Pin 1 - Signal
Pin 2 - Ground
The sensor is manufactured on the basis of semiconductor technology. The resistance of this sensor decreases as the coolant temperature rises.
The resistance change is not linear, ie the resistance decreases faster at high temperatures than at low temperatures.
AIR QUANTUM METER WITH BUILT-IN

AIR TEMPERATURE SENSOR
Specifications
The "heated film" type digital air quantum meter is located on the intake manifold.
Connector pins
1 - 12V power
supply 2 -
Ground 3 - Outgoing air temperature
signal 4 - Outgoing air flow signal
The intake air temperature sensor (NTC) is integrated in the air quantum meter.
The air quantum meter cannot be taken apart.
Operation
To measure the amount of air drawn in by the engine, a heated film (membrane) is used, which is placed in a measuring channel in the airflow.
The film is kept at a constant temperature (about 120°C above the air temperature) by a heating resistor.
The film is cooled by the air flowing through the measuring channel. To keep the temperature of the film constant, it is necessary to vary the
current through the heating resistor.
This current is measured by the electronic circuit in the plug-in sensor and is proportional to the air mass flowing through it.
This offers the following
advantages: - faster response
time - greater measurement accuracy.
Due to the presence of a quartz oscillator on the printed circuit board, the air quantum meter can directly measure the air output.
FUEL PRESSURE SENSOR

Specifications
The fuel pressure sensor is mounted on the end of the fuel manifold and measures the pressure in the manifold. The control unit uses the
signal as feedback during:
regulation of the injection

pressure; regulation of the injection time.
Plug pins
1 - Mass
2 - Signal
3 - Nutrition
GASPEDAL SENSOR
Construction Specifications
The accelerator pedal sensor consists of a housing that is mounted on the accelerator pedal. Two potentiometers are connected axially to a shaft in
the housing: a main and a safety potentiometer.
In addition, two springs are mounted; one to provide the required resistance to the accelerator pedal and one to push the sensor back into rest
position when the accelerator pedal is released.
Operation
The control unit processes the electrical signal from both potentiometers into information about the accelerator pedal position.
The accelerator pedal position information is processed in conjunction with the engine speed information to control injection time and injection pressure.
Plug pins
Pin 1. Power supply 5V

potentiometer 2 Pin 2. Power
supply 5V potentiometer 1 Pin 3.
Ground potentiometer 1 Pin 4.
Signal potentiometer 1 Pin 5.
Ground potentiometer 2 Pin 6. Signal potentiometer 2
THROTTLE ACTUATOR
The electrically operated throttle body contains both the control system and the electric motor control program for operating the throttle.
The system is controlled by a PWM signal that is processed by the electronics of this component, which also monitors the position of the
throttle valve.
The two functions of the electrically operated throttle body
are: - regulation during the shut-off phase - regulation of the
exhaust gas temperature by narrowing the inlet duct.
Operating
specifications Operating temperature: from -
40 °C to + 140 °C Input signal: PWM
Frequency of input signal: 262.2 Hz ± 3%
Signal for diagnosis: PWM Frequency of
diagnosis signal: from 20 to 90 Hz +/- 5% Supply
voltage: 14 V
Plug pins
Pin 1. Throttle Actuator Motor

Ground Pin 2. Potentiometers Ground
TPS1 and TPS2 Pin 3. Power Supply 5V
Potentiometers TPS1 and TPS2 Pin 4. Plus Motor
Throttle Actuator Pin 5. Potentiometer Signal
TPS2 Pin 6. Potentiometer Signal TPS1
191 - Giulietta 2.0 JTDM GENERAL - ELECTRONIC CONTROL SYSTEM FOR HIGH PRESSURE DIESEL PUMP

Injection control unit (common rail EDC 16C39)
The control unit is located on the right side panel in the engine compartment. The control unit has a "flash" EPROM that can be reprogrammed from the
outside without working on the hardware.
The absolute pressure sensor is built into the injection control unit.
CONNECTOR PINS
Plug A (on vehicle wiring harness)

1 - Battery plus from main relay 2 -
Battery negative 3 - Not connected
4 - Battery negative 5 - Battery plus
from main relay 6 - Battery negative
7 - Boost pressure control actuator
8 - Accelerator pedal sensor (-)
potentiometer 2

10 - Fuel temperature sensor (-)
11 - Fuel temperature sensor signal 12 -
Linear air conditioning pressure sensor (-)
13 - Linear pressure sensor signal for air conditioning
14 - Not connected 15 - Not connected 16 - Glow plug
control unit ground 17 - Brake pedal switch positive
signal (NO)
- Signal "L" alternator 20
- Boost pump relay control signal 21
- Turbo pressure control actuator 22
- Linear pressure sensor for air conditioning (+)
23 - Neutral sensor power
supply 24 - Not connected 25
- Not connected 26 - Not
connected 27 - Not connected
28 - Key signal 29 - Air
conditioning compressor
activation negative control signal 30 - Accelerator pedal
sensor potentiometer 1 (-)
32 - Exhaust gas temperature sensor 2 signal (only on versions with DPF)
33 - Mass exhaust gas temperature sensor 2 (only on versions with DPF)
Differential pressure sensor signal (only on versions with DPF)
37 - Differential pressure sensor mass (only on versions with DPF)
Clutch pedal switch signal 41 - Not
connected 42 - Not connected 43 - Wake-
up signal 44 - Differential pressure sensor
(DPF) (+) (only on versions with DPF)

Chip heating permission for air quantum meter 50 - Not
connected
51 - Lambda probe heating control signal (only on versions with lambda probe)
52 - Glow Plug Diagnostics
53 - Minus from battery
54 - Not connected
55 - Start Relay Control Signal
56 - Not connected
57 - Reverse Switch Signal
58 - Brake booster digital vacuum sensor signal
59 - Ground neutral sensor
60 - Not connected
61 - Not connected
62 - Not connected
63 - Not connected
66 - Front exhaust gas temperature sensor signal (for turbocharger)
67 - Not connected
68 - Not Connected 69
- 2nd Speed Electric Fan
70 - Not connected
71 - Not connected
72 - Minus Control Signal Relay Enable Main Relay
73 - Not connected
74 - Water detection sensor signal in fuel filter
75 - Signal neutral sensor
76 - Front exhaust gas temperature sensor mass (for turbocharger)
77 - Not connected
78 - Not connected
79 - Clutch Pedal Switch Signal
80 - Not connected
81 - Not connected
82 - Not connected
83 - CAN (Low Channel)
84 - CAN (High Channel)
85 - Not connected
86 - Lambda probe ground (only on versions with lambda probe)
88 - EGR-bypassactuator
89 - Position sensor VGT 90 -
1st Speed electric fan
91 - Not connected
92 - Not connected
93 - Glow Plug Activation
94 - Not connected
Plug B (engine harness)
3 - Not connected
4 - Not connected
5 - Not connected
6 - Mass Active Diagnosis Variable Swirl
7 - Not connected
8 - Fuel Pressure Sensor (-)
9 - Not connected
10 - Not connected
11 - Phase sensor (+)
12 - Motor output sensor (-)
13 - Turbo pressure sensor (+)
14 - Not connected
15 - Not connected
18 - Not connected
19 - Fuel Pressure Regulator (+)
20 - Sensor phase (-)
21 - Not connected
22 - Mass stand sensor VGT
23 - Turbo pressure sensor (-)
24 - Not connected
25 - Power supply 3 sensors 5 V
26 - EGR Position Sensor Power Supply
27 - Motor output sensor (+)
28 - Fuel pressure sensor (+)
29 - Position sensor power supply VGT
30 - EGR plus engine
32 - Not connected
34 - Not connected
35 - Power actuator variable SWIRL
36 - Not connected
37 - Air Temperature Sensor (Air Quantum Meter)
38 - Not connected
39 - Throttle Mass Diagnosis
40 - Boost pressure sensor signal
41 - Coolant Temperature Sensor (-)
42 - Air Quantum Meter Signal
43 - Manifold pressure sensor signal
44 - Mass (air quantum meter)
45 - Actuator variabele SWIRL
48 - Not connected
49 - Fuel Pressure Regulator (-)
50 - Phase sensor signal
51 - Mass EGR stand sensor
52 - Throttle valve diagnosis signal
53 - Turbo air temperature sensor signal
54 - Not connected
55 - Not connected
56 - Te lage motoroliedruk
57 - EGR position sensor signal
58 - Coolant temperature sensor signal
59 - Throttle Actuator Control Signal
60 - EGR magnets
"DNA" DYNAMIC VEHICLE CONTROL

The Alfa DNA system adapts the car's dynamic control systems; the system is electrically connected to the Body Computer which provides communication
with the nodes involved in the chosen configuration.
Injection control unit
The accelerator pedal reacts more directly or indirectly depending on the selected position in the Alfa DNA system. The OVERBOOST is available in "Dynamic"
mode.
Instrument panel The
display provides information about the selected mode (for example: turbo pressure in "Dynamic" mode).
VDC system
The VDC has three different settings for the three modes of the Alfa DNA system (for example: in "Dynamic" mode, the VDC reacts with a delay, allowing a much
more active driving style; in "All Weather" position, the braking performance is optimized on slippery roads with a difference in grip).
Steering The
steering is more or less assisted depending on the position selected with the "DNA" lever.
Suspension
Active damping (if applicable) is adapted to the position selected with the "DNA" lever. For example, in "Dynamic" mode, the damping becomes much
stiffer to improve handling.
Gearbox With an
automatic gearbox (if equipped), gear changes are made at a higher speed and the Alfa DNA system also shortens shift times.
Operation
The "lever" does not have a locked position and always returns to the center position. The selected mode is indicated by a lit LED on
the list or by a message on the instrument panel, as shown in the following figures: Display "Dynamic" mode
Display "All weather" mode
Display "Normal" mode

In this mode, no icon appears on the display.
To activate the "Dynamic" position, push the lever forward (until the letter “D”) and leave the lever in that position for half a second
and in any case until the corresponding LED lights up or the wording “Dynamic on ” appears on the instrument panel.
When the lever is released, it returns to the center position.

To return from the "Dynamic" position to the "Normal" position, repeat the same operation with the lever and at the same times; in this
case, the light next to the "Normal" position will light up and the message "Normal enabled" will appear on the display.
To activate the "All weather" position, push the lever forward (until the letter "A") and leave the lever in that position for half a second
and in any case until the relevant LED lights up or the wording "All weather enabled" appears on the instrument panel.
To return to "Normal" mode, follow the same procedure as described for "Dynamic" mode.
It is not possible to go directly from “Dynamic” mode to “All Weather” mode and vice versa. Always return to "Normal" mode first.
If the "Dynamic" position was selected for Key-off, the "Normal" position will automatically be switched on again with the next Key-on.
Conversely, if "All Weather" or "Normal" was enabled at Key-off, the next Key-on will remain enabled.
The "Dynamic" mode can only be switched on at speeds below 110 km/h and will in any case remain switched on above this speed.
In the event of a defect in the "DNA" system or the selector switch (lever), it will not be possible to select any position
and the message "mode not available" will appear on the instrument panel.
RPM SENSOR
Specifications
This sensor is mounted on the crankshaft at a sprocket.
The inductive sensor works on the basis of changes in a magnetic field, resulting from the passage of the teeth on the sprocket (60-2 teeth).
The control unit uses the signal from the speed sensor for:
determination of engine speed

determination of crankshaft position.
Operation
When the teeth of the sprocket pass the sensor, the change in the magnetic field generates an inductive alternating voltage, the
frequency of which corresponds to the number of teeth passed.
The frequency of this signal is used by the electronic control unit to calculate the engine speed.
1 - Copper
bushing 2 - Permanent
magnet 3 - Plastic
sensor housing 4 - Coil
5 - Magnetic core 6 -
Sprocket 7 - 2-core
coaxial cable For a
correct signal, the distance (air gap) between the end of the sensor and the teeth on the sprocket must be between 0.8 1.5 mm.
This distance is not adjustable. If the distance differs, the condition of the sensor, the sensor support and the sprocket must be checked.
1 - Maximum strength of magnetic field

2 - Minimum strength of magnetic field
3 - Course of the induced alternating voltage
Plug pins
Pen A: Signaal +
Pen B: Signal -
PHASESENSOR
Specifications
This "Hall" sensor is mounted on the cylinder head behind the camshaft pulley.
A cam is fitted to this pulley, which allows the phase sensor to recognize the phase of the motor.
The injection control unit uses the signal from the phase sensor to differentiate between TDC in the compression stroke and the exhaust stroke.
Operation
If a current flows through a semiconductor crystal, which is located in a normal magnetic field (field lines perpendicular to the current direction), a
potential difference is created between the poles; the so-called "Hall" voltage.
If the current remains constant, the generated voltage depends solely on the strength of the magnetic field. It is thus sufficient to vary the magnetic field
to obtain a modulated electrical signal, the frequency being determined by the periodic changes in the magnetic field. These changes are achieved by
rotating a cam on the inside of the pulley past the sensor.
1 - Mass
2 - Signal
3 - Nutrition
TURBO PRESSURE AND INTAKE AIR TEMPERATURE SENSOR

Specifications
The turbo pressure and intake air temperature sensor has two functions. The sensor measures the pressure in the intake manifold and the temperature of
the air in the intake manifold.
The sensor is mounted on the intake manifold. The signal is used by the control unit for:
varying the position of the guide vanes in the turbo to optimize performance under all conditions. regulation of the
injection time.
1 - Mass
2 - Air temperature signal
3 - 5V reference voltage (from control unit)
4 - Turbodruksignaal
COOLANT TEMPERATURE SENSOR

Specifications
This sensor is mounted on the thermostat and measures the coolant temperature via a double NTC resistor with a negative
temperature coefficient.
The NTC resistor provides a signal to the injection control unit as well as to the coolant temperature gauge and the warning light on the
instrument panel.
Pin 1 - Signal
Pin 2 - Ground
The sensor is manufactured on the basis of semiconductor technology. The resistance of this sensor decreases as the coolant temperature rises.
The resistance change is not linear, ie the resistance decreases faster at high temperatures than at low temperatures.
AIR QUANTUM METER WITH BUILT-IN

AIR TEMPERATURE SENSOR
Specifications
The "heated film" type digital air quantum meter is located on the intake manifold.
Connector pins
1 - 12V power
supply 2 -
Ground 3 - Outgoing air temperature
signal 4 - Outgoing air flow signal
The intake air temperature sensor (NTC) is integrated in the air quantum meter.
The air quantum meter cannot be taken apart.
Operation
To measure the amount of air drawn in by the engine, a heated film (membrane) is used, which is placed in a measuring channel in the airflow.
The film is kept at a constant temperature (about 120°C above the air temperature) by a heating resistor.
The film is cooled by the air flowing through the measuring channel. To keep the temperature of the film constant, it is necessary to vary the
current through the heating resistor.
This current is measured by the electronic circuit in the plug-in sensor and is proportional to the air mass flowing through it.
This offers the following
advantages: - faster response
time - greater measurement accuracy.
Due to the presence of a quartz oscillator on the printed circuit board, the air quantum meter can directly measure the air output.
FUEL PRESSURE SENSOR

Specifications
The fuel pressure sensor is mounted on the end of the fuel manifold and measures the pressure in the manifold. The control unit uses the
signal as feedback during:
regulation of the injection

pressure; regulation of the injection time.
Plug pins
1 - Mass
2 - Signal
3 - Nutrition
GASPEDAL SENSOR
Construction Specifications
The accelerator pedal sensor consists of a housing that is mounted on the accelerator pedal. Two potentiometers are connected axially to a shaft in
the housing: a main and a safety potentiometer.
In addition, two springs are mounted; one to provide the required resistance to the accelerator pedal and one to push the sensor back into rest
position when the accelerator pedal is released.
Operation
The control unit processes the electrical signal from both potentiometers into information about the accelerator pedal position.
The accelerator pedal position information is processed in conjunction with the engine speed information to control injection time and injection pressure.
Plug pins
Pin 1. Power supply 5V

potentiometer 2 Pin 2. Power
supply 5V potentiometer 1 Pin 3.
Ground potentiometer 1 Pin 4.
Signal potentiometer 1 Pin 5.
Ground potentiometer 2 Pin 6. Signal potentiometer 2
THROTTLE ACTUATOR
The electrically operated throttle body contains both the control system and the electric motor control program for operating the throttle.
The system is controlled by a PWM signal that is processed by the electronics of this component, which also monitors the position of the
throttle valve.
The two functions of the electrically operated throttle body
are: - regulation during the shut-off phase - regulation of the
exhaust gas temperature by narrowing the inlet duct.
Operating
specifications Operating temperature: from -
40 °C to + 140 °C Input signal: PWM
Frequency of input signal: 262.2 Hz ± 3%
Signal for diagnosis: PWM Frequency of
diagnosis signal: from 20 to 90 Hz +/- 5% Supply
voltage: 14 V
Plug pins
Pin 1. Throttle Actuator Motor

Ground Pin 2. Potentiometers Ground
TPS1 and TPS2 Pin 3. Power Supply 5V
Potentiometers TPS1 and TPS2 Pin 4. Plus Motor
Throttle Actuator Pin 5. Potentiometer Signal
TPS2 Pin 6. Potentiometer Signal TPS1
191 - Giulietta 2.0 JTDM GENERAL - TURBO COMPRESSOR UNIT
TURBOCOMPRESSOR
Variable geometry turbocharger (VGT) managed by the control unit to control the engine through a solenoid valve modulator and sensor for the
position actuator direction of the turbine blades.
1. Variable Geometry Turbocharger (VGT)

2. Pneumatic Actuator
3. Turbine Blade Alignment Actuator Position
Sensor 4. Turbine Blade Control Rod The position
sensor (3) allows the engine control unit to perform a parallel check of pressure and a direct check of the actuator.
This strategy extends the range (20% - 90%) of the duty cycle by which the engine control unit controls the pressure solenoid valve modulator
with the following benefits: blades of the turbocharger - better stability of the supercharging during the transition phase - speed of the
transition phase with better performance during acceleration.
Positiesensor
Its function is to measure the displacement of the stem of the pneumatic actuator relative to the minimum opening position of the blades.
This feature is of the "non-contact" type, where the sensitive element is a Hall sensor.
This includes increasing precision and reliability due to the lack of mechanical components inside the sensor.
Plug pins
1. Ground
2. Output signal 3.
Power supply (5V)
191 - Giulietta 2.0 JTDM GENERAL - INLET AND EXHAUST MANIFOLDS
MANIFOLD HOUSING
New plastic manifold housing with EGR diffuser; in which the return tube to the water pump is integrated.
1. Manifold
housing 2.
Throttle body 3.
EGR diffuser 4. Intake air temperature
and pressure sensor 5. Return tube to water pump
EXHAUST MANIFOLD
The exhaust manifold channels have a 4-2-1 arrangement.
1. Exhaust manifold
2. Turbocharger
191 - Giulietta 2.0 JTDM INTRODUCTION - INTAKE AND EXHAUST MANIFOLDS
AIR INTAKE CHAMBER

New plastic air intake chamber with E.G.R. diffuser, incorporates the return pipe to the water pump.
1. Air intake chamber

2. Throttle body 3.
EGR diffuser 4. Air
pressure and temperature sensor 5.
Return pipe to the water pump
EXHAUST MANIFOLD
The exhaust manifold features the division of the ducts in a 4-2-1 arrangement.
The exhaust manifold has a temperature sensor which detects the exhaust gas temperature upstream of the turbocharger.
1. Exhaust manifold
2. Turbocharger
3. Exhaust gas temperature sensor upstream of the catalytic converter
191 - Giulietta 2.0 JTDM GENERAL - EXHAUST PIPES AND Mufflers
The exhaust gas from the engine is collected in a manifold and discharged via the turbocharger to the catalytic converter (1) - diesel particulate filter (1).
In the front part of the exhaust, a flexible piece (2) prevents the transmission of vibrations.
On the remaining part of the exhaust are the front muffler (3) and the rear muffler (4)
Heat shields (5) prevent the body and fuel tank from becoming too hot due to radiant heat.
The various parts of the exhaust are fixed with supports (6) and elastic rings (7).
191 - Giulietta 2.0 JTDM INTRODUCTION - EXHAUST EMISSION CONTROL SYSTEM
DPF SYSTEM (DIESEL PARTICULATE FILTER)

This is a mechanical filter that "traps" the carbon particles (particulate) and the engine oil ashes in the exhaust gases in diesel engines.
The action of the DPF makes it possible to keep carbon particle levels down by around 90% in line with the Euro 5 regulation.
The operation of the DPF system is managed by the engine control unit by means of suitable strategies.
In addition to the actual filter the DPF system comprises an exhaust gas temperature sensor and a differential pressure sensor.
The differential pressure sensor measures the pressure of the exhaust gases upstream and downstream of the filter, by means of special pipes, signalling the gradual
accumulation of particulate to the control unit.
The particulate accumulation process and the relative increase in the pressure of the exhaust gases inside the filter depends on the engine load, the weight of the vehicle and
the engine capacity and power.
Therefore the particulate needs to be removed on a regular basis, regenerating the filter following a procedure that makes use of multiple fuel injections to increase the
temperature of the exhaust gases (about 600 °C) and burn the particulate. The regeneration procedure is controlled by the injection control unit which acts: on fuel
metering (up to 5 fuel injections in the same engine cycle per cylinder) and on air control (E.G.R. and turbo pressure).
The regeneration phase takes place over a few minutes and does not affect the continuity of the torque supplied by the engine in terms of normal operation.
When the driving profile does not permit automatic regeneration, after several failed attempts, the injection control unit activates a "particle filter blocked" warning light
in the control panel.
It is therefore advisable to keep the vehicle running until the "particle filter blocked" warning light goes out.
If the "particle filter blocked" warning light remains on, it is vital to carry out the forced regeneration using the diagnostic equipment Examiner.
If the condition of the particulate filter deteriorates (the accumulation threshold of 250% is exceeded) as well as the "particle filter blocked" warning light, the EOBD warning
light will also come on and it is therefore vital to carry out the forced regeneration using Examiner.
It is possible during the regeneration stage that some of the particulate will pollute the engine oil and therefore it must be changed in advance of the programmed interval.
This is signalled by the "minimum engine oil pressure" warning light flashing.
This signalling is controlled by the injection control unit depending on the: -
number of regenerations - kilometres travelled - number of engine starting cycles
- number of cold starts - average value of engine oil temperature
- etc.
After changing the engine oil earlier than planned, connect the Examiner to reset the Service function.
1. Particulate filter
2. Exhaust gas temperature sensor
3. Exhaust gas pressure intake
4. Differential pressure
sensor 5. Injection control
unit 6. Oxygen sensor
CATALYTIC CONVERTER
Features
The catalytic converter is a post-treatment device for oxidizing the CO, HC and particulate, converting them into carbon dioxide (CO2) and water vapour (H2O).
The catalytic converter consists of a ceramic, honeycomb structure (1) with cells impregnated with platinum (2), which catalyzes the oxidation reactions.
Operation
The exhaust gases passing through the cells heat the catalyser, triggering the conversion of pollutants into inert compounds.
The oxidising chemical reaction of the CO, HC and particulate is effective at temperatures of between 200 and 350°C.
Actually, above 350°C the sulphur contained in the diesel fuel starts to oxidise, producing sulphur dioxide and sulphur trioxide.
LAMBDA SENSOR
This sensor is used to measure the oxygen content and the Lambda value (ratio between quantity of intake air and theoretical quantity of air
required for complete combustion of fuel injected) in automotive engine exhaust gases.
When the mass of oxygen present coincides with the amount required to burn all the fuel, the mixture is known as stoichiometric and the ratio is 14.6.In
this case the Lambda is at the unit value.
The Lambda can be expressed as the ratio between the quantity of intake air and the quantity of air required for the combustion of the fuel injected.
The Lambda values range from 0.65 (rich mixture, shortage of oxygen) to infinite (percentage of oxygen equal to percentage present in the air 20.95% approx).
The value measured by the Lambda sensor is compared with the Lambda value calculated by the engine management control unit and, if
necessary, modifications are made to the map for the injectors and the air flow rate meter in order to maintain the operation of the engine and the
harmful emissions within legal limits; its operation is therefore to monitor the engine over a period of time.
The sensor works by comparing the concentration of oxygen in the reference cell, housed inside the sensor, with the combustion gas flowing
inside the comparison cell next to the reference cell. Depending on the resulting imbalance, the engine management control unit regulates a
current signal (lp) that rebalances the oxygen content in the comparison cell through an electrochemical action. The value of lp is proportional to the
Lambda value measured according to the graph illustrated below.
Sensor structure
The sensitive element is the planar type, the sensor consists of three layers of zirconium oxide and its particular shape allows the sensor to be very compact with low
intensity pumping currents which further decreases the power absorption of the sensor.
The sensitive part is protected from the flow of exhaust gases with a cover with two layers with access openings perpendicular to one another.
The diagram below shows an exploded view of a sensor illustrating the various components.
1. Insulated cable
2. Rubber cap 3.
Metal cap
4. Glass
5. Metal duct
6. o-ring 7.
Sintered products 8.
Hexagon 9. Ceramic
heater 10. Sensitive
element 11. Dual
protection pipe
Features
Heater nominal supply voltage: 7.5 V
Dissipated power at 7.5 V: 7.5 W

Lambda measuring range: from 0.8 to infinity
System tolerance: ÿO2/O2 = +/- 4 % Exhaust
temperature: ÿ 980 °C Exhaust pressure: ÿ
2.5 bar Supply: ÿ 10.8 V Activation time: ÿ 10
s Potentiometer range: from 30 to 300 Ohm
The Lambda sensor connector is illustrated
in the diagram below.
1 - Pumping current (lp)

2 - Virtual mass
3 - Heater (-)
4 - Heater (+)
5 - Calibration current
6 - Nerst voltage
191 - Giulietta 2.0 JTDM GENERAL - EXHAUST GAS CLEANING SYSTEM
DPF SYSTEM (Diesel Particulate Filter)

This is a mechanical filter in the exhaust system that captures the particles (soot particles) in the exhaust gas of diesel engines.
The DPF filter captures approximately 90% of the total amount of soot particles to comply with Euro 4 and 5 standards.
The operation of the DPF system is controlled by the injection control unit using associated control strategies.
In addition to a collecting filter, the DPF system consists of an exhaust gas temperature sensor and a differential pressure sensor.
The differential pressure sensor measures the pressure of the exhaust gas in front of and behind the filter via pipes and provides the control unit with information
about the amount of collected soot particles.
The process of collecting the particulates and the associated increase in the exhaust gas pressure in the filter depend on the engine load, the weight of the car, the cylinder
capacity and the engine power.
Therefore, the particulate matter must occasionally be removed by regeneration of the filter using a procedure that uses additional injections to raise the exhaust gas
temperature (about 600°C) so that the particulate matter is combusted. The regeneration procedure is controlled by the injection control unit through: dosing of the fuel
(up to five injections per engine cycle per cylinder) and regulation of the air supply (EGR and turbo pressure).
The regeneration phase lasts for a few minutes and has no influence on the delivered engine torque compared to the normal situation.
If the driving style prevents automatic regeneration, the injection control unit switches on the "clogged soot filter" warning light on the instrument panel after several
unsuccessful attempts.
It is recommended to continue driving the car for a short time until the "clogged soot filter" warning light goes out.
If the light "clogged soot filter" nevertheless remains lit, then regeneration must be forced with the aid of diagnostic equipment. Examiner. the EOBD light also
lights up and then the regeneration must definitely be done with the Examiner. During the regeneration, part of the particles can contaminate the engine oil; the engine oil
must then be changed earlier than the normal interval of the maintenance schedule.
This is indicated by a flashing "engine oil pressure too low" warning light.
This message is provided by the injection control unit based on: - number of
regenerations, - kilometers traveled - number of engine starts, - number of
cold starts, - average engine oil temperature,
- etc.
After the early oil change relative to the normal maintenance interval, the "Service" function must be reset using the Examiner.
1. Diesel
particulate filter 2. Exhaust gas temperature

sensor 3. Exhaust gas pressure measurement connection
4. Differential pressure
sensor 5. Injection control unit
6. Lambda probe
CATALYST
Specifications
The oxidation catalyst is a system that is used to subsequently convert the CO, the HC and the particles in the exhaust gas into carbon dioxide (CO2) and water vapor (H2O).
The catalyst has a honeycomb ceramic core (1) coated with a thin platinum layer (2), which has a catalytic effect.
Operation
When the exhaust gas is passed through the openings in the interior, the catalytic converter accelerates the decomposition process of the harmful gases.
The oxidation of the HC, CO and the particles takes place in the catalyst at temperatures between 200°C and 350°C.
However, above 350°C, the sulfur in the diesel fuel begins to decompose, creating sulfur dioxide and sulfur trioxide.
LAMBDA SENSOR
This sensor is used to measure the oxygen content and the lambda value (ratio between the amount of air intake and the theoretical amount of air required for complete
combustion of the injected fuel) in the exhaust gas of engines.
If the amount of oxygen present corresponds to the amount needed to burn all the fuel, then a stoichiometric mixture is called with the ratio 1 : 14.6. In this case lambda is by
convention 1.
Lambda is the ratio between the amount of air drawn in and the amount of air required to burn the injected fuel.
The lambda value ranges from 0.65 (rich mixture, too little oxygen) to infinity (oxygen percentage equal to the percentage in the air, about 20.95%).
The value measured by the lambda probe is compared with the lambda value calculated by the engine control unit; if necessary, the characteristics of the injectors and the air
flow meter are adjusted so that the operation of the engine and the emission of harmful substances remain within the legal standards; this ensures that the motor is monitored
throughout its life.
The operation of the probe is based on the comparison of the oxygen concentration in the reference cell in the probe with the exhaust gas flowing through the adjacent measuring
cell. Based on the resulting imbalance, the injection control unit supplies a current signal (lp) that electrochemically restores the equilibrium of the oxygen percentage in the
measuring cell. The "lp" value is proportional to the measured lambda value as shown in the graph below.
Structure of the sensor

The sensitive broadband element consists of three layers of zirconia; This structure creates a very compact sensor with low thrust currents, which reduces the absorbed power of
the sensor even further.
The sensitive portion is protected from the exhaust stream by a two-layer cap with perpendicular access openings between the layers.
The image below shows an exploded view of the complete sensor with the various parts.
1. Insulated cable 2.
Rubber plug 3. Metal
plug 4. Glass 5. Metal
duct 6. Seal ring 7.
Sintered
8. Hexagon
9. Ceramic heater 10. Sensor
element 11. Double protection
tube
Specifications
Nominal heating supply voltage: 7.5 V Power

output at 7.5 V: 7.5 W Lambda measuring
range: from 0.8 to infinity System tolerance:
ÿO2/O2 = +/- 4 % Outlet temperature: ÿ 980 ° C
Outlet pressure: ÿ 2.5 bar Fuel system: ÿ 10.8
V Activation time: ÿ 10 s Potentiometer range:
from 30 to 300 Ohm The figure shows the plug
of the lambda probe.
1 - Stuwstroom (lp)
2 - Virtual Mass
3 - Heating (-)
4 - Heating (+)
5 - Calibration Current
6 - Nernst-spanning
191 - Giulietta 2.0 JTDM INTRODUCTION - EXHAUST GAS RECIRCULATION SYSTEM (E.G.R.)
INTRODUCTION
The E.G.R. system is used on engines to reduce nitrogen oxide (NOx) emissions.
The mass of recirculated gases basically comprises air, which has been part of the combustion process and combustion products (carbon dioxide, water vapour,
etc.).
These last two types of chemicals have a greater thermal capacity than the air they replace and therefore the average thermal capacity of the charge will be
higher.
With the development of rules concerning harmful emissions, E.G.R. technology has undergone a notable development: there has been a move from the simple
on-off valve to the gas modulating valve and then the introduction of the heat exchanger to lower the temperature of the recirculated gases.
The use of a heat exchanger has been necessary because the recirculated gases, finding themselves at a higher temperature than the intake air, increase
the temperature of the charge entering the combustion chamber and decreasing volumetric efficiency.
Directing the exhaust gases into a heat exchanger lowers the temperature thereby allowing a greater flow rate and a lower charge temperature with obvious
benefits in terms of restricting NOx emissions.
E.G.R. MODULE
The new E.G.R. module fitted on this engine, in addition to having a new modulating valve, makes it possible to choose whether to cool the exhaust gases or
exclude the cooling process by means of a by-pass.
This operation, managed entirely by the engine management control unit, makes it possible to ensure optimum operation of the E.G.R. in terms of nitrogen oxide
reduction without adversely affecting hydrocarbon (HC) and carbon monoxide (CO) emissions.
1. EGR valve
2. E.G.R. by-pass actuator
3. E.G.R. by-pass actuator solenoid valve
4. E.G.R. heat exchanger 5. E.G.R. by-
pass valve 6. E.G.R. valve position sensor
7. Engine coolant temperature sensor 8.
Thermostat
Diagram showing e.g.r. system on engine
1. EGR valve
2. E.G.R. by-pass valve
3. E.G.R. heat exchanger
4. Throttle body
5. Intercooler
6. Air filter 7.
Flow meter
8. Compressor
9. Turbine
Components
The E.G.R. system consists
of: - E.G.R. modulating valve -
E.G.R. heat exchanger - E.G.R.
by-pass actuator - E.G.R. by-
pass actuator solenoid valve E.G.R.
MODULATING VALVE The modulating
valve used on this engine is based on a new operating principle where the movement of the plate is activated by a direct current motor and a dedicated
sensor detects the position.
1. Direct current
motor 2. Valve position
sensor 3. Spring
sealing plug 4. Seal
system 5. Sliding guide
6. Filter seal 7. Valve
stem 8. Valve 9. Valve
bore 10. Valve body
11. Return spring The
new valve offers the
following advantages:
- greater activation force, therefore less
sensitivity to locking - single plate with less sensitivity to
seepage - presence of a plate position sensor which
allows improved control and diagnosis of operation - less dispersion of performance with
consequent calibration consolidation.
E.G.R. system operating strategies
The control of the air intake mass and consequently the quantity of exhaust gases recirculated is determined by a theoretical map dependent on the
engine speed and torque; later on the value is corrected taking into account ambient pressure, intake air temperature and engine temperature.
The quantity of gas to be recirculated is determined by the engine management control unit in two
stages: - closed loop check between intake air and target air; - closed loop check between electrical
control and effective movement of E.G.R. valve stem During the first stage the flow rate measured by
the flow meter is subtracted from the target air flow rate. The percentage opening of the E.G.R. valve required for implementing the desired gas flow rate
is determined through a map in the engine management control unit.
During the second stage a further map is used to transform the required position into the actual activation command depending on the engine speed and
also the effective battery voltage.
The E.G.R. system control logic is illustrated in the diagram below.
A. Engine management control

unit B. Components on the engine
A1. Target air flow rate
A2. Air control
A3. E.G.R. valve control
B1. EGR valve B2.
Engine 1. E.G.R. valve
opening percentage request
2. E.G.R. valve electrical control
3. E.G.R. valve measured mechanical
opening X. E.G.R. valve opening signal
Y. Air flow rate signal from flow meter

The air mass value determined until now corresponds to the target quantity of air to be introduced.
The control of the E.G.R. includes the limitation strategies and can be disabled or restricted
when: - prolonged stationary period whilst idling: after a calibration period if the E.G.R. remains active there may be problems maintaining
the set speed; - starting the engine when cold: the air/fuel mixture is enriched during starting which makes the use of the E.G.R. system
harmful; - high quantities of fuel injected: the E.G.R. is only applied for low loads with corresponding modest quantities injected. Beyond a certain
injection value the E.G.R. system should be deactivated; - in cranking; - corresponding to a request for greater torque than the predefined level; - in
cut-off; - engine temperature too low or too high; - intake air pressure too low; - battery voltage too low; - with fault diagnosis activated at flow meter
or at E.G.R. valve; - engine warming up.
VALVE POSITION SENSOR

This sensor detects the actual position of the valve plate, providing voltage information of between 0.5 and 4.5 V.
Sensor with supply voltage of 5V
1. E.G.R. valve position sensor completely

closed 2. E.G.R. valve position sensor
completely open V Voltage signal The engine
management control unit takes into account the ageing of the position sensor and each time the engine is switched off it records the closing
position which is then memorized and used the next time the engine is started up.
To guarantee this operation and avoid damage to the E.G.R. valve, each time the valve or the engine management control unit is replaced the
dedicated learning procedure in the "Procedures" section must be carried out.
PIN OUT
1. Position sensor
supply 2. Direct current
motor earth 3. Position
sensor earth 4. Not
connected 5. Position
sensor signal 6. Direct
current motor supply E.G.R.
HEAT EXCHANGER Allows the cooling of the exhaust gases. The exhaust gases may or may not flow through depending on the position of the E.G.R. cooling by-pas
Technical specifications
- Maximum temperature of inlet exhaust gas = 350
°C - Maximum temperature of outlet exhaust gas =
200 °C E.G.R. COOLING BY-PASS ACTUATOR The
actuator is the pneumatic type and works with the vacuum from the reservoir incorporated in the E.G.R. heat
exchanger There are only two positions for the actuator: in the rest position the recirculated gases pass through the heat exchanger, when the
by-pass is activated the deflector directs the gases, via a duct that is not cooled, directly to the E.G.R module outlet.
The engine management control unit controls the by-pass position by means of a pneumatic ON-OFF solenoid valve.
1. Pneumatic
actuator 2. Connector for actuator
vacuum pipe 3. Deflector E.G.R. BY-
PASS ACTUATOR SOLENOID VALVE This is an
electropneumatic switch that allows the movement of the by-pass actuator to be controlled.
The solenoid valve is controlled by the engine management control unit by an ON-OFF control.
When it is supplied the vacuum reaches the actuator, whilst if there is no supply the ambient pressure acts on the actuator and it is in the rest position.
1. Connector for connection to vacuum

reservoir 2. Connector for connection with by-pass actuator
191 - Giulietta 2.0 JTDM GENERAL - EXHAUST GAS RECIRCULATION (EGR)
GENERAL
The Exhaust Gas Recirculation (EGR) system is used to reduce nitrogen oxides (NOx) emissions from engines.
The recirculated gas consists mainly of air that has been involved in the combustion process and the combustion products (carbon dioxide,
water vapor, etc.).
The last two chemicals mentioned have a greater thermal absorption capacity than the air replaced by the substances, so the average thermal
capacity of the filling will be much higher.
Simultaneously with the development of the emission requirements, the EGR technology has also undergone major development: from the simple on/
off valve to the modulator valve for the gas; in addition, the cooler has been introduced to lower the temperature of the recycled gas.
The cooler is necessary because the recirculated gas has a much higher temperature than the intake air; this raises the temperature of the mixture
to the combustion chamber and lowers the volumetric efficiency.
Passing the combustion gases through a cooler lowers the temperature, resulting in a greater charge and a lower mixture temperature; this
contributes positively to limiting the amount of NOx in the exhaust gas.
EGR-MODULE
The new EGR module used on this engine not only features a new modulator valve, but also allows a choice between cooling or, by switching on a
by-pass, no cooling of the exhaust gas.
This function, performed entirely by the injection control unit, allows the EGR to be optimized in terms of the reduction of nitrogen oxides,
without negatively affecting the emissions of hydrocarbons (HC) and carbon monoxide (CO).
1. EGR
valve 2. EGR bypass
actuator 3. Solenoid valve for operation EGR
bypass actuator 4. EGR exhaust cooler 5. EGR
bypass valve 6. Stand sensor EGR valve 7.
Coolant temperature sensor 8. Thermostat
Schematic of the egr on the engine
1. EGR valve
2. EGR bypass valve
3. EGR exhaust gas cooler
4. Gas valve housing
5. Intercooler
6. Air filter
7. Airflow meter
8. Compressor
9. Turbine
Components
The EGR consists of:
- EGR modulator
valve - EGR exhaust
gas cooler - EGR
bypass actuator - control solenoid valve EGR
bypass actuator EGR MODULATOR VALVE The
modulator valve used on this engine is based on a new operating principle where the valve is operated by a DC motor and a separate sensor measures the
position of the valve.
1. DC motor 2. Valve
position sensor 3.
Cover cap for spring
4. Seal 5. Guide 6.
Filter holder 7. Valve
stem 8. Valve 9. Valve
seat 10. Valve body
11. Tension spring
The advantages of the
new valve are: -
greater actuation
force and therefore less sensitive for
blocking - single plate and therefore less sensitive to leakage -
presence of a position sensor for the valve plate, allowing better
control and diagnosis of the operation - less loss of performance so that the basic setting is maintained longer.
Functioning of the EGR

The regulation of the intake air mass and subsequently the amount of recirculated exhaust gas is determined with a theoretical map depending on the
speed and the engine torque. Then the value is corrected depending on the air pressure, the temperature of the intake air and the engine temperature.
The amount of recirculated gas is determined by the engine control unit in two stages: -
closed loop comparison between the intake air and the amount of air required; - "closed
loop" comparison between the electrical command and the actual displacement of the EGR valve stem. Using a map in
the engine control unit, the opening (percentage) of the EGR valve is determined, which is necessary to achieve the desired gas output.
In the second phase, another map, also dependent on the speed, is used to convert the requested position into the actual operating command,
also taking into account the battery voltage.
The operation of the EGR is shown in the following diagram.
A. Engine control unit

B. Components on the engine
A1. Desired air output A2. Air
measurement A3. Control
EGR valve B1. EGR valve B2.
Engine 1. EGR valve opening
percentage request 2. EGR
valve electrical control signal 3. Measured
EGR valve mechanical opening
X. EGR valve opening request signal

Y. Air flow meter signal The air mass determined at
the end corresponds to the desired amount of air to be sucked in.
The EGR control includes the limiting and shutdown strategy used (limiting or shutting down) when: - prolonged
idling: if the EGR is left on after a calibration period, the speed may become erratic; - a cold start: enrichment of the air/fuel mixture takes place
during the start; this can be negatively influenced by using the EGR; - injecting a large amount of fuel: the EGR is only used at low loads, where a
modest amount of fuel is injected. Above a certain injection value, the EGR is switched off; - during starting; - in case of a matching request above a
certain threshold; - at cut-off; - at very low or very high engine temperature; - at a very low pressure of the inlet air; - at a very low battery voltage; - with
an active diagnosis of the air quantum meter or the EGR valve; - during the warm-up phase.
VALVE POSITION
SENSOR This sensor measures the actual position of the valve plate and transmits the information in the form of a voltage between 0.5 and 4.5 V.
Specification sensor at a supply voltage of 5 V
1. EGR valve fully closed 2.

EGR valve fully open V
Voltage signal The injection
control unit takes the aging of the position sensor into account; every time the motor is switched off, the closed position is measured and stored; this
position is used the next time the engine is started.
To ensure this operation and prevent damage to the EGR valve, each time the valve or engine control unit is replaced, the self-adjustment
procedure should be performed as indicated in the “Repair Operations”.
CONNECTOR PINS
1. Position sensor
power supply 2. DC motor ground
3. Mass stand sensor
4. Not connected
5. Position sensor
signal 6. DC motor power
supply EGR COOLER This
cools the exhaust gas. The amount of exhaust gas through the cooler depends on the position of the bypass valve of the EGR system.
Technical specifications
- Maximum supply exhaust gas temperature = 350
°C - Maximum exhaust gas temperature exhaust
= 200 °C EGR BYPASS ACTUATOR This pneumatic
actuator operates on a negative pressure that comes from the negative pressure reservoir integrated in the EGR cooler.
The actuator can only be in two positions; the position where the recirculated gas flows past the cooler and, when the bypass is turned on, the position
where the gas is routed through a non-refrigerated duct directly to the outlet of the EGR module.
The engine control unit controls the bypass position using a pneumatic On/Off solenoid valve.
1. Pneumatic actuator
2. Connection for the vacuum hose for actuating the actuator 3.
Deflector SOLENOID VALVE FOR OPERATION EGR BYPASS
ACTUATOR This is an electro-pneumatic switch that controls the
movement of the bypass actuator.
The solenoid valve is controlled by the engine control unit using an On/off command.
When supplied, the negative pressure reaches the actuator; in the absence of power, the atmospheric pressure on the actuator acts and the actuator
goes into rest position.
1. Connection for connection to the vacuum reservoir 2.

Connection for connection to the bypass actuator
191 - Giulietta 2.0 JTDM GENERAL - CRANKCASE VENTILATION SYSTEM
SPECIFICATIONS
The crankcase ventilation consists of an oil separator (1) in which the vapors from the cylinder block (2) are collected.
The condensed oil flows back to the oil pan via a pipe (4), while the remaining vapors are routed via a hose (3) to the air supply hose of the
turbocharger.
1. Oil vapor separator

2. Connection for oil vapors from cylinder
block 3. Crankcase vapor supply line to intake
manifold 4. Return of condensed oil to oil pan
191 - Giulietta 2.0 JTDM GENERAL - MOTOR LUBRICATION SYSTEM
ENGINE LUBRICATION SYSTEM
1. Oil suction tube

2. Oil pump 3. Oil
filter support
4. Oil filter element
5. Motoroliekoeler (watergekoeld)
6. Main oil channel
7. Oil nozzles for piston cooling 8.
Vertical oil channel (lubrication of camshaft bearings)
9. Oil return channel to oil pan 10.
Oil pressure sender 11. Oil supply
line for turbocharger lubrication 12. Oil return line
for turbocharger lubrication 13. Engine oil level
sensor
191 - Giulietta 2.0 JTDM GENERAL - ENGINE LUBRICATION CIRCUIT

MOTOROLIEPOMP
The engine oil is drawn from the oil pan by the underpressure generated by the rotating gears on the crankshaft.
The negative pressure is present from the sickle (2) between the gears up to the suction mouth in the oil pan.
The pressure is built up from the sickle (2) to all oil channels (4) of the engine.
At a pressure above 5 bar, the pressure control valve (5) is moved against the spring, opening a channel between the pressure chamber (3) and the low pressure chamber (1).
1 - Low Pressure Chamber

2 - Sickle
3 - Pressure chamber
4 - Oil Supply Channel
5 - Pressure Control Valve
Operation with closed oil pressure control valve
Operation with the oil pressure control valve open

191 - Giulietta 2.0 JTDM GENERAL - ENGINE COOLING SYSTEM
ENGINE SYSTEM
The system consists of the depicted elements.
Exhaust side view
1. Radiator
2. Electric fan
3. Expansion tank
Inlet side view
1. Supply and return line to coolant-cooled engine oil cooler 2.

Heater 3. Drain plug
191 - Giulietta 2.0 JTDM GENERAL - ENGINE COOLING SYSTEM RADIATOR
OVERVIEW
1. Expansion tank
2. Radiator 3. Air
guide 4. Cooling
system supply hose 5.
Radiator coolant drain hose
EXPANSIERESERVOIR
The reservoir holds a supply of coolant and compensates for the expansion of the coolant at various engine temperatures.
Via a calibrated valve in the filler
cap: - air from the system, which collects in the hose from the thermostat, can be
exhausted air is supplied at underpressure in the cooling system (as a result of the engine cooling down).
RADIATOR
It consists of a heat sink and two side trays for the supply and discharge of the coolant.
The channels and ribs of the heat sink are made of aluminum, the trays are made of plastic.
191 - Giulietta 2.0 JTDM GENERAL - COOLANT TEMPERATURE CONTROL SYSTEMS
ELECTRONIC FAN
The three-speed electric fan increases the cooling capacity of the cooling system radiator and/or the air conditioning condenser.
They are operated by the injection control unit using a separate control strategy.
191 - Giulietta 2.0 JTDM GENERAL - DRIVE VARIOUS ENGINES
The Poly-V drive belt (1) for the auxiliaries drives the alternator (2) and, if applicable, the A/C compressor (3).
The belt tension is controlled by two fixed belt tensioners (4) and an automatic belt tensioner (5), which means that no maintenance work is required.
The crankshaft pulley (6) has an elastic core which damps the torsional vibrations of the crankshaft and limits the loads on the belt and thus on the auxiliary members.
191 - Giulietta 2.0 JTDM GENERAL - CLUTCH
The single dry plate clutch has a torsion damper with springs and actuation via a thrust bearing. The clutch is hydraulically actuated
via a ring gear cylinder (CSC system).
All versions use materials without environmentally harmful components; special attention has been paid to the development of new
materials and to the clutch to ensure optimum performance in terms of operating comfort and driving comfort and to achieve a weight saving
compared to a traditional hydraulically actuated clutch. The clutch master cylinder, in particular, has seen a significant improvement over
commonly used components.
HYDRAULIC CLUTCH CONTROL

The clutch is operated via a coaxial ring slave cylinder ("CSC system"). In this type of operation, the hydraulic actuator is integrated with
the release bearing to maintain consistent system performance throughout the clutch's life, as well as to limit the transmission of noise and
vibration to the pedal.
1. Clutch Mechanism 2.
Vibration Damper 3.
CSC Cylinder 4. Clutch
Master Cylinder 5. Brake/
Clutch Fluid Reservoir 6. Auxiliary
Muffler 7. Swivel with Bleed Valve
8. Clutch Pedal
Csc System
The CSC system is called coaxial because the actuator consists of a round aluminum working cylinder that is placed around the input shaft
between the gearbox and the clutch.
The advantages of the CSC system over the traditional system are the lack of mechanical joints and friction surfaces, which increases the
operation and reliability and requires no maintenance.
The system has the following features:
- constant adjustment of clutch pedal height; -
required pedal pressure constant throughout the
service life; - no more problems due to clutch pedal
hooking; - reduction of noise and vibration transmitted through the clutch pedal by the vibration damper in the supply line to the slave cylinder.
The line is connected to the actuator via a quick coupling with built-in bleed nipple.
The elimination of the traditional clutch actuation, the addition of a clutch master cylinder with a plastic housing and piston, and the use of
plastic in the construction of the pedal assembly has achieved significant reduction in noise and overall weight of the system.
RINGWORK CYLINDER CSC
1. Oil Supply Line 2.

Expansion Chamber
3. Piston 4. Thrust
Bearing 5. Threaded
Closure Flange 6. O-ring 7.
Sliding Blocks
8. Rubber hoes
9.
Spring 10. Guide
sleeve 11. Oil seal seat The
clutch is operated by pressurized oil from the clutch master cylinder through the supply line (1) to the expansion chamber (2).
The oil under pressure presses on piston (3), which slides over the guide sleeve (10) on wear-resistant plastic sliding blocks (7).
The piston is rigidly connected to the thrust bearing (4) which depresses the clutch springs, disengaging the clutch.
As soon as the oil pressure decreases, the actuator is pushed back into the rest position by the pressure group springs.
Possible leakage of gearbox oil in the flywheel housing is prevented by an oil seal and an O-ring (6).
A rubber sleeve (8) held in place by a spring (9) prevents the ingress of dirt.
Clutch Master Cylinder
1. Body
2. Steel cylinder
3. Piston 4. Seal
5. Piston stopper
fork 6. Bellows 7. Actuator
pin 8. Oil supply 9. Oil
supply to CSC cylinder The
clutch master cylinder has
a plastic housing and plunger to
reduce weight. The actuating pin is attached (via a T-piece) to the plunger. A steel cylinder is mounted in the housing near the contact surfaces for the piston seals to
prevent wear and deformation under the influence of pressure.
The plunger is secured in the cylinder with a V-shaped stop fork, while a protective bellows prevent the ingress of dirt into the cylinder.
The stops at the top and bottom of the plunger in the cylinder also determine the extreme positions at the top and bottom of the pedal.
191 - Giulietta 2.0 JTDM GENERAL - GEARBOX
Depending on the engine version, the car is available with the following gearboxes:
- 1.4 16v TJet 155 hp and 1.6 JTD 16v with M32 6-speed gearbox - 1.4 16v TJet 120
hp with C510.5 5-speed gearbox - 1.4 16v with C514.6 6- gearbox - 1.3 Multijet with
M20 6 speed gearbox.
To improve operation and shifting, the car is equipped with a two-cable gearshift mechanism, which: -
reduces transmission of vibrations - provides more precise operation - and significantly lowers noise levels.
It is a new type of switching mechanism, which is technologically ahead of its time due to the abundant use of technopolymers with very
good properties. These substances are used depending on the different resistance characteristics, the weight and the possibility of self-lubrication.
191 - Giulietta 2.0 JTDM INTRODUCTION - GEARBOX
The vehicle is fitted with a C635 6-speed gearbox.

To improve the operation of the gearbox, the vehicle makes use of a new twin cable external gearbox control capable of
guaranteeing: - improved insulation against vibration - improved manoeuvre precision - quieter operation.
This new generation external control is technologically advanced due to the extensive use of high performance technopolymers, used on the basis
of different resistance, weight and self-lubricating capacity properties.
191 - Giulietta 2.0 JTDM MANUAL GEARBOX WITH DIFFERENTIAL 2110

191 - Giulietta 2.0 JTDM INTRODUCTON - MANUAL GEARBOX WITH DIFFERENTIAL
The C635 manual gearbox is designed to be installed in front wheel drive systems with the engine mounted transversely.
It has a classic three-shaft layout and can transmit a max. torque of 350 Nm.
1. Gear
casing 2. Clutch
casing 3. Gear selection/engagement
assembly 4. Reversing light switch 5.
Reverse gear mounting fixing screw
The main specifications are as follows:
- manual gearbox with fixed idler (or cascade gear) with 6 transmission ratios plus
reverse; - all gears synchronised including reverse; - idler wheel for reverse
engagement; - toothed wheels with helical teeth; - one input shaft plus two layshafts
(upper and lower); - activation by hydraulic clutch; - designed for matching with twin
mass flywheel; - casing split into two parts.
1. Upper layshaft
2. Lower layshaft
3. Main shaft 4.
Reverse gear mounting
5. Differential
COMPOSITION OF THE GEARBOX

Inside the gearbox each transmission ratio is produced by means of a pair of gears that mesh constantly with one idling on the relevant shaft.
Reverse gear is an exception, because it is made up of a set of three gears to reverse the direction of movement.
1. Main shaft
2. Lower layshaft
3. Upper layshaft
4. First speed gear on main
shaft 5. Second speed gear on
main shaft 6. Third speed gear on
main shaft 7. Fifth speed gear on
main shaft 8. Fourth/sixth speed gear
on main shaft 9. Main shaft scraper
ring 10. Reverse gear on upper layshaft
11. Reverse synchroniser on upper
layshaft 12. Third speed gear on upper
layshaft 13. Third/fourth speed synchroniser on
upper layshaft 14. Fourth speed gear on upper
layshaft 15. Upper layshaft scraper ring 16. First
speed gear on lower layshaft 17. First/second
speed synchroniser on lower layshaft 18. Second
speed gear on lower layshaft 19. Fifth speed gear
on lower layshaft 20. Fifth/sixth speed synchroniser
on lower layshaft 21. Sixth speed gear on lower
layshaft 22. Lower layshaft scraper ring 23. Gear
selection/engagement kinematic component 24.
Clutch control coaxial actuator 25. Reversing light
switch 26. Differential ring gear 27. Differential
casing 28. Upper layshaft fork 29. Lower layshaft
fork 30. Differential scraper ring The main shaft
receives the drive from the crankshaft; when a gear
is selected, the torque is transferred, through the
corresponding gear pair, to the layshaft and, from
there, to the fixed idler connected to the differential.
First and second speed engagement diagram

First speed engagement
Second speed engagement

In first speed the power enters the gearbox through the main shaft and is transmitted, through the fixed drive gear, to the driven gear for the first
speed fitted in neutral on the lower layshaft.
The activation of the synchroniser (for first and second speed) makes the toothed wheel form one piece with the layshaft and, by means of the fixed
idler wheel, with the differential.
By moving the synchroniser in the opposite direction, the driven gear of the second speed forms one piece with the layshaft; the second speed is
produced in this way.
Third and forth speed engagement diagram

Third speed engagement
Fourth speed engagement
The power enters the gearbox through the main shaft and, by means of the fixed drive gear, is transferred to the driven gear, fitted on the upper
layshaft; the activation of the synchroniser (for third and fourth speed) makes it possible to transfer the power to the toothed wheel for the fixed idler,
also forming one piece with the differential ring gear, like that on the lower shaft.
Moving the synchroniser in the opposite direction produces the engagement of the fourth speed.
Fifth and sixth speed engagement diagram

Fifth speed engagement
Sixth speed engagement
The power enters the gearbox through the main shaft and, by means of the fixed drive gear, is transferred to the driven gear, fitted on the lower
layshaft; the activation of the synchroniser (for fifth and sixth speed) makes it possible to transfer the power to the toothed wheel for the fixed idler,
also forming one piece with the differential ring gear.
To engage sixth speed, the same synchroniser is activated in the opposite direction.
Reverse engagement
The power entering the gearbox is transferred from the main shaft to the idler wheel fitted on a suitable mounting integral with the gearbox casing; it
transfers power to the reverse wheel fitted on the upper layshaft; at the same time, this allows the reversal of the movement.
The synchroniser for reverse gear makes the wheel form one piece with the upper layshaft, transferring the power to the differential.
Toothed wheels
MATERIALS AND MACHINING: the toothed wheels are subjected to variable loads over time which produce stresses and fatigue; for these reasons
nickel chrome steel alloys are used which afford good mechanical resistance.
After machining, the toothed wheels firstly undergo a finishing process (grinding and fettling) and afterwards a heat treatment that improves their
resistance properties to fatigue and wear (binding and tempering).
SPECIFICATIONS: the toothed wheels used have helical teeth.
This allows the transmission of higher torques compared with those of the same size with straight teeth; in addition, toothed wheels with helical
teeth operate more quietly.
Toothing with a high covering factor keeps more teeth meshed, with the advantage of smooth transmission.
Shafts
Main shaft
The gearbox main shaft has all toothed wheels integrated: in particular the toothed wheels for first, second and reverse are realised directly on the shaft
through mechanical machining processes.
The third, fifth and fourth/sixth speeds are fitted by means of splining on the shaft itself and are an interference fit with the shaft.
The main shaft is supported at both ends by two tapered roller bearings.
1. First speed
gear 2. Second
speed gear 3. Third
speed gear 4. Fourth/
sixth speed gear 5. Fifth
speed gear 6. Bearings
Upper layshaft
The upper layshaft supports the toothed wheels that produce third and fourth forward speeds and reverse; these toothed wheels are all fitted in neutral on
needle bearings.
There are two synchronisers: one to form one piece between the toothed wheels for third or fourth speed with the shaft, the other for reverse.
The fourth speed and reverse synchronisers are two-cone type, while the synchroniser for third speed is three-cone type.
On the front end of the shaft there is a toothed wheel that transfers the power to the differential ring gear.
The upper layshaft is supported at both ends by two tapered roller bearings.
1. Third speed gear

2. Fourth speed
gear 3. Bearings
Lower layshaft
The first, second, fifth and sixth speed toothed wheels are fitted on the lower layshaft.
The lower layshaft is supported at both ends by two tapered roller bearings.
1. First speed
gear 2. Second speed
gear 3. Fifth speed
gear 4. Sixth speed
gear 5. Bearings
Synchronizsers
The C635 gearbox uses two synchroniser
types: - two-cone for the fourth, fifth and sixth speed and
reverse - three-cone for the first, second and third speed.
Two-cone synchronisers are formed by a set of two tapered clutches, that distribute the load that derives from the synchronisation of the toothed wheel and
shaft speeds onto two friction surfaces.
In this way, gear engagement is easier.
Three-cone synchronisers are formed by a set of three tapered clutches, that distribute the load that derives from the synchronisation of the toothed wheel
and shaft speeds onto three friction surfaces.
In this way, the gear engagement movement is easier because it is used to improve continuity and progressiveness of torque transfer among the shafts.
First-second speed synchroniser
Third-fourth speed synchroniser
Fifth-sixth speed synchroniser
Reverse gear synchroniser
Gear selection/engagement assembly

The gear selection/engagement assembly comprises a kinematic component connected, by means of flexible cables to the control lever in the
passenger compartment.
The kinematic arrangement has two possible
movements: - vertical travel selects the synchroniser -
rotational movement activates the fork corresponding to the synchroniser.
The gear selection/engagement system is connected to the selector dog which, in its turn, operates the sliding rods housing the synchroniser sleeve control forks.
A safety device prevents unintentional reverse engagement.
Each synchroniser, like the rods, is used to engage two speeds.
The selector dog is kept in the engagement position by the action of spring-loaded balls which engage in the relevant indentations on the synchroniser
sleeve; a further indentation is used to keep the dog in neutral position.
Differential
This is the mechanical device which performs two fundamental actions to drive the
vehicle: - it divides drive torque equally on the two driveshafts; - it allows the drive
wheels to assume different rotation speeds.
1. Ring gear
2. Differential casing
3. Bearing
191 - Giulietta 2.0 JTDM GENERAL - TRANSMISSION OF MANUAL TRANSMISSION
SPECIFICATIONS
The new internal shifting mechanism has 4 levels of selection with a bearing centering for the middle gears, which reduces lag and also lowers
insertion force.
Due to the 4 selection levels of the shifting mechanism, the gear lever knob is equipped with a reverse locking slide mechanism, preventing
accidental engagement.
Thanks to the Bowden cable solution:
- vibrations from the engine are no longer transmitted to the gear lever; -
the shifting comfort is improved due to the smaller mounting clearance;
- the components and accessories can be better placed in the engine compartment, due to the greater freedom of installation of the cables compared to rods
One cable is for gear selection and the other for gear engagement.
191 - Giulietta 2.0 JTDM GENERAL - AXIS
The drive shafts have CV joints on the wheel side and tripoid joints on the gearbox side.
An intermediate shaft transfers the engine torque to the right-hand drive shaft which is equal to the left-hand drive shaft.
Thanks to this construction, the engine torque is transferred completely symmetrically to both wheels.
This prevents a long drive shaft from bending under the influence of engine torque, which can cause vibrations in the dynamic wheel geometry.
191 - Giulietta 2.0 JTDM INTRODUCTION - DISC BRAKES
Front brakes
The 1750 Tjet 235 HP version of this model has fixed aluminium front brake calipers, with four 40 mm pistons and 330x28 mm self-ventilating discs.
The 1.4 Tjet 120 HP, 1.4 Tjet MultiAir 170 HP, 1.6 Mjet 105 HP and 2.0 Mjet 170 HP versions of this model feature cast-iron floating front brake calipers,
with two pistons.
1.4 Tjet 120 HP and 1.6 Mjet 105 HP
version: - self-ventilating disc 281 x 26 mm
- 57 mm diameter piston 1.4 Tjet MultiAir
170 HP and 2.0 Mjet 170 HP versions: - self-ventilating
disc 305 x 28 mm - 57 mm diameter piston
Rear brakes
The 1750 Tjet 235 HP version of this model features cast-iron floating rear brake calipers with 38 mm piston and 278x22 mm solid discs.
The 1.4 Tjet 120 HP, 1.4 Tjet MultiAir 170 HP, 1.6 Mjet 105 HP and 2.0 Mjet 170 HP versions of this model feature by cast iron floating rear brake
calipers, with 36 mm pistons and 264x10 mm solid discs.
191 - Giulietta 2.0 JTDM INTRODUCTION - PEDAL UNIT
It is an assembly of components that transmit controls to the interfaces of the brake system, clutch control system and accelerator control.
The system consists of:
The pedal-controlled sensors are also fitted to the mounting, for braking and clutch travel signals (performing the task of monitoring clutch pedal
movements, processed by the engine control unit to achieve various functions, namely: Cruise Control, Hill Holder, etc.).
The entire assembly is fitted directly to the car and connected to the body while the pedals are connected to the various interfaces: brake servo, clutch
control pump and wiring for connection to the engine management control unit.
191 - Giulietta 2.0 JTDM INTRODUCTION - BRAKE PUMP, RESERVOIR AND LOAD PROPORTIONING VALVE
A large diameter (11") brake servo has been adopted, with an aluminium pump and extended stroke to guarantee good pedal travel maintenance even in
extreme overheating conditions due to intensive usage.
The hydraulic braking system reserve fluid reservoir is press-fitted on the top part of the pump.
There is an attachment on the reservoir for connecting the hydraulic clutch release control system supply pipe.
1. Brake
pedal 2. Brake master
cylinder 3. Brake
booster 4. Brake-clutch fluid reservoir
191 - Giulietta 2.0 JTDM INTRODUCTION - BRAKE VACUUM SYSTEM
The vacuum braking system consists of a vacuum pump, which supplies (with engine running) the necessary vacuum for the operation of the brake
servo, to which it is connected by a pipe, and of the control pump, also known as the master cylinder, fitted on the brake servo.
The master cylinder is connected by two pipes, each of which supplies a section of the crossover circuit, to the ABS/VDC electro-hydraulic control unit.
See descriptions 3350E VEHICLE DIRECTION CONTROL SYSTEM VDC/ESP
OPERATION
The system offers smoother, more powerful braking through the action of the brake servo.
The brake servo is a pneumatic device that powers the brake pedal action on the pump and enables better braking modulation by using the vacuum
effect (with the engine running).
If there is a problem with the vacuum system (or when the engine is not running), the operation of the braking system is still guaranteed because the
connection between the pedal and the brake pump remains operational.
In these emergency conditions, the action on the brake pedal becomes very tiresome and the braking system does not maintain the same
responsiveness. It is therefore advisable, in these conditions, to drive very carefully to the nearest authorised workshop to have the system checked
191 - Giulietta 2.0 JTDM INTRODUCTION - TRACTION CONTROL
The main functions that the system is capable of performing, in addition to those of the ABS, are as follows:
Hill Holder: this function aids hill starts.

When the driver is on a gradient steeper than 5% and they engage first gear and depress the clutch, the system keeps the vehicle braked. When the
driver moves their foot from the brake pedal to the accelerator pedal, the vehicle remains braked and the system automatically releases the braking
pressure during the vehicle take off thereby preventing the vehicle from slipping backward at any time. This function is also activated downhill with reverse gear eng
HBA: this is the emergency braking assistance function.

In the case of emergency braking, detected by measuring the application speed of the brake pedal, the system automatically and rapidly provides an
increase in the braking pressure. This function increases the deceleration in the case of emergency braking and reduces the braking system response
times. The system is classified as BAS (Brake assist) in accordance with international nomenclature.
VDC: this is the vehicle dynamic control function.

The system is capable of recognizing potentially dangerous situations in terms of the vehicle's stability and intervenes automatically on the
brakes in a differentiated manner for the four wheels in order to provide a statilizing torque for the vehicle.
ASR: this is the vehicle traction control function.

It reduces drive wheel slip on slippery surfaces by acting on the brakes and drive torque.
MSR: this is an engine brake control function during over-run.

On particularly slippery surfaces, when the accelerator is released. the engine braking could cause the drive wheels to lock with serious
consequences for the control and stability of the vehicle. Under these circumstances the system increases the engine torque to reduce engine
braking and prevent the wheels from locking.
CBC: when braking with ABS active on bends.

This function improves the distribution of the braking pressure to the four wheels to fully exploit the grip available on the ground. This improves
stopping distances and above all vehicle stability when cornering.
DST: this function integrates the electric steering with VDC functions.
During specific manoeuvres, the VDC orders the steering system to implement a steering torque (limited to 3 Nm max.) to invite the driver to
perform the manoeuvre in the best way. The function involves the co-ordinated action of brakes and steering with the aim of increasing the handling
and safety level of the entire vehicle. The steering imposes an additional torque increment on the steering wheel, calculated by algorithms within the NFR.
RAB (Ready Alert Brakes): (only with "Dynamic" mode engaged).

By pre-approaching the brake pads (front and rear) after rapid accelerator release, this function provides prompter braking and reduces stopping distance.
The NFR activates the hydraulic unit for 300 mseconds only, to increase the oil pressure on the calipers to about 2.5 bar and allows to the pads to
approach the brake discs making the braking more responsive after a fast accelerator release.
Action of the DST is apparent in the following
manoeuvres: Mu split: compensation for yaw interference caused by aggressive ABS tuning;
Due to the combined action of the steering with the ABS, a counter-steering action may be applied to the steering wheel it order to compensate for
drift caused by the braking action. Stopping distances may be reduced by as much as 10% through this action.
Manoeuvres with high Ay (lateral acceleration) and low dynamics: determination of limit feeling (increase in resistant torque).
The LTF (linear torque function) built into the DST assures the driver a sensation of increasing torque resistance (steering feel) to ensure greater safety and
confidence in vehicle response as the grip limit approaches.
Oversteer compensation: notifies the driver as the stability limit approaches (predictive) and suggests the correct manoeuvre during vehicle stabilisation.
Although the driver remains responsible for control of the vehicle, they are nevertheless advised to tackle more demanding manoeuvres through
dynamic modification of the steering power assisatnce to render the action of the VDC less probable and intrusive.
- ( steering wheel angle)

- ay (lateral acceleration)
Electronic Q2: this software function makes it possible to simulate the action of a self-locking differential very similar to a Q2 solely by acting on the brakes.
The intervention of the electronic Q2 is especially noticeable during extreme "pull" and "release" manoeuvres when cornering. Responsiveness when
cornering is improved thanks to the improved drive.
(For a front wheel drive vehicle) the function represents a development of traction control optimised for cornering (e.g. restored engine torque
when coming out of a hairpin bend in a low gear).
During the "pull" stage, without Electronic Q2, the inner wheel, with less load, slides more and, where an ordinary differential is fitted, there is a reduction
in the traction capacity on the entire axle. At the same time, a reduction in the lateral forces is produced through the traction effect, causing the extension
of the trajectory.
When the Electronic Q2 intervenes on the other hand, the VDC control unit brakes the inner wheel producing a load for the drive torque on the
corresponding driveshaft which allows a similar torque to be transferred to the outer wheel in grip conditions. This action is aimed at improving
movement when cornering and containing understeer.
A. Path with Electronic Q2 (red)

B. Paths without Electronic Q2 (blue)
1. Lower understeer
2. Longer distance travelled
191 - Giulietta 2.0 JTDM INTRODUCTION - HANDBRAKE CONTROL AND LINKAGE
Operation
Raising the handbrake lever pulls a flexible cable connected to a rocker. The movement of the rocker, which has the function of balancing and
distributing the traction force between the two flexible rods secured to it, controls the action of the levers on the rear brakes, thereby implementing
the engagement of the handbrake.
1. Handbrake
lever 2. Release
button 3. Handbrake
applied switch 4. Rocker 5.
Threaded flexible link 6.
Adjustment nut There is a
threaded end on the flexible cable between the two front seats, connected to the lever.This is to allow the adjustment of the control lever travel from
inside the vehicle; it is adjusted via a hexagonal nut.
The moment the handbrake lever is raised, the signalling switch, through the Body
Computer, See descriptions 5505O INDICATOR/INSTRUMENT ELECTRIC CIRCUIT TESTS
controls the switching on of the warning light on the instrument panel, to signal that the handbrake is applied.
The handbrake lever is kept applied, by means of the special toothed sector which prevents the lever from being lowered.
The release button releases the lever. The tension of the rods on the levers can be slackened and the handbrake released through the action of the return springs.
191 - Giulietta 2.0 JTDM CONSTRUCTION SPECIFICATIONS
Features of the steering system

- Direct steering ratio 12.6
- New generation of electric rack and pinion steering (Dual Pinion architecture), which guarantees:
Significant savings in consumption (up to 3% less than a conventional hydraulic steering

system). high performance for managing significant loads at all steering wheel operating speeds
Power-assistance curves modulated according to driving conditions.
Interaction of steering system with vehicle dynamics (DST) included as part of the dna operating strategies.
- Steering diameter 10.9

m - Steering column collapsible in the event of impact in line with the most recent safety standards.
- The steering system has been designed to guarantee the best performances for the driver during sporty driving together with excellent handling and
limited effort during parking manoeuvres.
The steering column guarantees:
40 mm telescopic adjustment.
4° angle adjustment.
Adjustment loads: from 50 N to 100 N.
A 65 mm controlled energy absorption collapse travel in addition to adjustment divided into three stages: initial detachment, collapse travel and
end of travel. The absorption curve was tuned in a coordinated manner with the steering wheel air bag and seat belt pretensioners in order to
achieve the maximum performance during frontal impact compatible with the Euroncap rating.
A rigidity of 60 Hz.
A weight < 5 kg.
1. Energy absorbing wire.

2. No. 2 bottoms on support.
3. Capsules with resin injection.
1. Initial detachment controlled by capsules with resin injection.

2. Collapse travel from energy absorbing wire.
3. End of travel controlled by bottom on support.
Main features of the steering column:
Many possibilities for defining the collapse travel (tuning) according to the loads from the vehicle crash.
Adjustment lever out of the EuroNcap knee areas.
High rigidity for better driving comfort, to minimise the vibration from the engine and the road.
"Positive Lock" system to avoid the influence of the adjustment travel on the collapse travel.
In compliance with current European standards, the steering lock guarantees the locking of the steering wheel by means of a Rencol clutch bushing,
resistant to rotation loads between 100 Nm and 270 Nm, to prevent damage to the mechanical steering components in the event of a break-in attempt.
Dual Pinion system
Left hand drive version
Right hand drive

version The Dual Pinion electromechanical steering system is manufactured by ZF and is made up of two pinions that are able to transmit the axial
force necessary to balance the force on the link.
The two pinions are represented by the drive pinion and the power pinion.
1. The drive pinion creates the mechanical link between the steering wheel and the rack.
2. The power pinion transfers the torque generated by the electric motor to the rack.
As far as the power pinion is concerned, movement is transferred from the crankshaft to a worm screw through a flexible coupling made out of a material
similar to that of the drive belts.
The shaft is supported in the middle by a system similar to a ball joint that can be used to take up play during the assembly process and at the end
by a ball bearing.
The worm screw meshes with a toothed wheel made out of plastic (nylon).
The toothed wheel, in turn, contains a hole housing a toothed metal ring press-fitted to the power pinion to limit the torque reaching the rack due to a
pulse effect received by the wheel.
The shaft is supported by two bearings:
Main components of the Dual Pinion system:

1. Collapsible shaft and power pinion

unit 2. Electronic unit 3. Power pinion
unit 4. Telescopic shaft engagement
point 5. Torque sensor and steering
angle sensor 6. Drive pinion 7. Rack 8.
Power pinion 9. NGE 10. Electric motor
11. Worm screw

The advantages of the Dual Pinion system over a conventional electrical or mechanical steering system may be briefly classified into three
categories: 1. Performance:
2. Environment:
3. Installation:
The following graphs illustrate the benefits over a conventional mechanical or electric steering system:
Graph 1
Graph 2
Graph 3
Graphs:
A. Shows:
B. Type of power assistance:

1. Hydraulic steering 2.
Electric steering 3. Dual pinion
Power pinion unit
1. Worm screw
2. Connector 3.
Toothed wheel 4.
Power pinion 5.
Electric motor
The movement is transferred from the engine to the worm screw through a coupling. The worm screw engages with the toothed wheel fitted on the power pinion which
in turn engages with the rack.
Flexible coupling
1. Rubber electric motor/worm screw connection coupling 2. Worm screw

inlet
Electronic unit
1. NGE 2.
Three phase asynchronous motor The NGE

controls steering power assistance, depending on the car speed, the conditions required using dna and operates according to the requests from the DST (VDC integration system). This information is read
by the CAN. At the same time, the NGE writes information about the steering wheel angle to the CAN, sending the data to the other car systems.
The motor is three phase asynchronous type and transmits the torque necessary to the power assistance through the power pinion. It has the following advantages:
NGE pin out
connector Pin 2-way connector Colour
Function
A 1
Electric steering earth N
A 2 Electric steering supply R
Connector 3
B 1 C-CAN L (low) T
B 2 C-CAN H (high) V
B 3 ECU +15 supply CB
The table lists the steering box fault codes (DTC):
DTC DTC Description

C1001 Internal error
C1002 Steering column motor torque position sensors
C1003 Vehicle speed signal (CAN)
C1005 Electric steering warning lamp
C1006 Cinematic error
C1008 Position sensor calibration
C1009 Internal error
C100A DST module not available
C1200 Battery voltage
C1201 Battery error
C1211 Faulty control unit
C1214 End of line configuration incorrect
C1221 Engine management control unit
C1321 Brake Node (NFR)
U0001 CAN line error
U1700 Communic. with Body Computer (NBC)
U1701 Engine Control (NCM)
U1706 Brake Node (NFR)
Input shaft
The input shaft creates the mechanical link between the steering wheel and the rack. A torque and steering angle measurement sensor is fitted on the input shaft.
1. Input shaft assembly

2. Torque and steering angle sensor
Torque sensor
The torque sensor detects the torque applied on the input shaft and sends this information to the NGE, which in turn controls the electric motor to generate the power
for the power assistance.
Steering angle sensor

The steering angle sensor detects the input shaft angle and is indispensable for VDC systems, steering active return functions and inertia compensation.
In the event of battery removal/refitting, at the next Key On a loss of the data on the torque and steering angle sensors could occur. In this case the sensors must
be calibrated as follows:
Connection between drive pinion sensor and NGE
1. Connection cable between drive pinion sensor and NGE control unit 2.
Battery connection cable
NGE operating diagram
Dual Pinion system operating logics
Voltage at NGE connector (V) Power assistance
From 17 V to 11.5 V 100%
From 11.5 to 9 V Linear decrease from 100% at 17 V to 50% at 9 V
From 9 V to 8.9 V Linear decrease from 50% at 9 V to 0% at 8.9 V
< 8.9 V and > 17 V No power assistance
From 6.5 V to 17 V CAN network correct operation
NGE operating temperature (°C) Power assistance
From -40 to +110° 100%
From +110° to +120° Linear decrease from 100% to 60%
From +120° to +125° Linear decrease from 60% to 0%
> +125° No power assistance

Steering angle speed (°/sec) Total output power (kN) (with 15 Nm torque applied to the steering)
100 9,2
300 9,2
520 6,3
800 4,5
900 3,72
1000 2,55
Reading limits of steering angle sensor (deg)
Min Max
Range -630° +630°
Reading limits of torque sensor (deg/sec)
Min Max
Range -2000 +2000

191 - Giulietta 2.0 JTDM GENERAL - WHEEL SUSPENSION AND WHEELS
One of the main goals of this car is to achieve an excellent level of comfort, but above all to bring a high level of drivability and road holding,
meeting the standard of a higher segment car with very good driving characteristics. characteristics.
The technical solutions adopted to achieve this goal are: -

Lengthening of the track width (front and rear) and the use of tires to improve stability.
- Front suspension with a stabilizer bar, body-matched struts, oversized lower wishbones, which consist of a right triangle, which significantly
reduces the effect of braking forces on cornering forces and improves balance in all driving conditions. Despite the wider track, the design of
the front suspension in combination with the stroke of the steering box has kept the turning circle of the car the same.
- Semi-independent rear suspension with torsion tube coupled wishbones, designed to achieve higher roll stiffness but maintain smooth
suspension under load. This is achieved with a heavier rubber/metal connecting bush between the rear axle and the body. The development
of the suspension also led to the use of new springs, shock absorbers and rubbers to adapt them to a stiffer body and better dynamic behavior
when cornering.
- Front shock absorbers and rear shock absorbers are fitted as standard on all engine types, and are characterized by a spring mounted
inside, which influences the expansion stroke parallel to the main suspension.
191 - Giulietta 2.0 JTDM GENERAL - FRONT SUSPENSION
Schematic of the independent McPherson suspension, in which shock absorbers and springs provide both damping and suspension, as well as a load-bearing and wheel
guiding function.
1. Subframe
2. Control arm 3.
Stabilizer bar 4. Spring/
shock absorber leg 5.
Stabilizer bar joint
6. Wielas
7. Wheelhouse
191 - Giulietta 2.0 JTDM GENERAL - REAR SUSPENSION
The semi-independent rear suspension features a torsion tube for connection between the wheels.
1. Axle
tube 2. Shock
absorber 3. Shock
absorber rubber 4.
Spring 5. Elastic connection bush between rear axle and
body Axle tube
191 - Giulietta 2.0 JTDM GENERAL - HOUSE AND ACCESSORIES OF AIR CONDITIONING
GENERAL
The car-mounted climate control system is a system that allows to change the characteristics of the air (temperature and humidity) to the interior. This
demists the windows and prevents pollutants from polluting the air in the passenger compartment.
Air conditioning by definition contributes to comfort and improves the physiological well-being of the passengers.
Climate Control Components

The following figure shows the components of the climate control system.
1 - Linear Pressure Sensor

2 - Condenser
3 - Condenser integrated moisture filter
4 - Layer Dru-clothing
5 - Expansion valve
6 - Evaporator
7 - Control panel
8 - pollen filter
9 - Air guide/distributor
10 - Compressor
11 - High Pressure Gas Pipe
12 - High Pressure Fluid Line
13 - Additional heating
Working principle
The purpose of a chiller is to absorb heat from the environment. For this purpose, an air conditioner uses certain liquids (refrigerants) that become colder
(temperature reduction) and change their state of aggregation (from liquid to gas), when they can expand under high pressure. This allows them to absorb
heat from the environment. As the temperature increases, the pressure also increases, causing the state of aggregation to change again (from gas to liquid);
these are called condensing.
The first problem is to liquefy the gas, ie the temperature must be lower than the vaporization temperature (boiling point). For the refrigerant R134a this
is -26°C at atmospheric pressure.
Since this must be achieved at ambient temperature, which can also be elevated in a car (in the engine compartment), the boiling point of the gas must
be increased so that it remains liquid until it has to expand for the desired cooling effect.
To raise the boiling point, the pressure must be increased and the temperature reduced at the same time.
For this, a certain power must be added to the system. This power is provided by the compressor driven by the engine.
So we can summarize the cooling process of the air conditioning in a car as follows.
The gaseous refrigerant R134a is drawn in by the compressor at a pressure between 0.5 and 2 bar and brought under a pressure of 10 to 17 bar. At these
pressures the boiling point becomes about 60°C.
The gaseous refrigerant is heated to 80-100°C in the compression stage, after which it reaches the condenser. By cooling the condenser with air (either by
the wind or by the electric fan), the refrigerant reaches the condensing point and changes into liquid form at high pressure.
After this, the filter is passed, which has three functions: to remove impurities, absorb moisture from the circuit and serve as a storage tank (accumulator)
for coolant.
The refrigerant then reaches the expansion valve directly in front of the evaporator, which has a pressure of 1.5 atmospheres (1.52 bar). At this pressure, the
liquid/saturated vapor of the refrigerant is in equilibrium at a temperature of about -7°C. The air that simultaneously flows through the evaporator (driven by
a fan) has a much higher temperature than the refrigerant in the evaporator. This causes the air to heat up the refrigerant which boils and evaporates
completely, extracting heat from the air. Some of the moisture from the cooled air condenses on the fins of the evaporator and forms droplets that are
discharged to the outside of the car through a container.
The air thus cooled and dried is then led to the interior. After the evaporator, the refrigerant is again sucked in by the compressor and starts, then a
new cycle can begin.
The route of the refrigerant is as follows: - In
the compressor, the refrigerant from the evaporator is gaseous (temp. -5, -7°C, pressure 0.5 - 2 bar). Compression phase, in which the gaseous
refrigerant heats up (temp. 80, -100 °C, pressure 10 17 bar).
- Condenser - Compression phase: the refrigerant gives off heat to the atmosphere, cools and becomes liquid (temp. 40, 60°C, pressure 10 17 bar).
- Expansion valve - Expansion phase: the pressure of the refrigerant decreases (0.5 - 2 bar, even 3 bar) and becomes a gas/liquid mixture; the
temperature is low, characteristic of air conditioning.
- Evaporator - Evaporation phase: the refrigerant becomes completely gaseous, because the warm air from the electric fan has a much higher
temperature than the refrigerant, causing it to boil, evaporate completely and give off heat. The temperature is low (pressure 0.5 - 2 bar).
System type
This vehicle is equipped with several interior climate controls: - manual
climate control - automatic, split (two-zone) climate control Manual
climate control: The user controls certain temperature, air distribution
and airflow settings and these remain until the user selects the setting changes.
Automatic, separate (two-zone) climate control: the user has the option to set the parameters and allow the system to operate automatically. The
user retains the option to manually operate the system if they wish.
This car's automatic climate control system has dual controls for the driver and front passenger, which allow the parameters of air temperature
and air distribution (the fan speed cannot be controlled separately) to be controlled with a degree of independence.
MANUAL AIR CONDITIONING

The manual climate control panel is shown in the figure below
1 - Rotary knob for setting the temperature (mixing hot and cold air)
2 - Interior air distribution selector knob
3 - Fan Speed Dial
4 - Push button switch on/off rear window and exterior mirror heating
5 - Push-button switch on/off interior air recirculation
6 - Push-button switch on/off A/C compressor
Operation
With the manual climate control, the user can control the temperature and the air supply to the interior using the rotary knobs and buttons.
The following functions can be changed manually: -
Temperature - Air distribution in 5 stages - Fan speed -
Compressor activation - Recirculation.
The commands of the air temperature and air distribution buttons are transmitted to the stove housing via Bowden cables.
The recirculation is controlled by an electric motor.
The compressor can only switch on when the blower is running.
AUTOMATIC CLIMATE CONTROL

The automatic climate control is controlled by a control unit that, thanks to a very complex control strategy, can heat or cool the air in two parts in the
interior separately to achieve the desired comfort.
The climate control works automatically using the following parameters/
functions: - Air temperature from the ventilation grilles on the driver and
passenger side - Fan speed - Air distribution on the driver/passenger
side(s)
- Compressor activation
- Recirculation.
Controls
All buttons, except the control switches, are two-position switches (ON/OFF), including the recirculation button.
The image below shows the control panel of the climate control unit.
1 - Driver side temperature control knob

1A - Push button automatic operation
2 - Passenger side temperature control knob
2A - Passenger side settings push button
3,4,5 - Air distribution push buttons
6 - Compressor enable button
7 - Recirculatietoets
8 - Defrost button
9 - Heated rear window button
10 - Control Unit ON/OFF Button
11, 12 - Fan Speed Control Buttons
Climate control unit

The climate control is automatically controlled by an electronic control unit, Node Climate Control (NCL); this control unit maintains the desired properties of
the air to the passenger compartment, which have been set by the user(s).
The NCL is connected to the B-CAN of the car's electrical system.
The NCL is integrated into the climate control switch panel in the center of the dashboard. The figure shows the rear of the control unit with the plugs; then the
plug pins are indicated.
Control Unit Plug Pins

Control strategy
The climate control unit can achieve and maintain the desired comfort in the two parts of the interior by monitoring and regulating the following parameters
and functions: - Air temperature from the air vents on the driver and passenger side; - Fan speed (stepless); - Air distribution; - Compressor activation; -
Recirculation.
The air conditioner can maintain a "common temperature". This temperature is related to the perceived temperature and is defined by parameters
such as humidity, air volume in the interior, average temperature, etc.
If the driver sets a common temperature, the system changes all variables to create the desired wind chill temperature; as a result, the temperature in the
passenger compartment may deviate from the temperature shown on the display.
The following functions can be changed manually: - Driver /
passenger side temperature - Fan speed - Air distribution
in 7 positions - Compressor - Demist/defrost
- Recirculation.
The manual choices always have a higher priority than the automatic ones and are saved until the user chooses the automatic control again.
The manual setting does not affect the other automatically controlled functions; in particular, the temperature remains automatically controlled when the
system is in operation.
Every time the system is turned on, the settings saved during the shutdown are restored, except for:
- the MAX-DEF function, which is disabled; -

the recirculation, which is forced to open with compressor OFF;
- fan speed (stepless).
Temperature setting knob
When the rotary knob is turned to the desired area (driver 1 or passenger 2 rotary knob), the temperature will increase (clockwise) or decrease (counterclockwise).
With key-off, the set temperatures are saved; these temperatures will be reset at the next key-on.
The setting can be changed in steps of 0.5 °C with the rotary knob; a complete turn of the knob takes 34 steps.
The temperature range that can be set is from 16°C to 32°C. Below 16 °C, the set value indicates "LOW"; above 32°C, the set value indicates “HI”.
The difference between the set temperature on the left and right may be 7 °C.
High setting (hi)
HI or maximum heating (indicated on the display in the area E1 and E2) is achieved by a common T. corresponding to a set temperature above
32°C.
When set by the user (driver 1 or passenger 2) HI or maximum heating, the FULL AUTO symbol (A on the display) goes off and MONO (B on the
display) appears, controlling the following parameters: - Recirculation and compressor remain unchanged; - The mixing valves in position
"completely warm"; - Distributor valve on FLOOR and associated LED lights up; - Maximum air flow (if the coolant temperature is high enough).
In the HI setting, all manual adjustments are possible.

If the AUTO command is accepted, the HI function is reset and the temperature is set to 32°C on both sides.
If the driver changes the temperature setting, the passenger side setting will change from HI to 32°C.
If the passenger's temperature setting also makes the driver's setting higher than HI (32 °C), the system switches to separate control (Dual Zone) and
only its own setting can be changed.
Low setting (lo)
If LO or maximum cooling is set (shown on fields E1 and E2 on the display), the FULL AUTO symbol will go out and MONO will appear, carrying out the
following actions: - Compressor activation permission; - Mixing valves in the "completely cold" position; - Distributor valve on VENT and associated
LED lights up; - Maximum air output; - Recirculation remains as chosen by the user.
In the LO setting, all manual adjustments are possible.

If the AUTO command is accepted, the LO function is reset and the temperature is set to 16°C on both sides.
If the driver changes the temperature setting, the passenger side setting is "pulled along" and is no longer "LO", but 16 °C.
If the passenger changes the temperature setting, the driver's side setting will no longer be "LO" (just 16°C) and the system will operate in Dual
Zone.
The flashing display is started when the compressor is switched off at a LO setting and the recirculation is switched off (forced open).
Auto key
When this button (1A) is pressed, FULL AUTO appears and the system controls fully automatically:
- Air distribution; - Supercharger speed; - Compressor; - Recirculation.
Only FULL goes out if at least one setting is changed manually (distribution, fan speed, recirculation, compressor) In this situation, FULL AUTO
only appears when the AUTO button is pressed again.
If the compressor is also turned off (LED with ice crystal symbol off), the system will no longer be able to control or maintain one or both set
temperatures. Under these conditions, the temperature displayed on the climate control unit display will flash.
Air distribution push buttons
The air distribution has 7 positions. If the system works automatically, the selected air distribution is indicated by the lighting of the corresponding
LED on the buttons.
The 7 positions can also be set manually using the buttons (3, 4, 5). The combinations are indicated below.
MAIN DISTRIBUTIONS: -
DEF (hot/cold or mixed air for demisting)
- VENT (hot/cold or mixed ventilation air from central grilles)
- FLOOR (hot/cold or mixed air to legrooms)
COMBINED AIR DISTRIBUTION SETTINGS:
- BILEVEL (VENT-FLOOR)
- HEAT (DEF-FLOOR)
- HI LEVEL (DEF-VENT)
- TRI LEVEL (DEF-VENT-FLOOR)
Recirculation
Change Airflow (Blower)
The air output can be adjusted manually in 12 steps (excluding the off position). This is indicated by a bar graph (G on the display) with 12
dashes.
To increase the air flow to the passenger compartment, the button with the "large fan" must be pressed. To decrease the yield, the button with
the "small fan" must be pressed.
In automatic mode, the speed is continuously regulated by the control unit and the air flow rate is indicated by a corresponding number of
dashes on the display.
A manual setting disables the FULL AUTO control.
If automatic operation is enabled, KEY-ON sets the air flow rate to the first bar (minimum flow rate) until the engine is started.
When the compressor is turned off, the blower can be manually adjusted until no more dashes appear on the display and the flow is zero.
When the compressor is switched on and the engine has started, the flow cannot be manually set below the flow indicated by 1 dash.
This prevents icing of the compressor.
Compressor enable permission
Switch off control unit (off)

When the OFF key is pressed: - the

current settings are saved; - the LED of the
OFF button lights up; - the blower is
switched off; - the compressor is switched
off; - the recirculation valve is closed; In
the OFF position, the heated rear window
button operates normally without activating the climate control.
With OFF, the recirculation button works as a 2-position switch (ON/OFF), whereby the valve is opened (LED off) or closed (LED on).
If any button is pressed (except recirculation and rear window defogger), the system turns on, executes the selected function if it was not in effect
(otherwise a confirmation follows) and restores all previously saved settings. Even if the OFF button is pressed again, all settings from before switching
off are restored, with the exception of recirculation.
When the system is switched on with an air distribution button, the desired main distribution is switched on.
Mono operation
When the MONO button is pressed: - the

same temperature is set on the passenger side as on the driver's side.
From that moment on, there is no longer separate temperature control.
If the mono button is pressed again or if the temperature setting and/or the air distribution on the passenger side is changed, the separate BI-
ZONE control is set again.
These settings are maintained even after the ignition is turned off and on.
Push button maximum defrost (max-defroster)
The MAX-DEF procedure regulates the air flow and distribution to ensure that the windows are demisted as quickly as possible (also works with the
engine switched off, but with minimum flow).
The function is enabled for 3 minutes from the moment the coolant temperature exceeds a certain value.
When the MAX-DEF key is pressed, the system performs the following functions: -
MAX-DEF led lit (on key); - Settings and operation selected before the MAX-DEF
mode was selected are saved - The LEDs/labels of the FULL AUTO, AQS and RECIRCULATION
functions turn off; - The LEDs DEF air distribution, compressor on, MONO, recirculation open
and heated rear window light up; - Maximum heating (HI) is shown on both side indicators; - Ventilation is shown on
the display.
In addition, the following settings become active:

- Air output at a fixed value; - Air distribution
valve in position DEF; - Mixing valves on MAX
HEATING; - Recirculation damper forced open
(outdoor air); - Compressor operation possible;
- Switch on rear window heating.
During the MAX DEF function, the air flow (larger/smaller) can be changed as desired and the rear window defogger can be turned off.
It is not possible to: -
Change the temperature setting (driver/passenger).
- Change the air distribution.
- Change the recirculation setting.
The MAX-DEF function can be turned off by pressing one of the following keys (Recirculation, Compressor operation, Auto, Mono, MAX-DEF), after which the
settings prior to the MAX-DEF selection are started supplemented by the function of the pressed key.
The MAX-DEF function takes precedence over the control
strategies: - LO (maximum cooling).
- HI (maximum heating).
These control strategies are interrupted when the MAX-DEF function is enabled.
The rear window heating can be switched on both with the respective button and via the Max-Def function.
Operation is indicated with a lit LED. The rear window heating can only be switched on with Key-on.
The REAR WINDOW HEATING function is not saved at key-off.
Switching on after the vehicle has come to a standstill
After power on, the various parameters are controlled based on the automatic or manual setting that was chosen before power off.
All manual changes that were made before the engine was turned off are saved and are retained for the next start.
If the MAX-DEF function was enabled when the ignition was switched off, then when the ignition was switched on, the setting that was active before the
MAX-DEF function was selected will be selected.
Self-adaptation
After replacing the control unit or any of the actuators (except the recirculation valve actuator), proceed as follows.
REPLACE CONTROL UNIT Some
nodes of the CAN - including the climate control unit - are programmed with a "default" setting, which is set when the car is handed over to the customer.
When the control unit is replaced, Dept. Parts an "empty" component: After assembly, the data stored in the Body Computer must then be transferred.
- Connect the Examiner.

- Choose "Active diagnosis".
- Start the "Self-test".
- Select the test "Recording actuators valves".
REPLACING ACTUATORS The
procedure for self-adjustment using the Examiner, choosing the test "Actuators recording valves", (automatic procedure) must be performed or the
instructions below must be followed (manual procedure).
COMPONENTS
Air conditioning
The unit consists of two modules containing: - the
blower;
- the evaporator;
- the heater radiator;
- the lower and upper mixed air temperature sensors
1 - Air conditioning pipes

2 - Coolant Lines
3 - Actuator recirculatieklep
4 - Fresh air supply
5 - Air Conditioning
6 - Booster
7 - Ontwasemactuator
8 - Vent/flooractuator
9 - Actuator clamping links
10 - Pollen filter cover
11 - pollen filter
12 - Additional heating (PTC)
13 - Mixed air temperature sensor right
14 - Left mixing air temperature sensor
15 - Mixed air temperature sensor floor right
16 - Mengluchttemperatuursensor floor links
17 - Heater radiator
18 - Actuator clamps rechts
Actuators
Ontwasemactuator
The demister actuator controls the rotation of the windshield and side windows diverter valve.
The motor is supplied with 12V and by reversing the polarity the direction of rotation can be changed. A potentiometer measures the position and
supplies a "feedback" signal to the control unit, checking the position taken between the two extreme positions.
Recirculatieklepactuator
The actuator rotates the valve to two extreme positions for outside air supply and recirculation without intermediate positions.
The motor is supplied with 12V and by reversing the polarity the direction of rotation can be changed.
System automatic operation

The air is drawn in by the blower via the outside air supply or via the interior air supply and reaches the mixing valve area. The air temperature of the air
to the passenger compartment is determined by the position of the mixing valve, which directs the outside air flow to the area with the
distributor valves or through the heater radiator to this area.
1 - Booster
2 - Filter
3 - Evaporator
4 - Heater radiator
5 - PTC auxiliary heater
Climate Control Sensors

Temperature sensors
There are four temperature sensors on the air duct/distributor that supply a signal to the climate control unit that is dependent on air temperature at the right
and left air outlets. Two sensors are located at the FLOOR vents and two in the center vents in the dash.
In addition, the system includes an interior temperature sensor (located in the climate control unit) and the exterior temperature sensor (located on the
underside of the right-hand door mirror).
1 - Left mixing air temperature sensor

2 - Mixed air temperature sensor right
3 - Mixed air temperature sensor floor right
4 - Mengluchttemperatuursensor floor links
Air quality sensor aqs
The air quality sensor is an electronic system whose task is to send a control signal that closes the recirculation valve in the distribution unit, if the
pollution of the air exceeds a certain threshold; this prevents polluted air from entering the interior; the sensor is located in the outside air supply of the
distribution unit.
With a special sensitive element, the presence in the air to the interior of certain pollutants (such as CO and NOx) can be detected.
The sensitivity of the system is optimal for potentially hazardous polluting gases according to the MAK index (maximum concentration of harmful gases).
substances when exposed for more than 8 hours).

The sensitive element is controlled and heats to a constant temperature of 300°C, achieving the same performance in an ambient temperature range of -25°C to -85°C. This
does not affect the speed and temperature of the air flowing past the sensor.
The sensor provides a PWM signal within approximately 40 seconds from the time the power supply was applied.
PWM signal (base time: 100 ms) Meaning
0% ground connection of the signal connection
20% circulation of unpolluted air
40% pollution level 1
80% storing in de sensor
100% ground connection of the signal connection

If the sensor is not used for a long time, the reaction time changes as described in the diagram:
Unused time Response time
<24h max 1 sec
24 h < t < 76 h max 30 sec
76 h < t < 480 h max 180 sec
> 480 sec max 300 sec

To check the sensor: - Turn the
ignition to marcia.
- Wait 36 seconds for the sensor to warm up.
- Within 120 seconds, spray contaminated gas onto the sensor using the aerosol (Part No. 71715571).
- Check the elaboration of the test using diagnostic equipment.
1 - Power supply via ignition switch

2 - Mass
3 - Signal
expansion valve
The figure below is a cross-section of the expansion valve showing the main components.
1 - Liquid channel from the evaporator outlet

2 - Temperature sensor 3 - To the compressor
input 4 - Liquid under pressure 5 - Spring 6 -
Ball and calibrated orifice 7 - Expanded
refrigerant (to the evaporator inlet)
8 - Valve
housing 9 -
Pin C - To
compressor F - To
moisture filter Ei -
From evaporator Eu
- To evaporator The
functions of this valve are: - To separate the
high pressure from the low pressure circuit; - Expand the
refrigerant (transition from liquid to gas phase); - Control the
evaporation process (yield); - Control evaporating temperature; -
Protect compressor from liquid refrigerant.
The thermostatic expansion valve is mounted between the supply and return connections of the evaporator and has the task of controlling the refrigerant
flow and the expansion (pressure drop) of the refrigerant R134a before the refrigerant flows into the evaporator.
The diameter of the refrigerant passageway in the expansion valve is automatically controlled by a sensor element that reacts to the refrigerant
temperature. This controls the extent to which expansion occurs, as it controls the cross-section of a duct by means of a spring actuating a valve.
If the temperature rises after the evaporator, the sensor element opens the valve further, increasing the amount of refrigerant to the evaporator.
If the temperature drops, the cross-section of the conduit opening is reduced and the amount of refrigerant is limited.
The adjusting screw is adjusted during production and must NOT be turned; to prevent loss of system efficiency.
The expansion valve can be reached directly from the engine compartment, see image below:
A - Expansion
valve The refrigerant passes through the expansion valve
twice in this type: - At the bottom of the moisture filter (4) to the evaporator (7); the overheating protection spring (5) and the modulating element
are accommodated in this channel. The modulating element consists of a ball (6) and a calibrated opening.
- At the top of the evaporator (1) to the compressor (3); this channel houses the temperature sensor (2), which is connected to the upper part of the
diaphragm and ball (6).
The flow is controlled by moving the ball (6). This ball is connected via shaft (9) to temperature sensor (2).
The movement of the ball (6) is counteracted by reaction spring (5). This causes the refrigerant to flow into the evaporator in gaseous form, without liquid.
The liquid could damage the compressor when priming.
The position of the ball (6) depends on the pressure acting on the membrane in the sensor (2); this pressure again depends on the refrigerant temperature
after the evaporator (top of the evaporator).
If the refrigerant temperature after the evaporator (1) is too high (when a lot of heat is converted), the pressure in the temperature sensor (2) will
increase. This moves the pin (9) and ball (6) and enlarges the passage opening. As a result, the yield of the refrigerant (7) increases.
Conversely, the pressure decreases at a lower refrigerant temperature after the evaporator (1).
Linear Pressure Sensor
The linear pressure sensor controls the correct operation of the system and thus replaces the four-stage pressure regulator. The sensor continuously analyzes the pressure in
the air-conditioning system at the same wide range and immediately transmits the pressure changes to the injection control unit, allowing very flexible adjustment of the switch-on
thresholds.
Whenever the pressure changes, the voltage signal that the injection control unit uses to control the blower speed and shut down the compressor will change if the pressure rises or
falls above/below the allowable limit (safety function).
The range of the linear sensor is 3.018 to 29.508 bar and follows the graph of pressure (Bar) - percentage output voltage (% Vcc) shown below.
The permission to start the compressor and control the fan speed, depending on the pressure, takes place within this pressure range; below or above these values, the compressor
will shut down for safety reasons to avoid damage to the system.
The following diagram shows the sensor plug pins.
The supply voltage can change +/- 10% and the operating temperature of the sensor is between 5°C and 80°C
1 - Mass
2 - Supply voltage
3 - Output signal
Compressors
This component allows the coolant to flow through the circuit at different pressures, using the mechanical energy of the motor, which is transferred through the pulley and the
electromagnetic clutch.
Depending on the engine version, the car is equipped with the compressor shown in the following diagram
Variable Displacement Compressor Specifications
Type Denso 5SL12 Sanden SD6V12
Maximum engine capacity 126.3 cc/slag 125,1 cc/slag
Minimum engine capacity 0 cc/slag 6,2 cc/slag
Amount of cilinders 5 6
Maximum continuous speed 8000 / min. 8000 / min.

Maximum fifth 9200 / min. 9200 / min.
Minimum speed 700 / min. 575 / min.
oil type and quantity ND8-80 cc SP10-120 cc

This type of compressors can change the cylinder capacity depending on the demanded load of the system, the outside temperature and/or humidity, sudden
changes in the engine load.
Condenser with integrated moisture filter

The condenser is a heat exchanger that is mounted in front of the radiator of the engine cooling system.
The gaseous refrigerant passes through the condenser tubes and becomes liquid (on average at a temperature of 60°C).
The condenser is cooled by the outside air flow that is created by driving the car forward. When the car is stationary or when driving in a traffic jam, the airflow
comes from the engine cooling system's fan.
If the refrigeration in the condenser is insufficient, the pressure in the system will increase, preventing the liquid from condensing completely and
resulting in poor system performance.
The connection for the moisture filter is fully integrated on the left side of the condenser. This arrangement has improved the layout of the system.
1 - Condenser
2 - Integrated Moisture Filter
Electronic fan
In a manual system, the blower is controlled by the blower switch in the passenger compartment; it sends a signal to a voltage divider, causing the different
speeds. The resistor group is located in the air guide between the air supply and the cooling unit.
With the automatic system, the blower is controlled by the special push buttons on the control panel; these send the signal to the Climate Control
Node, which generates the different voltages for the corresponding speeds.
pollen filter
The pollen filter's job is to remove small dust particles from the outside air into the interior.
This is located in the stove house.
This filter is present in both the manual and the automatic system.
Additional heating (ptc)
The car is equipped with an additional PTC heater that serves to quickly heat the interior when the engine is running under unfavorable atmospheric
conditions (e.g. in a very cold climate).
It is a resistor near the cooler element with a maximum power of 750 W.
Control strategy
The auxiliary heater (PTC) is controlled by an electronic control unit in the climate control via relays, which are energized when the following conditions
occur for at least three seconds:
- PTC activation request via CAN from the climate control unit (on versions with automatic climate control) OR a switch-on signal from the blower and a
maximum heating command (on vehicles with manual climate control)
- Outside temperature (< 20 °C)
- Engine speed > 700/min
- Coolant < 70 °C
- Battery voltage > 12.6 V
The two relays are energized in three steps within 5 seconds:
Step Control PTC Time

250 W. PTC1 = ON - PTC2= OFF 0s
500 watts PTC1 = OFF - PTC2= ON 2.5s
750 W. PTC1 = ON - PTC2= ON 5s
The PTC heater will turn off if at least one of the following conditions occurs for at least 3 seconds.
- PTC switch-off request via CAN by the climate control unit (on versions with automatic climate control) or a switch-off signal from the blower and the lack of a maximum heating
command (on vehicles with manual climate control)
- Engine speed < 600/min
- Coolant < 70 °C
- Battery voltage < 11.2 V
Thermal equilibrium
The PTC heater is turned off in successive steps depending on the motor temperature as shown in the following table:
Coolant Temperature %PTC
> 70 C 0
> 65 ° C and <70 ° C 33
> 60 ° C and <65 ° C 66
< 60 C 100
Electrical Balance
The PTC heater is turned off in successive steps depending on the battery voltage as shown in the following table:
Graph of the first 120 seconds of ignition (when the alternator is not yet operating at full power):
1. Control of PTC when battery voltage falls 2. Control

of PTC when battery voltage rises Graph after 120
seconds after power-up (when the alternator charges the battery):
1. Controlling PTC when battery voltage falls 2.

Controlling PTC when battery voltage rises
191 - Giulietta 1.4 Turbo MultiAir INTRODUCTION - AIR CONDITIONING CASING AND COMPONENTS
INTRODUCTION
The climate control system fitted on the vehicle is a system that allows the variation of the ambient features of the air introduced into the passenger compartment
(temperature and humidity). It allows all glass surfaces to be demisted and prevents the entrance of pollutants, thereby making the environment of the
passenger compartment more healthy.
The air conditioning system is a comfort factor that contributes to improving the physiological wellbeing of the vehicle occupants.
Climate control system components

The climate control system components are illustrated in the diagram below.
1 - Linear pressure switch

2 - Condenser
3 - Drier filter built into the condenser
4 - Low pressure pipe
5 - Expansion valve
6 - Evaporator
7 - Control panel
8 - Pollen filter
9 - Duct/distributor unit
10 - Compressor
11 - High pressure gas pipe
12 - High pressure fluid pipe
13 - Additional heater
Operating principle
The aim of refrigeration equipment is to absorb heat from an environment. In order to do this an air conditioner has recourse to certain fluids (known
as refrigerants) capable of cooling down (lowering their temperature) and changing state (from liquid to gas) when they are subject to a large drop in pressure,
thus expanding. They are therefore capable of absorbing heat from their environment. When their temperature increases, causing an increase in pressure as
well, they change state yet again (from gas to liquid) on condensing.
The first problem is therefore to liquify this gas, by bringing it to a temperature below the evaporation (or boiling) temperature which, as has already been
stated, is -26°C at atmospheric pressure for R134a.
In order for this to be achieved at ambient temperature which, in our case, may be rather high (in the engine compartment), it is necessary to increase
the evaporation point of the gas so that it remains liquid until the moment it is made to expand, in order to produce the desired refrigerant effect.
To raise the boiling point of the gas its pressure must be increased, at the same time, decreasing the temperature.
In order for this to take place the system requires a certain amount of power. This power, supplied by the compressor, is subtracted from the power produced
by the engine.
The operating principle of the refrigerant cycle phases in the air conditioning system for a motor vehicle can be summed up as follows.
The gaseous R134a refrigerant is drawn in by the compressor at a pressure of between 0.5 and 2 bar and is compressed at a value of between 10 and 17 bar.
Boiling point becomes around 60 °C at these pressures.
This fluid, heated by the compression stage to 80-100°C, still in a gaseous state, in the compressor where, through the effect of the cooling air flow (produced
by the vehicle moving forward or through the action of the fan) that passes through it, reaches condensation point, changing at high pressure to a liquid state.
Later on the coolant passes through a filter with three functions: to trap impurities, to absorb the moisture contained in the circuit and to work as a spare
reservoir for the coolant itself.
The refrigerant therefore reaches the expansion valve which introduces it into the evaporator where the pressure is around 1.5 atm. (1.52 bar). At this
pressure, the liquid-vapour system saturated with coolant fluid is balanced at a temperature of about -7°C. At the same time, the air passing through the
evaporator (through the action of a fan), is at a considerably higher temperature than the coolant fluid it contains, causing it to boil and complete evaporation
through heat transfer. When it cools down, the air deposits some of the humidity it contains on the evaporator fins in the form of droplets which are collected
in a chamber and drained outside the vehicle.
The air, cooled and dehumidified in this way, is sent inside the vehicle. The refrigerant at the evaporator outlet is drawn in again by the compressor giving rise
to a new cycle.
The route of the refrigerant fluid can be summarized as follows:
- In the compressor, the fluid coming from the evaporator is gaseous (temperature -5, -7°C, pressure 0.5 - 2 bar). Compression phase: the gaseous fluid is
heated (temperature 80 - 100 °C, pressure 10 - 17 bar).
- Condenser - Compression phase: the fluid transmits heat to the outside, cools down and returns to a liquid state (temperature 40 - 60°C, pressure 10 - 17 bar).
- Thermostatic expansion valve - Expansion phase - the fluid loses pressure (0.5 - 2 bar, possibly even 3 bar) becomes a gas + liquid mixture; the
temperature is low, typical of air conditioning.
- Evaporator - Evaporation phase: the fluid becomes completely gaseous because the hot air driven by the fan has a higher temperature than the coolant
fluid and causes it to boil and evaporate completely giving off heat. The temperature is low, that of air conditioning (pressure 0.5 - 2 bar).
Types of system
This vehicle is available with different climate control systems for the passenger
compartment: - manual climate control
- dual zone automatic climate control.
Manual climate control system: the user sets the air temperature, distribution and flow rate and they remain as such until they are altered by the user later on.
Automatic climate control (dual zone): the user can set the parameters and select automatic system management. If they so wish, the user can preseve the
facility to manage the system manually.
The automatic climate control system on this vehicle is the dual zone type (driver's zone and front passenger zone) in other words the system has two
sets of controls for the driver and the front passenger and the various settings can be managed separately, by altering the air temperature and distribution
parameters (the flow rate cannot be different in the two zones) providing a certain degree of independence.
MANUAL CLIMATE CONTROL SYSTEM

The manual climate control system control panel is illustrated in the diagram below.
1 - Air temperature adjustment knob (hot/cold air mixing)

2 - Passenger compartment air distribution selection knob
3 - Fan speed selection knob
4 - Heated rear windscreen and exterior rear view mirror defrosting on/off button
5 - Interior air recirculation on/off button
6 - Climate control compressor on/off button
Operation
The maual air conditioner allows the use to manage the temperature and intake of air into the passenger compartment using the knobs and control buttons.
The following parameters/functions can be altered
manually: - Temperature - Distribution in 5 positions - Fan
speed - Engagement of compressor - Recirculation.
The activation of the air mixing and air distribution controls by the knobs to the climate control casing takes place by means of electric motors.
The recirculation is activated by an electric motor as well.
The compressor can only be activated if a fan speed is set.
AUTOMATIC CLIMATE CONTROL

The automatic climate control is managed by a control unit which is capable, thanks to an extremely sophisticated operating logic, of controlling the
temperature within the two passenger compartment zones, either heating or cooling the air to produced the desired comfort level.
The climate control system automatically regulates the following parameters/
functions: - Air temperature at the driver's/passenger side vents - Fan speed - Air
distribution - Engagement of compressor - Recirculation.
Commands
All the non adjustment buttons are dual (ON/OFF) including the recirculation.
The control panel for the climate control system control unit is illustrated in the diagram below.
1 - Driver's temperature adjustment knob

2 - Passenger side temperature adjustment knob
3,4,5 - Air distribution buttons
6 - Compressor on button
7- Recirculation button
8 - Defrost button
9 - Heated rear windscreen button
10 - Control unit ON/OFF button
11 - Fan speed adjustment knob
12 - AUTO button
13 --MONO button
14 - Driver side temperature display
15 - Passenger side temperature display
Climate control system control unit

The climate control system is managed automatically by an electronic unit known as the "Climate Control Node "(NCL), which maintains the set air climate
control conditions desired by the user (or users).
The NCL is connected to the vehicle electrical system B-CAN.
The NCL is incorporated in the climate control system control panel fitted in the dashboard in the middle. Views of the control unit are given with the
connection to the electrical system highlighted and the connector pin out is given below.
Control unit pin out
PIN FUNCTION
01 5 V power supply to LH mixer motor
02 5 V power supply for distribution motor
03 Ignition-operated + power supply
04 Power earth
05 Direct power supply
06 Compressor relay feed
07 Right mixer control
08 Left mixer control
09 Timing drive belt
10 Recirculation control (-)
11 5 V power supply to RH mixer motor
12 Frost sensor earth
13 Distribution earth
14 LH mixing earth
15 RH mixing earth
16 LH FLOOR treated temperature earth
17 RH VENT treated temperature earth
18 RH floor treated temperature earth
19 LH VENT treated temperature earth
20 Distribution shared
21 Fan feedback
22 Distribution feedback
23 Frost sensor signal
24 Right floor treated temperature sensor
25 Right VENT treated air temperature sensor
26 Left VENT treated air temperature sensor
27 Left FLOOR treated air temperature sensor
28 Recirculation control (+)
29 Left mixer shared
30 Right mixer shared
31 Left mixer feedback
32 Right mixer feedback

33 Demisting sensor
34 Solar sensor
35 Pollution sensor
36 Fan control
37 CAN L line
38 CAN H line
39 PTC 1 relay feed
40 PTC 2 relay feed
Operating logic
The control unit that manages the automatic climate control is capable of producing and maintaining the desired comfort within the two areas of the passenger compartment by controlling the
following parameters and functions: - Air temperature at the driver's/passenger side vents; - Fan speed (continuous variation); - Air distribution; - Engagement of compressor; - Recirculation.
The climate control system control system is managed in such a way as to regulate the "equivalent temperature", i.e. the temperature correlated to the thermal sensation and defined by a series of
parameters such as humidity, passenger compartment air flow rate, average temperature, etc.
Therefore the user sets an equivalent temperature and the system acts on all the variables in its control to ensure the thermal sensation requested; for this reason the temperature in degrees centigrate
measured in the passenger compartment may not coincide with the temperature shown on the display.
The following parameters/functions can be altered manually: - Driver's/
passenger side temperatures - Fan speed - Distribution in 7 positions -
Compressor - Defrosting/demisting function - Recirculation.
Manual selections always take priority over automatic ones and are memorised until the user restores the automatic mode.
The manual setting of a function does not adversely affect the control of the other automatic functions, in particular the temperature control is always automatic when the system is operating.
Each time it is switched on, the system restores the conditions memorized when it was turned off, except for: - the MAX DEF function
which is reset; - the recirculation which, with the compressor OFF, is forced open; - fan speed (continuous variation).
Temperature setting knob
By turning the knob for the required zone (driver's knob 1 or passenger's knob 2) the temperature is increased (clockwise) or decreased (anticlockwise) and is shown on the relevant display (14 or
15).
The temperature settings are memorized at the key off and then restored at the next key on.
The knob works in steps of 0.5 °C and one complete revolution of the knob produces 34 steps.
The temperature range that can be set is from 16 °C to 32 °C. Below 16 °C the setting is LOW, whilst above 32 °C it is HI.
High condition (hi)
The HI condition or maximum heating (shown on the display 14 and 15) is reached by setting an equivalent T requested by the user greater than 32°C.
The request by the user (driver's knob 1 or passenger's knob 2) for the "HI" condition or maximum heating switches off the AUTO button (12) and forces the MONO condition (13) regulating the
following parameters:
- The status of the recirculation and the compressor remains unaltered;

- The mixer flaps are in the maximum heating position; - Distribution
flap in FLOOR position and LED on; - Air flow rate at preset value and
dependent on the engine coolant temperature.
All the manual settings are allowed in the HI condition in accordance with the planned logics.
The Auto command is accepted, the HI function and the 32 °C temperature setting for both zones are reset.
If the driver turns the temperature setting the passenger setting moves outside the HI range to the required value.
If the passenger turns the temperature setting this also moves the driver's setting out of HI (to 32ºC), then the passenger can change only their own settings,
having set the system to Dual Zone mode.
Low condition (lo)
When the LO condition or maximum cooling is set (shown on displays 14 and 15), the AUTO button is switched off and the MONO mode is forced, entailing the
following actions: - Enabling of the compressor (AC LED on); - Mixer flaps in maximum cold position; - Distribution flap in VENT position and LED on; - Air flow
rate at preset value; - Recirculation remains unchanged as requested by user.
All the manual settings are allowed in the LO condition in accordance with the planned logics.
The Auto command is accepted, the LO function and the 16 °C temperature setting for both zones are reset.
If the driver adjusts the temperature setting this moves the passenger setting out of LO to 16°C.
If the passenger changes the temperature setting this also moves the driver's setting out of LO (to 16 ºC), then the passenger can change their own setting setting
the system to Dual Zone mode.
If the compressor is switched off (AC LED off), the system may not be capable of controlling/maintaining one or both of the temperatures set. The digits
indicating the temperature will flash in these conditions.
Auto mode button
Pressing this button (12) makes the AUTO button LED switch on and the system switches to automatic management which controls:
- Air distribution;
- Fan speed;
- Compressor;
- Recirculation.
The AUTO LED switches off when at least one manual distribution, flow rate, recirculation or compressor control is carried out. At this point the system only
returns to AUTO mode if the AUTO button is pressed again.
If the compressor is switched off (AC LED off), the system may no longer be capable of controlling/maintaining one or both of the temperatures set. The digits
indicating the temperature will flash in these conditions.
Air distribution buttons
There are seven positions for air distribution.

One of the 7 possible positions can be selected manually (by operating buttons 3, 4, 5) using the combination logic described below.
MAIN DISTRIBUTIONS:
- DEF (hot/cold or mixed air for defrosting) (button 3)
- VENT (hot/cold or mixed ventilated air at the front) (button 4)
- FLOOR (hot/cold or mixed air at the floor) (button 5)
COMBINED DISTRIBUTIONS THAT CAN BE IMPLEMENTED: -
BILEVEL (VENT-FLOOR) (buttons 4 and 5)
- HEAT (DEF-FLOOR) (buttons 3 and 5)
- HI LEVEL (DEF-VENT) (buttons 3 and 4)
- TRI LEVEL (DEF-VENT-FLOOR) (buttons 3, 4 and 5)
AUTOMATIC DISTRIBUTION In
automatic operation the control of the distribution is managed by means of an algorithm that governs the switches according to the outside
temperature and objective temperature conditions at the vents; in winter the FLOOR distribution is favoured and in summer the VENT distribution.
If there is a humidity sensor, at the onset of misting conditions, the algorithm directs the air towards the windscreen to ensure good visibility conditions.
Recirculation
The recirculation button and the LED operate according to ROLLING logic.
By pressing this button repeatedly, the 3 possible types of operation are
recalled: - Recirculation forced closed (passenger compartment air)
- Recirculation forced open (outside air).
- Automatic recirculation (management transferred to the control unit).
RECIRCULATION FORCED CLOSED This
type of operation is signalled by the recirculation LED being on (button 7).
RECIRCULATION FORCED OPEN

This type of operation is signalled by the AUTO LED being off and the recirculation LED being off.
AUTOMATIC RECIRCULATION The

AQS function (Air Quality System), automatically activates internal air recirculation when the outside air is polluted (e.g. in traffic queues and tunnels).
With the AQS function active, after a preset time interval of the internal air recirculation system functioning, the climate control system enables
the intake of outside air for approximately one minute to change the air in the passenger compartment. This takes place regardless of the pollution level of the ou
In automatic operation inside air recirculation will be controlled automatically by the system according to outside environmental conditions.
Air flow rate variation control (fan)
The air flow rate can be adjusted manually (using knob 11) to eight levels displayed on the LED above the knob itself.
To increase the air flow in the compartment, just turn the knob clockwise and to decrease it turn it anticlockwise.
In automatic operation the speed is continuously controlled by the control unit and displayed on the LEDs.
If the ventilation control is operated manually, the AUTO condition is exited.
At KEY ON the air flow rate is at the first bar (minimum flow rate) until the engine is started.
Compressor enablement
The LED in the compressor button (6) indicates the setting desired by the user: if the LED is on, the user wishes the compressor to be activated.
With the LED on, pressing the button switches off the LED and deactivates the compressor. This selection remains memorised indefinitely even after
the car has stopped, the same as for the other manual controls. The button has a dual function and therefore pressing it again re-activates the
compressor and switches on the LED.
Pressing the compressor button (6) activates the compressor and switches on the LED.
From this moment, if the requirements relating to the outside temperature are met, the system produces the necessary cold for controlling the
climate control system inside the passenger compartment with the dehumidification effect of the evaporator.
This functional state is maintained even after the next Key Off/On.
When the user deactivates the compressor the following takes
place: - the LED in the compressor button switches off.
- The AUTO LED switches off.
The check verifies whether, with the current outside temperature, the system is capable of reaching/maintaining the requested
temperature: - If the answer is YES, then the system works normally and is capable of meeting the requirements even without the compressor switched on.
- If the answer is NO, then the system is not capable of meeting the user's requirements and signals this by making the temperature setting values flash.
Switching off control unit (off)
Pressing the control unit OFF button (10) results

in: - memorizing of the current status; - switching
on of the OFF button LED; - fan excluded; -
compressor excluded; In OFF status, the heated
rear window (9) button is managed normally
without activating the climate control system.
In OFF status the recirculation button has a dual function (ON/OFF) opening (LED off) and closing (LED on) the flap.
Pressing any button afterwards (except recirculation and heated rear window) switches the system back on, activates the function requested, if
it was not previously (otherwise it confirms it) and restores all previous operating conditions, recirculation excluded.
mono control
Pressing the MONO button (13) causes the following

actions: - the temperature set on the passenger side is made the same as that
set by the driver; - the MONO button LED (13) comes on.
From that moment the system behaves like a SINGLE ZONE system.
The return to DUAL ZONE operation, with the LED in the MONO button switching off, is managed by the system by pressing the mono button again
or by changing the passenger side temperature.
These functional states are maintained even after subsequent KEYS OFF/ON.
Maximum defrosting button
The MAX DEF function manages the air flow rate and distribution to demist the windows in the shortest possible time (the flow rate is minimal with the
engine switched off).
The activation of the function lasts for three minutes starting from when the temperature of the cooling water exceeds a preset level.
When the MAX DEF button (8) is pressed, the system carries out the following
operations: - Switching on of the MAX DEF LED (8); - Memorizing of the functional
status and previous displays of MAX DEF control; - Switching off of the AUTO and
RECIRCULATION function LEDs; - Switching on of the DEF distribution, compressor
enablement, MONO, recirculation open and heated rear windscreen LEDs; - Display of the max hot temperature (HI) on
both temperature displays (14 and 15); - Displaying of the air flow on the LED.
The following controls are also

activated: - Air flow rate at preset
value; - Distribution flap in DEF
position; - Mixture flaps in MAX HOT
position; - Air intake flap forced open;
- Compressor function enabled; - Rear
windscreen defrost function.
The air flow rate can be varied (up/down), during the operation of the MAX-DEF, at will and the heated rear windscreen deactivated.
It is not possible
to: - Alter the temperature setting (driver/passenger).
- Alter the distribution setting.
- Alter the recirculation setting.
The MAX-DEF function can be interrupted by activating any of the climate control buttons (recirculation, compressor enabling, Auto, Mono, MAX-DEF,
OFF, temperature and distribution) implementing the return to the condition prior to MAX DEF plus the implementation of the control for the button pressed.
The management of the MAX-DEF procedure takes priority over the management of the following
procedures: - LO (max cold).
- HI (max hot).
If in progress, the execution is interrupted if the MAX DEF procedure is activated.
Heated rear window
The rear defrosting is implemented both with the appropriate button pressed and through the Max-Def procedure.
The operating status is displayed by the relevant led switching on or off. The function requesting the activation of the heated rear windscreen is only
subject to the presence of the key-on.
The HEATED REAR WINDSCREEN function is not memorized at the key-off.
Switching on after the vehicle has stopped
On switching on the various parameters are controlled manually or automatically depending on the selections made by the user before switching off.
Therefore all manual interventions carried out before the car stops are memorised and maintained at the next starting except for those relating to
safety (e.g. misting).
If at the previous key off, the control was MAX-DEF, at the next key on the system will assume the position memorised before MAX-DEF.
Self-learning procedure
After the control unit or one of the actuators (excluding the recirculation one) has been replaced, it is necessary to proceed as follows.
CONTROL UNIT REPLACEMENT
Some of the CAN nodes (including the climate control system control unit) are programmed with default settings which the customer will discover on
acquiring the vehicle. If the control unit is being replaced, the Parts Dept. will send a blank component: once fitted, the data memorized in the Body
Computer must be transferred to it.
- Connect the Examiner.
- Select "Active Diagnosis".
- Launch the "Autotest" procedure.
- Select the "Flap Actuator Learning" test.
ACTUATOR REPLACEMENT
The self-learning procedure must be carried out using the Examiner selecting the "Flap Actuator Learning" test (automatic procedure) or
following the instructions given below (manual procedure).
Entering self-diagnosis mode - manual climate control system
- Switch the ECU on (Key-on);

- Turn the Adjustment knob (1), to the low end of the
scale; - press the rear window button (3) once; - turn the
Temperature Adjustment Knob (1) clockwise by one notch; - press
the rear window button (3) once; - turn the Temperature Adjustment
Knob (1) clockwise by one notch; - press the rear window button
(3) once; - turn the Temperature Adjustment Knob (1) clockwise
by one notch; - press the rear window button (3) once.
The activation of the "Self-diagnosis" mode is signalled by the switching off of the ECU backlighting LEDs.
ACTIVATION OF THE SELF-LEARNING ROUTINE
Once in the Self-Learning channel, the LEDs of the buttons (2, 3, 4) report the status of the last Self-Learning procedure carried out, with the
following codification:
SELF-LEARNING STATUS VALUE DISPLAYED
Self-Learning RUNNING Backlight Blinking and function buttons LEDs OFF
Self-Learning completed successfully Backlight OFF and Function buttons LEDs ON
Self-Learning NOT completed successfully Backlight OFF and Function buttons LEDS OFF To start a new Self-learning
procedure, just press the AC button (2); for the entire duration of the routine, the LEDs of the function buttons will be OFF and the backlight LEDs
will flash (RUN).
A positive outcome will be shown at the end of the procedure: the backlight LEDs will be off and the function buttons LEDs will be on.
A negative outcome will be shown at the end of the procedure: the backlight LEDs and the function buttons LEDs will be off.
To leave the "Self-Diagnosis" mode, press the LUN and REC buttons simultaneously (3 and 4), or switch the ECU off and on again (key off followed
by key on).
Entering to self-diagnosis mode - automatic climate control system
- Switch the ECU on (key-

on); - turning the Driver Temperature Adjustment knob (1), set the temperature
to 20°C; - press the rear window button (2) once; - turning the Driver
Temperature Adjustment knob (1) clockwise, set the temperature to 22°C; - press the
rear window button (2) once; - turning the Driver Temperature Adjustment knob (1)
clockwise, set the temperature to 24°C; - press the rear window button (2) once; - turning
the Driver Temperature Adjustment knob (1) clockwise, set the temperature to 26°C; -
press the rear window button (2) once.
The activation of "Self-diagnosis" mode is signalled by the change of the displayed value on both control unit displays (3 and 4).
ACTIVATION OF THE SELF-LEARNING ROUTINE
Once in the Self-Learning channel, the Passenger Temperature Display (4) reports the status of the last Self-Learning procedure carried out, with the
following codification:
SELF-LEARNING STATUS VALUE DISPLAYED
Self-Learning RUNNING 0
Self-Learning completed successfully 1
Self-Learning NOT completed 2
successfully To start a new a Self-learning procedure, simply press the AUTO button (5); for the entire duration of the routine the Passenger
Temperature Display (4) signals 0 (RUN) and shows the positive outcome at the end (value displayed = 1) or negative outcome (value displayed = 2).
To leave the "Self-Diagnosis" mode, press the OFF button, or switch the ECU off and on again (key off followed by key on).
AIR FLOW DIAGRAM
1 - Fixed upper vent

2 - Fixed upper vents
3 - Fixed side vents
4 - Adjustable side vents
5 - Adjustable central vents
6 - Lower vents for rear seats
7 - Adjustable vent for rear seats
COMPONENTS
Air conditioning unit
The unit is particularly compact and
houses: - the fan; - the evaporator; - the
heater radiator; - the temperature sensors,
the air flow control flaps and the flap
actuators; - the additional heater (if present).
1 - Coolant fluid pipe unit

2 - Recirculation actuator
3 - Outside air intake unit
4 - Electric fan
5 - Electric fan regulator
6 - Climate control system unit
7 - Distribution actuator
8 - Left mixing actuator
9 - Right mixing actuator (automatic climate control system only)
10 - Pollen filter cover
11 - Additional heater (PTC)
12 - Heater
13 - Expansion valve
Actuators
1 - Recirculation actuator
2 - Distribution actuator
3 - Left mixing actuator
4 - Right mixing actuator (automatic climate control system only)
Air mixing actuator

The adjustment of the temperature of the treated air is managed via the temperature setting knobs.
The actuators activate the rotation of the mixture flaps depending on the signal from the control unit. A motor with a 12 Volt supply controls the rotary
movement of a drive pin which acts directly on the mixture flaps.
A potentiometer detects the actual position and provides feedback to the control unit.
Air distribution actuator
The distribution actuator activates the rotation of the air distribution flap.
It receives a 12 volt power supply and, by reversing the polarity, it can be made to rotate either clockwise or anti-clockwise. A potentiometer detects the actual
position and acts as feedback for the control unit, checking complete travel between the extreme positions.
Recirculation actuator
The actuator manages the rotation of the flap in two dynamic air and recirculation extreme positions without intermediat positions.
It receives a 12 volt power supply and, by reversing the polarity, it can be made to rotate either clockwise or anti-clockwise.
Automatic system operation

The air is drawn in by the fan through the outside air intake or through the inside air intake and reaches the mixing zone. The temperature of the air to be sent
to the diffusers is determined by the position of the mixture flap which limits the flow of air coming from the outside directly to the distribution zone or at the
heat exchanger.
1 - Electric fan
2 - Filter
3 - Evaporator
4 - Heater
5 - Additional heater PTC
Climate control sensors

Temperature sensors
There are four temperature sensors on the duct/distributor assembly - for automatic climate control system - which provide the climate control system control
unit with a signal relating to the temperature of the air coming out of the vents on both the left and right sides. Two of the sensors are located by the FLOOR
vents, the other two are inside the middle dashboard vents.
The frost sensor is located next to the evaporator.
1 - Left side treated air sensor

2 - Right side treated air sensor
3 - Right floor treated air sensor
4 - Left floor treated air sensor
5 - Frost sensor
Tmr sensor (only available for automatic climate control system)
The TMR is a new sensor that replaces the standard passenger compartment temperature sensor and the solar sensor used in standard automatic systems.
The new sensor measures the mean radiant temperature in the compartment and gives an optimised signal regarding the current temperature conditions inside
the car, to obtain a more rapid automatic adjustment response and improved comfort for passengers.
Passenger compartment moisture sensor (only available for automatic climate control system)
The moisture sensor allows the automatic system to intervene to prevent the windscreen and the front side windows from misting up, which happens in certain outside climate
conditions, and ensure optimum visibility.
This sensor is incorporated in the TMR sensor.
Air quality sensor (aqs)
The AQS is an electronic device which sends a control signal for opening/closing the recirculation flap for the distributor unit when the air pollution index exceeds pre-set
pollution levels to prevent the introduction of polluted air into the passenger compartment; it is fitted on the distributor unit outside air intake.
Through the use of a special sensitive element, the presence of oxidising pollutant particles (e.g. CO) or reducing agents (e.g. NOx) in the air surrounding the vehicle can be
detected.
The sensitivity of the system is optimised according to the potential danger of the pollutant gases according to the M.A.K. index (maximal concentration of harmful substances
at work at an exposure of over 8 hours).
The sensitive element is regulated and heated to a constant temperature of 300°C to give a consistent performance in an ambient temperature operating range of -
25°C to -85°C. It is not affected by the speed or the temperature of the air passing through.
The sensor produces a PWM signal within around 40 secs from when it is first supplied.
PWM signal (time base:100mSec) Meaning
0% short circuit to earth of the signal line
20% non polluted air circulation
40% level 1 pollution
80% Sensor in error
100% short circuit to +12V of the signal line

If the sensor has not been used for a long period its response time varies as illustrated below:
Time out of use Response time
< 24h max 1 sec
24 h < t < 76 h max 30 sec
76 h < t < 480 h max 180 sec
> 480 sec max 300 sec

In order to check the sensor: -
Turn the key on.
- Wait 36 secs for the sensor to warm up.
- Within 120 secs, inject pollutant gas into the sensor using the canister (part. n° 71715571).
- Check that the result of the test is positive using the diagnosis equipment.
1 - Ignition-operated power supply

2 - Earth
3 - Signal
Expansion valve
The section of the expansion valve and the main parts are illustrated in the diagram below.
1 - Fluid outlet duct from the evaporator

2 - Heat sensitive element
3 - To the compressor intake connector
4 - Pressurized fluid
5 - Counter spring
6 - Ball and calibrated port
7 - Expanded fluid (at the evaporator inlet connector)
8 - Valve body
9 - Rod C - To
the compressor F - To
the drier filter Ei -
Evaporator inlet Eu -
Evaporator outlet The
tasks of this valve are to: -
Separate the high pressure circuit from the low pressure circuit;
- Expand the refrigerant (change in state from liquid to gas); -
Regulate the evaporation process (flow rate); - Regulate the
evaporation temperature; - Protect the compressor from
refrigerant fluid.
The thermostatic expansion valve, fitted on the evaporator inlet/outlet ducts, has the task of regulating the flow and expansion (drop in pressure) of the
R134a refrigerant before entering the evaporator.
The automatic regulation of the size of the passage for the gas inside the expansion valve is produced by a sensitive bulb which measures the temperature of
the refrigerant fluid and depending on this suitably adjusts the size of the opening that the gas passes through by means of a special spring that moves a
shutter determining the extent of the expansion.
The increase in temperature at the evaporator outlet, detected by the sensitive bulb, opens the valve with a consequent increase in the flow rate of the refrigerant
in the evaporator.
Conversely, low temperatures involve a reduction in the size of the gas port, determining a decrease in the flow of gas.
The valve regulation screw is calibrated during production and should NOT be tampered with, in order to avoid adversely affecting the efficiency of the air
conditioning system.
The expansion valve is directly accessible from the engine compartment; see the diagram below:
A - Expansion valve
This type of expansion valve has two different refrigerant fluid flows: -
Lower flow, from point (4), gas coming from the drier filter, to point (7), gas outlet towards the evaporator, containing the overheating spring (5) and the modulating
element which, in this case, is the ball (6) housed in the calibrated duct.
- Upper flow, from pint (1), gas coming from the evaporator, to pin (3), gas outlet towards the compressor, containing the thermostatic sensor (2) which is
connected to the upper part of the diaphragm and to the ball (6).
The flow rate control function is exerted through the movement of the ball (6) connected, via the rod (9), to the thermostat sensor (2).
The action of the ball (6) is opposed by the spring (5) which is suitably calibrated and ensures that the refrigerant in the evaporator is in a gaseous state without the
presence of any fluid which, if drawn in by the compressor, could damage it.
The position of the ball (6) depends on the difference in pressure acting on the diaphragm inside the sensor (2); this, in turn, depends on the temperature of the
refrigerant leaving the evaporator (upper flow of the valve).
High evaporator (1) gas outlet temperatures, corresponding to conditions where heat dissipation is high, increase the pressure inside the thermostatic sensor (2); this
involves the movement of the rod (9) and the ball (6) connected to it, which increases the area of the flow and, as a result, the refrigerant (7) flow rate.
The opposite takes place when the temperature of the gas coming out of the evaporator (1) is low.
Linear pressure switch

The linear pressure switch controls the correct operation of the system replacing the function performed by the quadrinary pressure switch. The sensor works by
continuously analyzing the pressure of the climate control system circuit providing the engine management control unit, in real time, with the variations in pressure
making the management of the activation thresholds more flexible.
For each variation in pressure there is a corresponding voltage signal used by the engine management control unit to activate the fan speed and turn the
compressor off if the pressure goes above or below the permitted limits (safety function).
The operating range of the linear sensor goes from 3.018 bar up to 29.508 bar according to the following pressure (bar) / output voltage percentage (%Vdc)
curve.
The go ahead for the activation of the compressor and the adjustment of the fan speed, depending on the variation in pressure, takes place in this pressure range; the
compressor is deactivated above and below these values for safety reasons to prevent damage to the system.
The pin out for the sensor is illustrated in the diagram below.
The supply voltage can vary +/- 10% and the operating temperature of the sensor is between 5°C and 80°C
1- Earth
2 - Supply voltage
3 - Output signal
Externally controlled compressor

The externally controlled compressor is fitted on both the manual and automatic climate control system. This component, which has a special adjustment
component, makes it possible to alter the temperature downstream of the evaporator and, if the thermal conditions allow, to reduce the post-heating.
As a matter of fact, in conventional systems, when an intermediate air temperature is requested, the air cooled by the climate control unit must be heated, wasting a part
of the energy used for cooling.
The compressor external control changes the temperature downstream of the evaporator, thereby reducing post-heating.
This allows fairly good energy saving when an intermediate temperature is required at the vents.
1 - Outside air
2 - Cooling
3 - Post-heating
4 - Outlet to the vents
A - Conventional system
B - External control C -
Energy saving Using the
mechanical energy from the engine via the electromagnetic clutch and pulley, this machine allows the circulation of the refrigerant in the circuit varying
the pressure level.
Variable capacity compressor specifications
The car comes with a DELPHI 5CVC compressor.
Maximum capacity 120 cc/rev
Minimum capacity 6 cc/rev
Number of cylinders 5
Number of maximum continuous revs 8000 rpm
Number of maximum non continuous revs 9200 rpm
Minimum speed 600 rpm
oil type and quantity RL-897-150 ml

The capacity of these types of compressors may increase or decrease depending on variations in load requested by the system, changing exterior conditions
such as temperature and/or humidity and sharp variations in engine load conditions.
1 - Mechanical torque limiter

2 - Main shaft
3 - Rotor
4 - Pin
5 - Thrust bearing
6 - Piston
7 - External control actuator
8 - Orifice
9 - Connecting rod carrier plate
10 - Oranges
11 - Spring
Condenser with built-in drier filter

The condenser is a heat exchanger located in front of the engine coolant radiator.
The refrigerant fluid in a gaseous state passes through the condenser pipes and liquefies, on average, at a temperature of 60°C.
The outside air produced by the vehicle moving forwards comes into contact with the condenser. When the vehicle is stationary or driving in traffic, the flow of
air is produced by the engine radiator fan.
An insufficient thermal exchange in the condenser causes an increase in the pressure in the system and the incomplete condensation of the fluid thereby
reducing the efficiency of the system.
There is a housing on the left side of the condenser for the built-in drier filter. This allows the layout of the system to be improved.
1 - Condenser
2 - Built-in drier filter
Fan
On the manual system, the fan is activated by the passenger compartment air speed selector which sends the signal to a resistive divider which produces
the different speeds. The resistive divider is fitted in the duct between the dynamic air intake and the unit to cool it.
In the automatic system the fan is operated by dedicated buttons in the control panel which send the signal to the Climate Control Node which produces different
voltage values for the different speeds.
Pollen filter
The pollen filter is designed to filter the outside air entering the passenger compartment.
It is located inside the air conditioner casing.
The filter is fitted on both the manual version and the automatic version of the climate control system.
Additional heater (ptc)

The car may be fitted with an additional PTC heater which is designed to heat the passenger compartment more quickly with the vehicle moving when the outside weather
conditions are unfavourable (for example in a particularly cold climate).
It is a resistance located near the radiant mass with a maximum power of 750W.
Operating logic
The additional heater (PTC) is managed by an electronic control unit located at the edge of the climate control unit which activates the ignition relays for at least three seconds
consecutively if the following conditions prevail: - Request for PTC activation from the CAN by the climate control unit (on versions with automatic climate control system) OR fan
activation signal and maximum hot request (on versions with manual climate control)

- Engine speed > 700 rpm -
Engine coolant < 70 °C -
Battery voltage > 12.6 V The
two relays are activated in three steps within 5 seconds:
Step PTC command Time
250 W. PTC1 = ON - PTC2= OFF 0s
500 watts PTC1 = OFF - PTC2= ON 2.5s

750 W. PTC1 = ON - PTC2= ON 5s
The PTC is deactivated if at least one of the following conditions persists for at least 3 seconds.
- Request for PTC deactivation from the CAN by the climate control unit (on versions with automatic climate control system) or fan deactivation signal and NOT maximum hot request (on
versions with manual climate control)
- Outside temperature (> 20 °C)
- Engine speed < 600 rpm -
Engine coolant > 70 °C - Battery
voltage < 11.2 V
Thermal balance
The PTC is disabled in successive steps according to the engine coolant temperature, as shown in the following table:
Engine water temperature % PTC
> 70 C 0
> 65 ºC and < 70 ºC 33
> 60 ºC and < 65 ºC 66
< 60 C 100
Electrical balance
The PTC is disabled in steps also depending on the battery voltage as set out in the table below:
Graph for the first 120 seconds from switching on (in which the alternator is still not working at full speed):
1. PTC operation with decreasing battery voltage 2. PTC

operation with increasing battery voltage Graph after 120
seconds from switching on (in which the alternator is recharging the battery):
1. PTC operation with decreasing battery voltage 2. PTC

operation with increasing battery voltage
191 - Giulietta 2.0 JTDM GENERAL - WINDSCREEN WIPERS AND WASHERS
SPECIFICATIONS
The installation with which the car is equipped serves to clean and keep the windscreen clean. In addition, a headlamp washer system is available as an
option.
Reservoir
The reservoir is located on the left side of the wheel arch. The reservoir supplies the water/antifreeze mixture to the windshield washer pump for cleaning the
windscreen. In addition, the headlamp washers (if fitted) are supplied with liquid by means of a separate pump.
The capacity of the reservoir is large enough to carry out a minimum of 25 wipe/wash cycles. Depending on the function, the volume is approximately 5
liters for versions without and approximately 6 liters for versions with headlamp washers.
The plastic reservoir has outer seats for the windshield washer pump and headlight washer pump (if equipped).
1 - Windshield Washer Reservoir

2 - Windshield Washer Pump
3 - Headlight Washer Pump
Controls
The functions of the wiper unit:
- windscreen wipers: wipe
frequency; - rear wiper: wiping frequency and activation when
reversing; - windscreen washers for: intelligent wash/wipe; - rear
window washer: intelligent wash/wipe; are performed by the
electronic control unit in the steering column switch.
The various functions can be switched on with the right lever.
Operation
windshield wipers
Manual operation
- Stand A: ITU
- Mode B: Interval / Automatic
- Position C: 1st speed continuous

- Position D: 2nd speed continuous
- Position E: Temporary quick erase (non-lock position)
By moving the rotary switch on the right-hand steering column switch lever down to one of three positions:
- interval
- first speed continuous
- second speed
continuous the wiper motor is operated according to the
corresponding operation: Interval: the wiper is operated at the first speed, but with a pause between the strokes, which depends on the vehicle
speed (with a minimum of 1.1 s above 110 km/h up to a maximum of 4.7 s with the vehicle stationary).
First speed continuous: The wipers are operated at the first speed of 45 strokes/minute.
Second speed continuous: The wipers are operated at the second speed of 65 strokes/minute.
Automatic operation
A rain sensor controls the automatic operation: this is a sensor on the windshield of the car, which is equipped with an infrared LED; this
allows the presence of rain to be signaled and thus the wiping can be controlled depending on the water on the window.
The rain sensor is turned on by turning the rotary switch on the right lever of the steering column switch to the interval/automatic position. The wiping
frequency of the windscreen wipers is adjusted to the amount of water on the windscreen. This frequency can vary from zero strokes (no rain - dry
window) to the second speed (lots of rain - wet window).
After activating the rain sensor, the windscreen wipers make 1 stroke as feedback that the activation of the sensor has taken place.
The user can set the sensitivity of the rain sensor using the instrument panel setup menu.
If the engine is turned off and the rotary switch is left in the interval/automatic position, the wipe cycle will not start after restart, even if
not when it rains; this prevents unexpected activations that could lead to dangerous conditions (e.g. if the windows are washed by someone, if the
wiper rubbers are frozen, etc.).
To reset the system to automatic operation, move the rotary switch from the interval/automatic position to any other position and then back to the
interval/automatic position.
If the rain sensor is faulty, the following strategies are performed: - if the
fault is present when switching on (turning the rotary switch), the wipers will wipe at the interval speed, regardless of the presence of rain on the window
- if the fault occurs during operation (with the rain sensor activated): the windscreen wipers are controlled according to the last command sent from the
rain sensor, until another operation is switched on or the windscreen wipers are switched off.
In all cases, the malfunction of the sensor is displayed on the instrument panel; this can determine the incorrect operation of the sensor.
The fault display remains until the fault has been rectified.
rain sensor
The system consists of a sensor element (1), which consists of transmitting elements for infrared rays and a receiver element.
A housing (2) and a cover (3) protecting the sensor element.
A contact plate (4) with silicone sealant (SilGel612) for attachment to the windscreen.
1 - sensor element
2-
Housing
3 - Cover 4 -
Contact plate The silicone sealant is protected by a foil, which must be removed when assembling the component. Avoid contact with hands so that
the silicone layer is not damaged. Since the component cannot be removed and mounted without damaging the silicone layer, the sensor must be
replaced when the windshield is replaced.
When mounting in the workshop, check that there are no air bubbles between the glass and the sensor. Press the sensor with at least 50 N to remove
the air bubbles.
When the rotary switch for the rear windscreen wiper on the right lever of the steering column switch is turned, one of the following windscreen wiper
functions is activated: - interval: with a pause between the strokes of 2.7 seconds - same with the windscreen wipers if at the same time the front and
rear windshield wipers are on. In this situation, the operation is synchronous, but at half the wiping frequency relative to the frequency of the front
windshield wipers - continuously, when reverse gear is engaged.
Front windscreen washers
Pulling the right lever of the steering column switch towards the steering wheel activates the front windshield washers.
If the lever is held for longer than 0.5 second, the wipers will also operate at the first constant speed.
When the lever is released, 3 more cleaning strokes are performed plus an additional stroke after 6 seconds (to clear any drips).
If the wipers are already operating before the windshield washer command is given, the washer function will only change the operation of the wipers if
they are in intermittent mode.
Rear window washer
Pushing the right lever of the steering column switch towards the dashboard activates the rear windscreen washer. If the lever is held for longer than 0.5
seconds, the rear wiper will also operate at a constant speed.
When the lever is released, 3 more cleaning strokes are performed plus an additional stroke after 6 seconds (to clear any drips).
If the wiper is already working before the windshield washer command is given, the washer function will only change the wiper operation when it is in the
intermittent mode.
Headlight Washers
The headlamp washer system features a pump mounted in addition to the windshield washer pump specified above, which directs the
cleaning fluid to two telescopic washer nozzles on the front bumper, cleaning the headlamps with a powerful jet.
If the front windscreen washers are switched on when the low beam is on, the headlamp washers are also switched on for 1.2 s.
The windshield washer pump operates with successive pulses for approximately half a second.
191 - Giulietta 1.4 Turbo MultiAir INTRODUCTION - SCREEN WASHERS AND HEADLAMP WASH/WIPE
SPECIFICATIONS
The vehicle is equipped with a system that cleans and washes the front windscreen. The vehicle may be fitted as an option with a pressurized liquid
washing system for the front headlamps.
Reservoir
The reservoir is located in the left side of the wheel arch compartment and it allows the screen washer system pump to supply the water-antifreeze
mixture required to clean the front window.If the vehicle is equipped with the relevant option, it also supplies the headlamp washer system via a special pump.
The reservoir is made out of plastic and contains external housings for the pump that supplies the windscreen washer and headlamp washers (if fitted).
1 - Windscreen washer fluid reservoir

2 - Pump supplying fluid to the jets
3 - Pump supplying fluid to the jets
Commands
The control of the wiping functions and, in particular, of
the: - windscreen wiper: sweep rate; - rearscreen wiper:
sweep rate and control during reversing; - windscreen
wiper function: smart washing; - rearscreen washer
function: smart washing; is managed by the electronic
module inside the steering column switch unit.
The right lever allows the activation of the various functions.
Operation
Windscreen wipers
Manual mode operation
- Pos. A: OFF (wipers off)

- Pos. B: Automatic
- Pos. C: Intermittent
- Pos. D: Continuous first speed
- Pos. E: Continuous second

speed - Pos. F: Anti-panic (temporary speed - unstable)
When the ring nut for the steering column stalk right lever is moved downwards, to one of the
positions: - automatic - intermittent - first speed continuous - second speed continuous the
windscreen wiper motor is activated according to the following logic. - automatic: see below
Intermittent: the windscreen wiper is operated at the first speed but with a pause between one
stroke and the next, that varies according to the speed of the vehicle (from a minimum of 1.1 secs.
above 110 km/h to a maximum of 4.7 secs with the vehicle stationary).
First speed continuous: the windscreen wiper is operated at the first speed at 45 strokes/minute.
Second speed continuous: the windscreen wiper is operated at the second speed at 65 strokes/minute.
Automatic mode operation
A special rain sensor manages the automatic operation: it is a sensor with an infrared LED installed in the windscreen capable of detecting the presence
of rain and, consequently, of managing the wiping depending on the water present on the glass.
The rain sensor is activated by placing the ring nut for the right steering column stalk lever in the AUTO position. The frequency of the windscreen wiper
strokes is automatically adjusted depending on the amount of water on the windscreen. This frequency can vary from no stroke (no rain - windscreen dry)
up to the second continuous speed (heavy rain - windscreen wet).
The activation of the rain sensor involves a windscreen wiper arm stroke as feedback to confirm that it has been switched on.
The user can alter the sensitivity of the rain sensor, using the vehicle set up menu in the instrument panel.
If the car is stopped off leaving the ring nut in the AUTO position, the next time it is started there is no wiping cycle even if it is raining; this
prevents accidental activation which could cause dangerous conditions for the user (for example, washing the windscreen by hand, blades frozen in place, etc.).
To restore the automatic operation of the system, move the ring nut from the AUTO position to any other position and then return it to the AUTO position.
If there is a problem with the rain sensor (sensor faulty), the following strategies are
activated: - if the problem is present at the activation (operation of the ring nut), the windscreen wiper immediately works in intermittent operation,
irrespective of whether or not there is rain on the glass - if it occurs during operation (with the rain sensor activated): the windscreen wiper is operated in
accordance with the last command sent by the rain sensor until another mode is selected or the operation of the windscreen wiper is deactivated.
In any of these cases the instrument panel signals the failure of the sensor; this makes it possible to highlight the incorrect operation of the sensor.
The fault reading remains activated until the fault disappears.
Rain sensor
The device consists of a sensitive element (1) containing infra red transmission elements and a reception element.
A containment structure (2) and a cover (3) that protects the sensitive element.
A contact disc (4) spread with silicone material (SilGel612) to bond it to the glass.
1 - Sensitive element
2 - Retaining structure
3 - Cover
4 - Contact disc
The layer of silicone material is protected by a film that is removed when the component is installed. Avoid touching with your hands to prevent damage
to the silicone. Because it is not possile to disconnect and reconnect the part without damaging the silicone layer, the sensor should be replaced if the
windscreen is replaced.
If a new part is installed during service, check that no air bubbles remain between the glass and sensor, apply a load of at least 50N to ensure any
bubbles emerge.
Rear window wiper
When the rearscreen wiper ring nut located on the right steering column switch unit lever is turned, the rearscreen wiper is activated in one of the
following modes: - intermittent: with a pause between strokes of 2.7 secs - subject to the windscreen wiper (if there is a simultaneous windscreen/
rearscreen wiper request): In this case the operation is synchronous with a frequency equal to half that of the windscreen wiper - if reverse gear is
engaged it is continuous.
Windscreen washer
Front windscreen washing
Pulling the right steering column switch unit lever activates the front washing.
Keeping the lever pulled for more than 0.5 secs produces the automatic operation of the windscreen wiper at the first continuous speed.
When the control is released there are a further 3 strokes to clean the windscreen plus another one 6 seconds later (to remove any drips).
If the windscreen wiper was already activated before the washing command using the lever, the washing logic is only effective for activating intermittent
operation.
Rear windscreen washing
Pushing the right steering column switch unit lever activates the rear washing. Keeping the lever pushed for more than 0.5 secs produces the automatic
operation of the rearscreen wiper at the continuous speed.
When the control is released there are a further 3 strokes to clean the rearscreen plus another one 6 seconds later (to remove any drips).
If the rearscreen wiper was already activated before the washing command using the lever, the washing logic is only effective for activating
intermittent operation.
Headlamp washing
The headlamp washer consists of a pump, located next to the screen washer pump illustrated previously, that sends detergent to two retractable jets
located in the front bumper which spray a powerful jet onto the headlamps.
With the dipped headlamps on, when there is a front windscreen washing request, the washing of the headlamps is also operated for 1.2 secs.
The headlamp washer pump operates at successive impulses for about half a second.
191 - Giulietta 2.0 JTDM GENERAL - INSTRUMENT/LIGHT ELECTRIC CIRCUITS
Construction of the electrical / electronic system

The "Small 2" architecture of the electrical system in this car has been specifically developed to optimally integrate the most modern electronic
functions.
This structure is the "command center" of the car, directly controlling all body functions (access control, visibility, on-board information, comfort,
etc.) and communicating with various subsystems of the chassis and powertrain, while limiting size and allowing diagnostics, the reliability, weight
and cost of the system are optimized.
Another advantage over traditional systems is the simplified mounting by limiting the number of control units (with an unchanged number of customer
functions) and the number of power and signal connections due to the extensive use of serial communication networks (2 two-wire CAN
communication networks, 1 single wire LIN subnetwork, 1 single wire A-BUS subnetwork).
The power is distributed via four fuse and relay boxes and/or relay or fuse holders, which are connected to the control systems (relays or static
actuators). These boxes also form the connection between the different cable bundles and act as power distributors, so that the maximum
degree of protection is achieved with the simplest possible wiring.
This is a simplified version of the previously used "MINI FLORENCE": the structure is simplified, with a larger number of functions controlled by
the Body Computer.
The main electronic components of the architecture are: B-CAN
C-CAN
NBC Node Body Computer

NGE Node Electric Power Steering
NYL Junction Gear Angle Sensor
NFR Node Braking System
NCM Node Engine Management System
NQS Node Instrument Cluster
NAB Junction Airbag
NSP Node Parking Sensor
NRR Junction Radio
RNM Radio Navigation System with Maps
NCV Node Bluetooth Control Unit
NCL Climate Control Hub
AHM Module Extra Heating
CPP Tire Pressure Control Unit
EOBD Diagnosestekker
(in brackets is the code used in the electrical schematics)
The communication links consist of:
A B-CAN network of 50 kbit/s. Specifications: two network cables, B-CAN B and B-CAN A, resistant to network interference; 29 bit standard A
500 kbit/s C-CAN network. Specifications: two twisted network cables, C-CAN H and C-CAN L, not resistant to network interference; 29 bit
standard
Replace and initialize nodes

Some nodes of the CAN are programmed with a "default" setting, which is set when the car is delivered to the customer.
The nodes in which this information is stored are: - Body

Computer; - Node Instrument panel; - Node Bluetooth
Control Unit; - Node Radio Navigation System; - Climate
control unit node; - Node Airbag If the Body Computer
is replaced, the body computer must be ordered from
Dept. according to the break-down procedure. Parts
stating the chassis number of the car. dept. Parts then
provides an "exact copy" of the Body Computer: which is programmed with all "default" settings (the same as during the production of the
car) that are included in the database at Dept. Parts linked to the chassis number of the car.
If other of the above nodes need to be replaced, Dept. Parts an "empty" component: after assembly, the "default" data stored in the Body Computer
must then be transferred using the Examiner and the procedure "PROXI ADJUSTMENT".
Disconnect battery
If the battery is disconnected, keep: - Body

Computer; - Node Instrument panel; - Node
Bluetooth Control Unit; - Junction Radio
Navigation System; - Climate control unit
node; - Node Airbag the information received
and they do not need to be initialized after
the battery is reconnected, while the other
nodes will lose some or all of the information stored, requiring them to be "initialized".
Logistic mode (storage function)

Logistic mode: the body computer contains software that switches off all electrical consumers of the car except the most important functions
(starting circuit, lighting). With this function the energy of the battery can be saved; this is useful if the car is parked for a long time in the forwarding
center for sale.
The function must be disabled in the workshop before delivery to the customer.
Shutdown procedure
The procedure
is: - Connect the diagnostic tool to the EOBD connector of the car and turn the ignition switch to MAR.
- Check whether the "charge current indicator" is flashing; this indicates that the "Logistic mode" for power reduction is enabled.
- Disable the Logistic mode with the Examiner using the diagnosis of the Body Computer.
- The Body Computer and all Control Units involved in executing this command, upon receipt of the communication via CAN, restore complete
operation and send an acknowledgment message to the Body Computer node.
- In the memory, all faults are cleared from the control units, which are equipped with a diagnosis function.
- Perform a Key-OFF / Key-ON.
- Check whether the "Charging current indicator" lights up continuously.
Diagnosis and diagnostic plug

The diagnostic connector (EOBD connector) is located on the outside of the Body Computer and is used for both CAN networks; the diagnosis of
nodes is carried out using diagnosis messages sent over the communication networks with the exception of the gas discharge headlamp control units
(CPS and CPD), which are connected directly to the diagnosis plug.
Use the diagnostic plug A16HS for the dialogue with the various control units.
In addition, there is a serial ISO 5A BUS for the anti-theft alarm, windscreen wiper functions, lighting, and a serial LIN link connecting the instrument panel
to the warning display for unfastened seat belts.
CSP Rain/Twilight Sensor Control Unit

NQS Node Instrument Cluster
CAV Motion Sensor Control Unit
CSA Control Unit Siren Theft Alarm
IBS Accuconditiesensor
Node Body Computer

Arrangement of the Body Computer Node.
The following image shows the back of the Body Computer Node.
CONNECTOR PIN M001D connector (dash harness)
Pen Function
1
Antenna immobilizer (ground)
2 Antenna immobilizer (signal)
3 Negative signal from rear window heating switch (not connected)
4 Serial F connection for ABS / LIN (not connected)

5 A-Bus for rain sensor (not connected)
Right turn signal negative control signal from steering column switch (not connected)
6
7 Minus control signal hazard warning lights switch
8 Minus control signal "UP" driver's window (not connected)
9 VSO signal generated (vehicle speed) (not connected)
10 Control signal LED hazard warning lights (not connected)
11 Control signal LED status doors
12 Plus control signal LED rear window heating (not connected)
13 Minus control signal "DOWN" driver's window (not connected)
14 Minus control signal "UP" passenger window (not connected)
15 Minus control signal "DOWN" passenger window (not connected)
16 B-CAN A Knooppunt Airbag
17 B-CAN A NQS
18 B CAN-A NRR / RNM
19 B-CAN A Bluetooth
20 B-CAN B Knooppunt Airbag
21 B-CAN B NQS
22 B-CAN B NRR / RNM
23 B-CAN B Bluetooth
24 C-CAN H NCV (Stub) (not connected)
25 C-CAN H EOBD (Stub) (not connected)
26 C-CAN L NCV (Stub) (not connected)
27 C CAN-L EOBD (Stub) (not connected)
28 Minus control signal City button (not connected)
29 Installation preparation
30 Fog lamp switch signal (not connected)
31 Request signal air conditioning (not connected)
32 Not connected
33 Ground reference signal to cruise control lever (not connected)
34 Ground reference signal to steering column switch
35 Spiral Mechanism Mass Reference Signal
36 Minus control signal high beam/high beam signal from steering column switch
37 Left switch panel reference ground
38 Minus control signal selector switch lighting from steering column switch
39 Open/close doors switch signal
40 Luggage compartment internal switch signal (not connected)
41 Control signal cruise control
42 Voltage stabilizer diagnosis
43 Shutdown button S&S
Left turn signal control signal from steering column switch (not connected)
44
45 Control signal FN/RN from switch panel
46 Not connected
47 Not connected
48 Not connected
49 Switch panel reference ground
50 Radio control signals from left steering wheel (VOL-; VOL+; Mute; Voice)
51 Outside lighting control signal from steering column switch
52 Control signals radio from steering wheel right (SCAN-; SCAN+; Source: TEL)
53 Not connected
54 Minus control signal first windshield wipers speed from steering column switch
55 Minus control signal for windscreen washers from steering column switch
56 Power supply selector switch dna
Minus control signal intermittent windshield wipers from steering column switch (not connected)
57
58 Not connected
59 Minus steering signal rear wiper from steering column switch
60 Lighting linked to outdoor lighting for radio
CONNECTOR PIN M001E Plug (Dash Harness)
Pen Function
1 INT/A from start/ignition lock
2 Power (+30) (not connected)
3 Airbag power supply
4 Power (+15) for radio
5 Power (+15) for Bluetooth
6 INT/A (not connected)
7 Power (+15) for NQS
8 Low beam plus signal for headlight adjustment control on NQS
9 Power mass 1 for NBC

10 Power mass 2 for NBC (not connected)
11 INT from start/ignition lock
12 Power supply (+30) for radio
13 Power (+15) for PND
14 Power (+30) for NQS
15 Power supply (+15) for center switch panel lighting
16 Power supply (+15) for lighting left switch panel
17 Power (+15) for steering wheel controls lighting
18 Glove box lighting (SBMT)
19 Power (+30) for Bluetooth
20 +30 Radio amplifier permission The
following figure shows the front of the Body Computer Junction.
CONNECTOR PIN M001B connector (front harness)
Pen Function
1
Control signal "n" from DNA selector switch
2 Start relay control signal
3 WLM (+15) power windows
4 Control signal fog lamp relay
5 Open door negative signal to NCR control unit (not connected)
6 Negative control signal rear window heating relay
7 Sill lighting time control
8 Front right turn signal
9 Right flank indicator
10 Front left turn signal
11 Left flank indicator
12 Lighting linked to outdoor lighting

13 Daytime low beam right
14 Control signal "Comfort enable" window and mirror control
15 Exterior lighting front right (not connected)
16 Control signal rear window heating relay (not connected)
17 Control signal LED status doors (not connected)
18 Hazard warning flasher signal (not connected)
19 VSO signal for sunroof
20 Control signal LED hazard warning lights (not connected)
21 Control signal LED rear window heating
22 Control signal large light relay
23 Minus Control Signal Headlight Washer Relay
24 Feedback signal LED taillights left
25 Mass selector switch dna
26 Front brake pads worn signal
27 Brake light control signal from brake pedal (normally open)
28 Daytime low beam left
29 City light front left
30 City light front right
31 Control signal "d" from DNA selector switch
32 Signal from switch "UP" driver's window (not connected)
33 Negative signal from brake fluid level sensor
34 Brake light switch (normally closed)
35 Signal TPMS 1 (not connected)
36 Signal TPMS 2 (not connected)
37 Immobilizer relay signal
38 Signal from switch "UP" passenger window (not connected)
39 Front windshield wiper limit switch signal
40 Signal from switch "DOWN" driver's window (not connected)
41 Signal switch rear window heating
42 B-CAN A Diagnosestekker
43 B-CAN B Diagnosestekker
44 C-CAN H NBC (begin netwerk)
45 C-CAN L NBC (begin netwerk)
46 Control signal LED "ice" (not connected)

47 Signal from switch "DOWN" passenger window (not connected)
48 Open cargo area switch signal (normally open)
49 Request signal air conditioning
50 Speed sensor signal (not connected)
51 Door release switch from driver's door
52 Mass outside temperature sensor
53 Passenger door open switch signal
54 Driver's door open switch signal
55 Serial connection ABS doors LIN (not connected)
56 A-BUS
57 B-CAN A Climate Control Unit
58 B-CAN B Climate Control Unit
59 C-CAN H
60 C-CAN L
CONNECTOR PIN M001C connector (front harness)
Pen Function
1
Steering signal "DOWN" left front window controls (not connected)
2 Two-way windshield washer pump (rear windshield washer)
3 Front wiper motor (low speed control signal)
4 Power supply INT (not connected)
5 Power supply INT (not connected)
6 Power supply INT for seat heating controls
7 Power supply INT brake pedal switch (normally open)
Power supply INT relay fuse and relay box in engine compartment and reverse
8
switch
9 INT (not connected)
10 Power supply for left dipped beam lamp
11 Motorcycle headlight adjustment left
12 +30 TPMS control unit, motion sensors, alarm siren
13 Power supply for rear wiper
14 Front wiper motor (high speed control signal)
15 Two-way windshield washer pump (windscreen washers)
16 Central locking doors (lock/unlock)
17 Steering signal "DOWN" front right window (not connected)

18 Power supply for front right power window
19 Power for left front power window
20 Sill lighting (SBMT)
21 INT/A for fuse and relay box in engine compartment
22 INT for lighting selector switch dna
23 INT for gas discharge headlamps
24 INT for climate control unit
25 INT for brake pedal and clutch pedal
26 Motorcycle headlight adjustment right
27 Power supply for right dipped beam lamp
28 +30 Diagnostic plug
29 Power +30 for mirror control, climate control control
30 Tailgate unlock control signal
31 Common power lock/unlock doors
32 Central locking of doors (dead-lock control signal)
CONNECTOR PIN M001F connector (rear harness)
Pen Function
1
Left rear turn signal
2 Left flank indicator (not connected)
3 Right rear turn signal
4 Fuel level sensor signal
5 Exterior lighting rear right (not connected)
6 Exterior lighting rear left (not connected)
7 Minus signal rear wiper cam
8 Brake light right
9 Front ceiling light timer control signal
10 Brake light left
11 Rear ceiling light control signal (not connected)
12 Sill light control signal (not connected)
13 Front ceiling light power supply (SBMT)
14 Power supply for parking sensors
15 License plate light
16 Brake light left (Not connected)
17 Minsignaal brandstofniveau (GND)

18 Right side turn signal (not connected)
19 Negative signal parking brake switch
20 Exterior lighting rear left (not connected)
21 Not connected
22 Front ceiling light signal (not connected)
23 INT for TPMS control unit
24 INT for rain/twilight sensor, electronically dimmable mirror, sunroof control, Bluetooth
keypad, motion sensors
25 Left rear fog light control signal (not connected)
26 Loadspace lighting power supply (SBMT)
27 Power supply sun visor light right (SBMT)
28 Power supply sun visor light left (SBMT)
29 INT/A for fuse and relay box luggage compartment
30 Lighting linked to outdoor lighting
31 Antenna RF (GND) coax cable
32 Control signal relay INT/A (not connected)
33 Serial F connection for ABS / Doors LIN (not connected)
34 B-CAN A Parking sensor node
35 Not connected
36 Not connected
37 B-CAN A TPMS Control Unit
38 Minus control signal opening tailgate from Soft-touch handle
39 Minus signal open tailgate
40 Minus signal rear door left (not connected)
41 Negative signal FIS (not connected)
42 Not connected
43 Not connected
44 Steering signal rear fog light right / steering signal reversing light (not connected)
Steering signal rear fog light right / steering signal reversing light (not connected)
45
46 RF signal antenna (coaxial cable)
47 WLM Confort closing (not connected)
48 Lin A-BUS for rain/twilight sensor, motion sensors
49 B-CAN B Node parking sensor
50 Not connected
51 Not connected
52 B-CAN B TPMS Control Unit
53 Signal retrofitted theft alarm (not connected)
54 Feedback signal LED rear lights right
55 Not connected
56 Negative signal rear door right (not connected)
57 Not connected
58 Not connected
59 Not connected
60 mister light
The following figure shows the fuses on the Body Computer

Fuse and relay box in the engine compartment

The fuse and relay box in the engine compartment is located on the left side and is protected by a cover.
Carry out the cover removal/installation in the correct order to prevent liquid from entering the fuse and relay box due to incorrect cover installation.
edit. 5505A28 HOLDER FOR ADDITIONAL FUSES AND RELAY BOX IN ENGINE ROOM - UI
During cleaning work, the jet of the high-pressure cleaner must not be aimed at the cover of the fuse and relay box in the engine compartment.
The fuse and relay box in the engine compartment is integrated in the wiring harness in the engine compartment and cannot be replaced separately.
Fuses and Relays

The following figure shows the arrangement of the fuses in the fuse and relay box in the engine compartment.
Fuse Capacity Protected consumers
F01 70 A NBC (Body Computer)
F02 40 A Luggage compartment fuse and relay box
F03 20 A Start/ignition lock

F04 40 A NFR 1 (pomp)
F05 70 A NGE
F06 20/30/40 A Low Speed Engine Cooling System

Electric Fan
F07 30/40/50 A High Speed Engine Cooling System Electric

Fan
F08 15A Heated windshield
F09 20 A Headlight Washers
F10 15 A Horns
F11 10 A NCM (secondary consumers)
F14 15 A High beam units
F15 30 A Heating PTC 1
F16 5A +15 NCM
F17 10 A NCM
F18 5A NCM
F19 7,5 A Aircocompressor
F20 30 A Rear window and exterior mirror heating
F21 15 A Fuel pump
F22 15 / 20 A NCM (primary consumers)
F23 20 A NFR 2 (valves)
F24 5A +15 NFR, NGE, Gierhoeksensor
F30 15 A fog lights
F81 60 A Glow plug control unit (jtd)
F82 50 A Heating PTC 2
F83 40 A booster
F84 20 A Hi-Fi amplifier and subwoofer
F85 15 A Plug sockets
F87 +15 mirror heating and

7,5 A
windshield washer heating
Relay Capacity Forwarded Consumers
T02 20 A High beam units
T03 20 A Horns
T05 20 A Aircocompressor
T06 30 A Low Speed Engine Cooling System

Electric Fan
T07 50 A High Speed Engine Cooling System Electric

Fan
T08 20 A Heated windshield
T09 30 A Engine management system
Immobilizer S&S (with T20 blocked)

T10 20 A
Headlight washers (version without S&S)
T14 20 A fog lights
T17 20 A Fuel pump
T19 30 A Heated rear window
T20 30 A Startsysteem S&S
T30 50 A booster
T31 20 A Plug sockets
EXTRA FUSES AND RELAY BOX

A series of fuses are located on the left side wall in the luggage compartment.
The fuse and relay box in the luggage compartment contains the following fuses:
The fuse and relay box in the luggage compartment contains the following relays:
The luggage compartment fuse and relay box is connected directly to the rear wiring harness and has no detachable connectors; the case can be replaced by loosening the
individual pins; see
edit. 5505A14 EXTRA FUSES AND RELAY BOX IN LUGGAGE COMPARTMENT - UI
191 - Giulietta 2.0 JTDM INTRODUCTION - INSTRUMENT/GAUGE ELECTRICAL CIRCUITS
Structure of electrical/electronic system

The electrical equipment on this vehicle makes use of the Small 2 architecture developed specifically to integrate the most sophisticated electronic
functions in the most efficient way.
This structure makes up the car's "nervous system", directly controlling all the bodywork functions (access control, visibility, on board information,
comfort, etc.) and communicates with the various chassis and power unit subsystems, improving system fault diagnosis, reliability, weight and cost.
A further advantage compared with traditional systems is the simplification of the fitting through the reduction in the number of control units (in line with
the functions offered to the customer) and the number of power and signal connections, through the extensive use of serial communication networks (2
CAN dual wire networks, 1 LIN single wire network, 1 A-BUS single wire subnetwork).
Power distribution takes place by means of four fuse boxes and relay boxes, connected to the control elements (static actuators and relays). These
control units also act as an interconnection for the wiring and as an electrical distributor to ensure the maximum level of electrical protection and the
minimum degree of wiring complexity.
It is a simplified version of the previous "MINI FLORENCE" system: the structure has been simplified to manage a greater number of functions with the
Body Computer.
The main electronic components managed by the architecture are listed
below: B-CAN network
C-CAN network
NBC Body Computer node

NGE Electric steering node
NFR Brake node
NCM Engine control node
NFA Self-Adaptive Lighting Node
NQS Instrument panel node
NAB Air Bag node
NSP Parking sensor node
NAG Driver's Seat Position Node
NAP Passenger's Seat Position Node
NRR Radio receiver node
RNM Map radio navigator
NCV Bluetooth control unit node
NCL Climate control node
EOBD Diagnosis connector
(the code used in wiring diagrams is shown in brackets)
The structure of the communication lines includes:
A 50 Kbit/s B-CAN type network. Specifications: presence of two network cables, B-CANb and B-CANa, resistant to network malfunctions; 29
bit standard A 500 Kbit/s C-CAN type network. Specifications: presence of two tangled network cables, C-CANH and C-CANL, not resistant to
network malfunctions; 29 bit standard
Replacing and initializing network nodes

Some of the CAN nodes are programmed with default settings which the customer will discover on acquiring the vehicle.
The nodes storing this information are

the: - Body Computer; - Instrument
Panel Node; - Bluetooth Control Unit
Node; - Radio Navigator Node; - Climate
Control Unit Node; - Air Bag Node If the
Body Computer is being replaced, an
"identical copy" of the Body Computer
must be obtained from the Parts Dept as a V.O.R. order supplying the vehicle chassis number: this copy will contain all the default settings
entered into the new vehicle which are stored in the Parts Dept. database for the vehicle chassis number.
If the other nodes described above are being replaced, the Parts Dept. will send a blank component: once fitted, the initial default data must be
transferred to it by carrying out the PROXI ALIGNMENT procedure using the Examiner.
Battery disconnection
If the battery is disconnected,

- Body Computer; -
Instrument Panel Node; -
Bluetooth Control Unit Node;
- Radio Navigator Node; -
Climate Control Unit Node; -
Air Bag Node they keep the
information received and do not need to be initialized after the battery is disconnected, whilst the other nodes lose some or all of the information
memorized and should be initialized.
Logistic mode
Logistic mode: there is software inside the Body Computer that excludes all vehicle electrical loads, except the main functions (vehicle starting,
lights). This function makes it possible to save battery energy which is useful when the vehicle is parked, possibly for long periods, in forecourts before being sold.
The function should be disabled in the workshop before the vehicle is handed over to the customer.
Deactivation procedure
The procedure is as
follows: - connect the diagnosis device terminal to the vehicle EOBD socket and turn the ignition ON.
- Check that the "alternator recharging" warning light is in flashing mode to indicate that the Logistic Mode low consumption mode is activated.
- Deactivate the low consumption supply mode by carrying out the fault diagnosis of the Body Computer using the Examiner.
- The Body Computer and all control units involved, on receiving the CAN message, will restore their full operation and send a confirmation
message to the Body Computer node.
- Delete the error memory in all control units with a diagnosis function.
- Carry out a key OFF - key ON.
- Check that the "alternator recharging" warning light is on constantly.
Fault diagnosis and diagnosis connector

The diagnosis socket (EOBD) is external to the Body Computer node and joins the two CAN networks. Therefore, node diagnosis is not performed by
means of diagnosis sent on communication networks, except for the two discharge gas headlight control units (CPS and CPD), which are connected to
the diagnosis socket directly.
An A16HS diagnosis connector is needed in order to be able to converse with the various electronic units.
There are also the ISO 5 A-BUS serial line for alarm, wiping functions, lighting and battery charge status sensor.
CSP rain/dusk sensor control unit

CAV - Volumetric Alarm Control Unit
CSA Alarm siren control unit
IBS Intelligent Battery Sensor
Body Computer Node

Location of the Body Computer Node
The rear part of the Body Computer Node is illustrated below.
Connector M001G PIN OUT (dashboard wiring)
Pin Function
1
Earth (window lifting earth) (N.C.)
2 Active digital input to Vbat INT
3 Power supply from F-50 INT for AIR BAG
4 Power supply from F-53 +30 for NQS
5 Power supply from F-53 +30 for NBS/TEG reader (N.C.)

Power supply from F-32, SBMT relay contact output for glove compartment light
6
7 Power supply from F-51, INT for NRR / NIT-MYPORT
8 Power supply from F-51, INT for NCV
9 Active digital input Vbat KL 15a
10 Power supply from F-36 +30 for NRR / NIT
11 Earth
12 Power supply from F-49, INT for controls on the steering wheel
13 Power supply from F-51, INT for voltage stabiliser
14 Power supply from F-49, INT for vehicle dynamics selector
15 Power supply from F-49, INT for PCS
16 Power supply from F-49, INT for PCS and Hazard
17 Power supply from F-37, INT for NQS/SBR
18 Power supply from F-36 +30 for EOBD
19 Power supply from F-36 +30 for NCV
20 Power supply from F-36 +30 for NRR with BOSE system
Connector M001H PIN OUT (dashboard wiring)
Pin Function
Earth active analogue input, negative digital signal for vehicle locking/unlocking
1
Earth active analogue input, negative analogue signal for Resume/Up/Down from CSM (N.C.)
2
3 Driver relay Low Side, negative control for coil of TEG locking relay (N.C.)
4 Driver relay Low Side, negative control for coil of TEG unlocking relay (N.C.)
5 Driver High Side, LED positive control (N.C.)
6 Driver Low Side, negative control for All weather LED
7 Driver High Side, heated rear screen signalling LED positive control (N.C.)
8 Driver High Side, hazard light on LED positive control
9 B-CAN A line
10 B-CAN A line
11 B-CAN A line
12 B-CAN A line
13 C-CAN H line for Convergence (N.C.)
14 C-CAN L line for Convergence (N.C.)
15 Specific input, immobiliser signal
16
Earth active analogue input, negative analogue signal for boot opening button
(N.C.)
Active analogue input Vbat/earth, Positive digital signal for passenger side window lifting control
17
(N.C.)
Active analogue input for Vbat/earth, positive digital/analogue signal for driver side window lowering
18
control (N.C.)
Earth active analogue input, negative analogue input for TEG reader locked/unlocked
19
(N.C.)
Earth active analogue input, negative analogue signal for windscreen wiper intermittent operation
20
from CSM (N.C.)
Earth active analogue input Active analogue input for 4WD control earth (N.C.)
21
22 Earth active analogue input, negative analogue input for TEG reader on (N.C.)
23 Driver High Side, Door status/deterrent LED positive control
24 B-CAN B line
25 B-CAN B line
26 B-CAN B line
27 B-CAN B line
28 C-CAN H line EOBD
29 C-CAN L line EOBD
30 Specific input, immobiliser signal
Active analogue input Vbat/earth, positive digital signal for driver side window lifting control (N.C.)
31
32 Driver Low Side, negative control for Dynamic LED
33 Frequency input, Digital signal from Tachograph (N.C.)
Earth active analogue input, Negative analogue signal for Start&Stop enablement
34
Earth active analogue input, Negative digital signal from heated rear screen button (N.C.)
35
36 Earth reference for PCC
37 Earth reference for PCS (N.C.)
Earth active analogue input, Negative analogue signal for steering wheel controls, LH side
38
Earth active analogue input, Negative analogue signal for rear fog light / fog light
39
Earth active analogue input, Negative analogue signal for rear window wiper from CSM
40
Earth active analogue input, Negative analogue signal for Vehicle Dynamic
41
Control switch
Earth active analogue input, Negative analogue signal for light selector from
42
CSM
Earth active analogue input, Negative analogue signal for main beams / flashers from CSM
43
44 Serial line LIN 2 (N.C.)

45 Reference earth for CSM
46 NQS for LH CAF supply
Active analogue input for Vbat/earth, Negative digital signal for converter diagnosis
47
Active analogue input for Vbat/earth, Positive digital/analogue signal for passenger side
48
window lowering control (N.C.)
49 Positive side light control for CAF from NQS
50 Driver High Side Driver, Positive light control depending on side lights
Earth active analogue input, Negative analogue signal for steering wheel controls, RH side
51
52 Driver High Side, Start&Stop enablement LED positive control
53 Earth reference for steering wheel
Earth active analogue input, Negative analogue signal for windscreen washer from CSM
54
55 Earth active analogue input, Negative digital signal for hazard lights
Earth active analogue input, Negative analogue signal for Cruise Control Off from CSM
56
Earth active analogue input, Negative analogue signal for side lights from
57
CSM
Earth active analogue input, Negative analogue signal for windscreen wiper switch from CSM
58
60 Driver High Side, LED positive control (N.C.)
The front part of the Body Computer Node is illustrated below.
M001A connector (front wiring): Body Computer power supply

M001B connector (rear wiring): luggage compartment control unit power supply
M001C connector pinout (front wiring)
Pin Function
1
Power supply from F-12, Output for RH dipped beam headlamp relay contact
2 Power supply from F-43, Output for windscreen wiper relay contact
3 Power supply from F-90, Output for LH main beam headlamp relay contact
4 Power supply from F-51, INT for NCL, AQS
5 Power supply from F-91, Output for RH main beam headlamp relay contact
6 Power supply from F-92, Output for LH fog light relay contact
7 Power supply from F-51, INT for reversing switch, clutch (NC)
8 Power supply from F-93, Output for RH fog light relay contact
9 Contact output for first speed window wiper relay
10 Contact output for second speed window wiper relay
11 Power supply from F-43, Output for rear window wiper relay contact
Power supply from F-13, Output for LH dipped beam headlamp/CAF relay contact
12
13 Power supply from F-36 +30 for NCL
14 Power supply from F-36 +30 for CSA
15 Power supply from F-37, INT for discharge lamp
16 Power supply from F-37, INT for brake switch (N.O.)
17 Power supply from F-51, INT for brake/clutch switch (N.C.)
Power supply from F-51, INT for coils T02, T05, T19, diesel filter, AFS, brake
18
vacuum sensor
19 Active digital input Vbat, INT from key (N.C.)
20 Power supply from F-31, INT/A for coils T08, T40, T42
M001D connector PIN-OUT (front wiring)
Pin Function
1
Driver High Side, DRL/side light control
2 Earth active analogue input (N.C.)
3 Driver High Side, Wake-up positive control (N.C.)
4 Driver relay Low Side, Negative control for relay coil (N.C.)
Driver relay Low Side, Output for driver side door open repetition signal for DDCT (N.C.)
5
6 Driver High Side, Positive control for hazard lights on LED (N.C.)
7 Signal driver (N.C.)
Earth active analogue signal, Negative digital signal from bonnet open signalling switch
8
(N.C.)
Earth active analogue input, Negative digital signal for hazard lights switch (N.C.)
9
10 Driver relay Low Side, Negative control for relay coil (N.C.)
Active analogue input for Vbat/earth, Positive digital signal for brake light (N.C.)
11
12 Power supply from F-42, INT for NFR NYL NAS
13 Power supply from F-42, INT for NFR, NGE

14 RH CAF power supply
15 Driver High Side Driver Power supply for LH DRL ECU (N.C.)
16 Reference earth for RH TPMS sensor (N.C.)
Earth active analogue input, Negative analogue signal from windscreen/rear window wiper switch
17
(N.C.)
Earth active analogue input, Negative analogue signal from brake fluid level switch
18
19 Driver relay Low Side, Negative control for heated rear screen relay coil
21 Driver High Side, heated rear screen signalling LED positive control (N.C.)
22 Driver relay Low Side, Negative control for headlamp washer relay coil
Earth active analogue input, Negative analogue signal from brake pad wear
23
sensor
Earth active analogue input, Negative digital signal from heated rear screen button (N.C.)
24
25 Active digital input Vbat/earth (N.C.)
28 Power supply from F-42. INT for NFR, NGE (N.C.)
29 LH CAF power supply
30 Driver High Side Driver Power supply for DRL ECU
31 Driver High Side Front LH direction indicator activation
32 Driver High Side Side LH direction indicator activation
33 Driver High Side, DRL/side light control
34 Earth active analogue input (N.C.)
35 Earth active analogue input Diagnosis feedback (DRL/side lights)
Earth active analogue input Diagnosis feedback from LH headlamp active to earth (LED) (N.C.)
36
37 C-CAN L line
38 C-CAN H line
39 Speedometer sensor earth (N.C.)
40 B-CAN B line
41 B-CAN A line
42 Active analogue input for Vbat/earth, Positive digital signal for A/C (N.C.)
Active analogue input Vbat/earth, Negative digital signal for engine coolant level (N.C.)
43
44 Frequency input, Speedometer sensor signal (N.C.)
Active analogue input for Vbat, Positive analogue signal D+ for alternator
45 (N.C.)
46 Driver High Side Front RH direction indicator activation
47 Driver High Side Side RH direction indicator activation
48 Driver High Side Driver, Positive light control depending on side lights (N.C.)
49 Driver relay Low Side, Negative control for starting relay enablement
50 Serial line LIN 1 for battery monitoring system, alarm siren
51 Driver Low Side Earth for rear parking sensors (N.C.)
52 C-CAN L line (N.C.)
53 C-CAN H line (N.C.)
54 Specific input, RH wheel TPMS signal (N.C.)
55 Specific input, LH wheel TPMS signal (N.C.)
56 Driver Low Side Regeneration, VSO signal (N.C.)
57 Active analogue input for Vbat, Positive digital signal for brake light (N.O.)
58 Earth active digital input, Windscreen wiper cam negative digital signal
59 Positive side light control for LH CAF
60 Positive side light control for RH CAF
Connector M001E PIN OUT (rear wiring)
Pin Function
Power supply from F-47, Output for driver side window lifting control relay contact (N.C.)
1
Power supply from F-47, Output for driver side window lowering control relay contact (N.C.)
2
3 Power supply from F-38, Output for Dead Lock control relay contact
4 Power supply from F-36 +30 for CAV
5 Power supply from F-49. INT for electrical seats (CSE)
Power supply from F-49. INT for rain/dusk/electrochromic mirror/TMR-HR

6
sensor
7 Power supply from F-49, INT for CTA
8 Power supply from F-89, Output for door locking relay contact (N.C.)
Power supply from F-89, Output for opening rear window release contact (N.C.)
9
10 Power supply from F-49, INT for volumetric sensors
11 Power supply from F-51. INT for NSP to rear parking sensor power supply
12 Power supply from F-51. INT for NCV (N.C.)
13 Power supply from F-51. INT for passenger side door (N.C.)
14 Power supply from F-38, Output for boot release relay contact
15
Power supply from F-48, Output for passenger side window lowering relay
contact (N.C.)
16 +30 power supply from F47 for drivers side window lifting
17 +30 power supply from F-34 for RH rear window lifting
18 Power supply from F-38, Output for door locking relay contact
19 +30 power supply from F-33 for LH rear window lifting
20 Driver High/Low Side, Rear window wiper motor positive control
21 Power supply from F-36 +30 for folding mirrors
22 Power supply from F-32, SBMT relay contact output for sun visors
23 Power supply from F-32, SBMT relay contact output for front puddle lights
24 Power supply from F-32, SBMT relay contact output for rear courtesy light
Power supply from F-32, SBMT relay contact output for front roof courtesy light
25
26 Reference earth for rear lights (PWM) (N.C.)
27 Power supply from F-31, INT/A for coils T40 and T42
Power supply from F-32, SBMT relay contact output for luggage compartment light
28
29 Power supply from F-32, SBMT relay contact output for rear puddle lights
Power supply from F-48, Output for passenger side window lifting relay contact (N.C.)
30
31 +30 power supply from F-48, passenger side window lifting
Power supply from F-38, Output for door unlocking/common relay contact (dead lock)
32
M001F connector pinout (rear wiring)
Pin Function
1
Driver High Side RH reversing light activation
2 Driver High Side LH side light/brake light activation on mobile part
3 Driver High Side RH rear fog light activation
4 Driver High Side LH reversing light activation
5 Driver High Side, Window lifting activation control
6 Driver High Side RH/LH number plate light activation
7 Driver High Side Driver, Positive light control depending on side lights
8 Driver Low Side, Negative control for timed/dimmed front courtesy light
Active analogue input for Vbat/earth, Positive analogue signal for LH rear courtesy light (N.C.)
9
10 Driver Low Side, Negative control for timed/dimmed rear courtesy light (N.C.)
Active analogue input Vbat/earth, Negative digital signal from FIS / trailer presence (N.C.)
11
Earth active analogue input Diagnosis feedback from LH light active to earth (LED) (N.C.)
12
13 Driver Low Side, Negative control for timed/dimmed rear courtesy light
14 Serial line LIN 1 for rain/dusk sensor (+15 ) / volumetric sensors (+30 )
15 Input for RF receiver aerial
16 Driver High Side RH rear direction indicator activation
17 Driver High Side RH rear side light/brake light activation
18 Driver High Side light activation (N.C.)
19 Driver High Side light activation (N.C.)
Active analogue input for Vbat/earth, positive digital/analogue signal for driver side window lowering
20
control (N.C.)
Driver Relay Low Side, Negative control for power window/sliding courtesy enablement (comfort
21
closing)
Active analogue input for Vbat/earth, Positive analogue signal for RH rear courtesy light (N.C.)
22
Active analogue input for Vbat/earth, Positive analogue signal for front courtesy light on (N.C.)
23
24 Fuel level interface (negative), Negative signal for fuel level from tank
25 Fuel level interface (positive), Positive signal for fuel level from tank
26 Earth active digital input, Rear window wiper cam negative digital signal
Earth active analogue input, Negative digital signal for vehicle locking/unlocking
27
from Control panel in the Tunnel (N.C.)
29 Driver Low Side Signal Driver (N.C.)
30 Earth reference for RF aerial
31 Driver High Side LH rear fog light activation
32 Driver High Side RH side light/brake light activation on mobile part
Earth active analogue signal, Negative digital signal from switch on rear right door
33
Earth active analogue input, Negative analogue signal from boot handle opening switch
34
35 Earth active analogue signal, Negative digital signal from switch on boot
Earth active analogue signal, Negative digital signal from switch on rear left door
36
37 Specific input, Positive signal for external temperature
Earth active analogue signal, Negative digital signal from switch on rear screen (N.C.)
38
Active analogue input for Vbat/earth, Positive digital/analogue signal for passenger side window
40
lowering control (N.C.)
41 Driver High Side, Positive control for door status LED (N.C.)
Earth active analogue input Diagnosis feedback from LH light active to earth (N.C.)
42
Earth active analogue input, Negative analogue signal from rear screen handle opening switch
43
(N.C.)
Earth active analogue input, Negative digital signal from handbrake applied switch (N.O.)
44
45 B-CAN A line
46 Driver High Side Rear LH direction indicator activation
47 Driver High Side LH rear side light/brake light activation
48 Driver High Side for Third brake light activation
49 Driver Low Side Regeneration, VSO signal
Earth active analogue input, Negative digital signal from switch on driver side front door
50
Earth active analogue input, Negative digital signal from switch on passenger side front door
51
52 Earth reference for outside temperature sensor
Active analogue input for Vbat/earth, Negative analogue signal for pawl/engine bar
53
on driver side
Active analogue input Vbat/earth, Positive digital signal for passenger side window lifting
54
control (N.C.)
Active analogue input Vbat/earth, Positive digital signal for driver side window lifting
55
control (N.C.)
Active analogue input for Vbat/earth, Negative analogue signal for pawl/engine bar
56
on passenger side / Analogue signal for mirror folding (N.C.)
Driver Low Side, Timed negative control for left spot light in centre front coutesy light (N.C.)
57
Driver Low Side, Timed negative control for right spot light in centre front courtesy light (N.C.)
58
Active digital input Vbat/earth, Negative digital signal from anti-theft system with remote control
59
(N.C.)
60 B-CAN B line
The fuses in the Body Computer are illustrated in the diagram below.
Fuse Rate Users protected
F12 7,5 Right dipped beam headlight

F12 15 Right dipped headlamp (Xenon version)
F13 7,5 Left dipped beam headlight
F13 15 Left dipped headlamp (Xenon version)
INT/A engine compartment junction unit relay switches

F31 5
Front courtesy lights, luggage compartment light, puddle

F32 7,5 lights, sun visors and glove compartment light
F33 20 Rear electric window (left side)
F34 20 Rear electric window (right side)
+ 30 door controls, radio, Bluetooth, climate control system,

F36 10
volumetric sensors, siren, diagnosis
INT for headlamp control unit, panel, brake switch, seat belt
F37 7,5
display
F38 20 Central locking
F42 5 ABS/VDC, electric steering
F43 20 Two-way windscreen washer pump
F47 20 Front electric window (driver side)
F48 20 Front electric window (passenger side)
INT interior mirror, control lighting, sun roof, seat controls,

F49 5
climate control system, volumetric sensors
F50 7,5 Air bag
INT for engine compartment control unit relay switches,

headlamp control unit, brake switch, clutch, reverse,
F51 5 parking sensors, voltage stabiliser, radio, Bluetooth, navigator
display, brake servo sensor, climate control system, AQS
sensor
F53 7,5 + 30 panel
F90 7,5 Left main beam headlight
F91 7,5 Right main beam headlight
F92 7,5 Left fog light
F93 7,5 Right fog light
CONTROL UNIT ON BATTERY

Connects the battery terminal to the starter cable and to the engine compartment control unit, housing the first level power fuses protecting the power supply for the engine compartment control unit
(CVM) and the luggage compartment control unit (CVB).
It directly connects the electric power steering with a special main fuse.
1 - CVM power supply

2 - CVB power supply
3 - Electric STEERING power supply (with fuse F71)
4 - Power supply to battery charge status sensor
Engine compartment control unit

The engine compartment control unit is located on the left, protected by a special cover.
The cover removing-refitting sequence should be carried out correctly to avoid fitting the cover incorrectly which might allow fluid to enter the control unit.
Op. 5505A28 CONTAINER FOR ADDITIONAL JUNCTION UNIT IN ENGINE COMPARTMENT - R.R.
It is not advisable to use water jets on the engine compartment control unit guard during washing operations.
The engine compartment control unit is incorporated in the engine compartment cable bundle and cannot be replaced on its own.
Fuses and relay switches

The location of the fuses in the engine compartment control unit is illustrated in the diagram below.
Fuse Rate Users protected
F01 70 A NBC (Body Computer)
F02 60 A Luggage compartment control unit
F03 20 A Ignition switch

F04 40 A NFR 1 (pump)
F05 40 A Heater PTC1
F06 30/40 A Engine cooling electric fan low speed
F07 50/60 A Engine cooling electric fan high speed
F08 40 A Climate control system fan
F09 30 A Headlight washers
F10 15 A Horns
F11 10 A NCM (secondary loads)
F14 15 A TCT transmission control unit
F15 15 A TCT transmission control unit
F16 5A +15 NCM and TCT transmission
F17 10/15 A NCM
F18 5A NCM, TCT transmission
F19 7.5 A Climate control compressor
F20 30 A Heated rear window
F21 15/20 A Fuel pump
F22 15/20 A NCM, main loads
F23 20 A NFR 2 (valves)
F24 -
Available
F30 5A TCT transmission controls
F81 60 A Heater plugs control unit (JTD)
F82 50 A Heater PTC2
F83 40 A TCT transmission pump
-
Available
F85 10 A Front power socket
F86 15 A Rear power socket
F87 5A Battery charge status sensor
F88 7.5 A Mirror defrosting and heated nozzles
Relay Rate Users operated
T02 20 A Headlight washers
T03 20 A Horns
T05 20 A Climate control compressor
T06 30 A Engine cooling electric fan low speed
T07 50 A Engine cooling electric fan high speed

T08 50 A Climate control system fan, power sockets
T09 30 A Engine management system
T10 20 A Fuel pump
T14 -
Available
T17 30 A S&S starting inhibitor
T19 30 A Heated rear window
T20 30 A S&S starting
T30 50 A TCT transmission pump
ADDITIONAL FUSE BOX

A number of fuses are arranged in the luggage compartment on the rear left side panel.
The following fuses are housed in the luggage compartment fuse box:
Code Headlamp users Rate
F60 Seat lumbar adjustment 15 A
F61 Heated seats 15 A
F62 HiFi amplifier 20 A
F63 Left seat movement 15 A
F64 Right seat movement 15 A
F64 Sun roof 15 A
The following relays are housed in the luggage compartment control unit:
Code Headlamp users Rate
T40 Heated seats 20 A
T42 Seat lumbar adjustment 20 A
The luggage compartment control unit is wired directly to the rear cable and does not have connections that can be disconnected; it can only be replaced by disconnecting
the individual terminals; see
Op. 5505A14 SUPPLEMENTARY JUNCTION BOX IN LUGGAGE COMPARTMENT - R.R
191 - Giulietta 2.0 JTDM GENERAL - STARTING SYSTEM
START&STOP SYSTEM
The Start&Stop system automatically switches off the engine when the car is stationary and starts the engine as soon as the driver wants to start driving again.
This results in lower fuel consumption, a reduction in exhaust emissions and lower noise production.
COMPONENTS
The Start&Stop system essentially consists of a starting system (battery and starter motor) that can restart the engine quickly and relatively quietly
and should be able to perform a much larger number of starts than a traditional system.
The system is supplemented by several other components (sensors and control software) that control stops and starts without restricting the driver's
driving behavior and guaranteeing the safety, driving characteristics and energy balance of the car with minimal influence on climate comfort. in the interior
and the usability of the electrical accessories.
Stopping and restarting the engine is controlled under safe conditions by operating the accelerator, brake or clutch pedal or the gear lever on which
specific sensors are mounted.
In order to guarantee user comfort, starting speed (when the engine is warm), reliability, service life and safety, a much more powerful and robust starting
system has been used.
In order to prevent irregularities in the operation/settings of the Infotainment system (car radio, navigation system and Hi-Fi system) due to the voltage
drop during the first revolutions of the starter motor, a voltage stabilizer is included to compensate for the voltage drops.
The regulation and control strategy for the stops and starts of the engine is performed by two control units:
- The Engine Management Node (NCM); - The Body Computer (BC).
The control signals and the necessary information for the operation of the Start&Stop system come from or are supplied by these control units via
separate wiring or via the CAN.
The NCM and BC continuously exchange information about the health of the Start&Stop system and whether the system is temporarily or
permanently on or off.
The NCM is the "master" control unit that, based on the collected information about the condition of the car and the components of the Start&Stop
system, controls the shutdown and start of the engine.
The Body computer (BC) collects some of the information about the condition of all vehicle systems that interact with the Start&Stop system and that are
not directly controlled by the NCM. The body computer informs the NCM of the activation/deactivation (temporary or permanent) of the engine shutdown
function, the restart of the engine or the advice to the NCM to "permanently" switch off the engine in unsafe situations, so that the next start can only be
performed using the ignition key.
The picture shows the main components of the system.
1. Body Computer
2. Engine Management Node 3.
Voltage Stabilizer 4. Battery 5.
Battery Condition Sensor 6.
Battery Negative Secondary
Terminal 7: Brake Booster
Pressure Sensor 8. Clutch Pedal
Sensor 9. Neutral Sensor
(Manual Transmission)
starter motor
The starter motor used is more powerful and robust thanks to a number of special improvements.
1. Solenoid coated with lacquer 2.

Springs of stronger material 3.
Larger electric motor 4. Permanent
magnets with higher field strength and greater resistance to demagnetization 5. Reduction system with
smaller gear ratio 6. Gears with roller bearings 7. Reduction system with damping rubbers 8. Pinion
gear with increased number of teeth 9. End sleeve with roller bearing 10. Reinforced engagement fork
Dynamo
The car is also equipped with a larger alternator for a higher charging current.
Battery
The battery of a car with a Start&Stop system is exposed to a greater electrical load due to the higher number of starts and the current consumption with the engine
stopped (where the alternator is not working). To increase reliability, a "Heavy Duty" type battery with a larger capacity is used. This is better suited for the higher
electrical load.
Replacing the "Heavy Duty" battery with a battery without this technology can, in addition to reducing the availability of the START&STOP system, also
lead to rapid battery wear and therefore a short service life.
Voltage Stabilizer
The purpose of the voltage stabilizer is to maintain a constant voltage in systems that are sensitive to voltage drops and, in particular, to provide power for the
functions of the Infotainment system (car radio, navigation system and Hi-Fi system). During the automatic start of the car, the voltage stabilizer keeps the supply
voltage within certain limits so that no problems with the power supply arise.
However, when starting with the ignition key, a stabilized voltage is not guaranteed.
In the event of a malfunction, the BCM receives a signal from the voltage stabilizer. A malfunction of the voltage stabilizer could, among other things, cause
the radio to turn off or reset during restart.
The voltage stabilizer is located under the passenger side dashboard, next to the glovebox.
CONNECTOR PINS VOLTAGE STABILIZER
PEN FUNCTION
1
Power + 30 (OUT)
3 Voltage stabilizer failure
4 +50 from starter relay
6 Power supply +15
8 Power + 30 (IN)
9 Power + 30 (OUT)
16 Mass on frame
Vacuum sensor on the brake booster

The NCM receives information about the negative pressure in the brake booster circuit from an On/Off type negative pressure sensor.
Neutral sensor
The NCM receives information about engaging neutral from a sensor on the gearbox.
clutch sensor
The NCM receives information about the position of the clutch pedal from the rotation sensor on the clutch pedal. It can have the
following values: - HIGH (pedal not pressed)
- MIDDLE (pedal partially depressed)
- LOW (pedal fully depressed)
OPERATION
The system is armed every time at Key-on.
Engine shutdown method When
the vehicle is almost stationary (speed below 3 km/h for longer than 0.5 seconds and the accelerator pedal released), the engine will
shut down under the following conditions: - gearbox in neutral - clutch pedal released
The engine will only turn off automatically after driving faster than approximately 10 km/h to avoid repeated engine shutdowns when
driving at walking pace.
The engine shutdown is indicated by a light on the instrument panel.
Engine restart method

The engine restarts automatically when the clutch pedal is depressed.
When the gearbox is not in neutral (due to a gear being engaged while the engine was off), the clutch pedal must be fully depressed. If the
gearbox is in neutral, the engine will be started before the clutch pedal is fully depressed to enable a quick start. In practice, nothing changes
for the driver: when he wants to drive off, he has to press the clutch to engage a gear: the moment the pedal is fully depressed, the engine has
already started and the car is ready to go. to drive.
Switch on and off manually

The system can be switched on/off manually using the button on the side of the dashboard.
When the system is turned off, a light illuminates on the instrument panel.
1. Start&Stop system deactivate button 2.

Start&Stop system deactivated warning lamp INSTRUMENT
PANEL MESSAGES The instrument panel display also
shows messages about switching the system on or off, according to the following logic: The Start&Stop icon system only illuminates when the
engine is turned off according to one of the system's standard procedures. Thus, when the engine is started with the key or the system is turned
off due to a malfunction or safety procedure, the icon remains off.
The warning lamp illuminates in the event of a malfunction. The driver knows that in this case there is a malfunction in the Start&Stop system,
because the message for "Start&Stop system deactivated" is also displayed.
The messages on the display inform the driver about the various situations that may arise with regard to the operation of the Start&Stop system.
The possible messages
are: - "Start&Stop system switched off" or "Start&Stop system switched on", appear at the same time as the respective button is pressed.
These messages are displayed temporarily, both when the engine is switched on and off.
- "Start&Stop system not available", appears when the system is temporarily unavailable or has a permanent malfunction. This message is
displayed temporarily, both when the engine is switched on and off.
- "Depress the clutch pedal", appears when the engine is to be started with the engine switched off and the gear engaged. This message is
displayed temporarily when the engine is switched off.
WARNING BUZZER In addition,
the warning buzzer is activated in the following cases: - with the engine
switched off and the gear engaged, if the engine must be started automatically for safety reasons. In this case, the buzzer also emits an audible
signal in addition to the text message on the display prompting the driver to depress the clutch pedal. - also for safety reasons, when the engine
is switched off and the ignition must be switched off and on before restarting (Key-off - Key-on).
In this case, the buzzer also beeps in addition to the text message on the display indicating that the system is not available.
RULE PROGRAM
Due to comfort requirements, to limit emissions and for safety reasons, the normal operation of the system is blocked in some cases.
Conditions for not turning off the engine
When the system is switched on, the engine will not be switched off if one of the following occurs: - engine still
cold (temperature sensor indicates that the temperature is below approx. 40 °C); - battery insufficiently charged
(less than 75%) or battery condition sensor defective; - limited underpressure in the braking system (observed by
the relevant sensor, for example after repeatedly depressing the brake pedal); - particulate filter regeneration in progress (only
for diesel engines with DPF) - voltage stabilizer defective - rear window heating switched on (in this case it is assumed that the
driver wants to demist the windows, which requires the engine to continue running so that warm and/or cooled air remains
available) - windshield wipers longer switched on for more than 4 seconds at maximum speed (in this case it is assumed that the weather
conditions are such that maximum driving comfort is preferred) - driver's door not closed; - driver's seat belt not fastened; - reverse engaged
(to prevent the engine from being switched off during parking manoeuvres); - with automatic air conditioning, as long as a comfortable
interior temperature has not been reached (difference between the set temperature and the actual temperature in the car more than 4 °C) or
if the MAX-DEF function is activated; - Faulty in one or more sensors or systems found - in the first period of use when the system sets itself
up. - very low outside temperature (with accompanying message)
In the above cases, a message appears on the display and the warning light (if fitted) on the instrument panel flashes.
Restart conditions (automatic)
The engine is forced to restart automatically, even without driver intervention, under the following circumstances: - too
low underpressure for the braking system: if the negative pressure sensor indicates too low a value, indicating a possible loss of braking
capacity, this prevent the car from making an unwanted movement due to a possible loss of pressure in the brake booster when it is stationary
on a slope with the engine switched off - car is driving: if the speed is higher than 5 km/h, this prevents a dangerous situation that can arise if
the car is cannot slow down a descent on the engine. - engine switched off by the system for too long: the engine is restarted when it has been
switched off by the system for more than 160 seconds, provided the gear lever is still in neutral.
- reverse engaged: to prevent the engine from being switched off during parking manoeuvres. - cold
engine: the temperature sensor indicates that the temperature is lower than approx. 30°C - catalytic
converter temperature too low - handbrake applied while the car is moving: when the handbrake is
applied while the car is driving with the engine stopped at a speed of more than 3 km /h, this safety intervention prevents a dangerous situation that arises if the car
is unable to brake on the engine on a descent. - particulate filter regeneration in progress (only for diesel engines with DPF) - battery insufficiently charged (less
than 70%)
- accuconditiesensor defect
- very low outside temperature (with accompanying
message); - difference between set temperature of automatic air conditioning and actual temperature in car more than 7°C or MAX-DEF function on - wipers
on for more than 4 seconds at maximum speed
When the gear is engaged, automatic restart of the engine is only allowed when the clutch pedal is fully depressed. The driver is requested to do this by
means of a message on the display and by the light on the instrument panel flashing.
If the clutch pedal is not depressed, the engine can only be restarted after a period of 3 minutes after switching off using the ignition key.
If the engine has stalled inadvertently, for example because the clutch pedal was released too quickly with a gear engaged, and the Start&Stop system is
engaged, the engine can be restarted by depressing the clutch pedal all the way or by putting the gear lever in neutral .
Security Features
If the engine has been switched off by the Start&Stop system and the driver unfastens their seat belt and opens the driver's or passenger's door, the engine can only
be restarted afterwards using the ignition key.
The driver is made aware of this situation by an audible signal, a message on the display and the flashing of the warning light on the instrument
panel.
Other situations where the system will shut down are: - Large
number of unsuccessful automatic start attempts: To prevent damage to the starter motor from too many consecutive starting attempts, up to five attempts are made
to start the engine automatically. - found a defect in one or more sensors or systems; - late response by the driver to a request to perform an action (must be done
within 175 seconds after the engine has been turned off). For example, if automatic restart of the engine fails because the clutch pedal is not pressed or the gearbox is
not in neutral, the driver is prompted to enable an automatic restart by depressing the clutch pedal or putting the gear into neutral. If it does not do this within 175
seconds after the engine has been switched off, restarting is only possible with the ignition key. - bonnet open (only if applicable).
“energy saving” function
If, after an automatic engine start, the driver does not take any action within 3 minutes, the Start&Stop system switches the engine off permanently to save fuel. In this
case, the engine can only be restarted using the ignition key.
In all cases it is possible to keep the engine running by switching off the Start&Stop system.
Malfunctions
In the event of a malfunction, the Start&Stop system is switched off.

The driver is informed of the malfunction by illuminating the general warning lamp and, if applicable, a message on the instrument panel and the
system malfunction icon.
Electrical diagram of the starting system

The car's starting system controls both the driver's starts (using the ignition key), and the automatic restarts of the engine for the Start&Stop function.
The following figure shows the wiring diagram of the starting system in simplified form.
- S - Starter motor, with connections for the control signal (50) and the power supply (30)
- F03 - Fuse for starter circuit
- NCM - Engine Management Node
- NBC - Body Computer
- CVM - Engine compartment fuse and relay box
- Start relay R1 (T20 from CVM)
- Operating relay R2 (T10 from CVM)

- KEY - Start/ignition
lock The system has two types of
starts: - Start with key: driver operates ignition lock directly with the key.
- Automatic start: controlled by the Start&Stop function to restart the engine automatically after it has been switched off automatically.
Start with key
Starting is done by the driver turning the ignition switch to the start position with the key. This is done as follows: - When
the key is in the OFF position, both starter relays are not supplied with power and are therefore open - When the key is turned
to the AVV (+50) position, the NCM closes (signal from pin 72 of connector A) relay R1 to supply power to the starter motor.
As soon as the key is released, injection control unit NCM opens relay R1 and performs a diagnosis on both relays (signal on pin 28 of connector
A): This diagnosis can give the following results: a) Both relays are operating normally: the Body Computer (signal from pin 2 of connector B)
relay R2 closes and the Start&Stop function is activated. b) Relay R1 appears to be "sticking": R2 remains open and the Start&Stop function is
disabled. c) Relay R2 appears to be "sticking": R1 remains open and the Start&Stop function is disabled.
Automatic start
When an automatic restart is required due to driver action or system operation, the engine is started - without the driver having to use the key -
according to the following logic: - Relay R1 is closed by a command from the NCM (signal from pin 72 of connector A: because relay R2 was
already closed at the end of the key starting procedure, the starter motor is now supplied with voltage.
- When the engine has started, the NCM instructs the relay R1 to open and then the control unit re-diagnoses R1. It can have the following
results: a) R1 is open (as intended): the Start&Stop function is switched on b) R1 appears to be "sticking": relay R2 is opened and the
Start&Stop function is switched off.
191 - Giulietta 2.0 JTDM GENERAL - OUTDOOR LIGHTS
STRUCTURE
The exterior lighting of the car is designed and constructed with two objectives: -
maximum yield of the various components, within the limits of international standards for lighting technology. - design in line with
the design of the car, so that the image is enhanced.
Arrangement of the components on the car

Shown are the components and the arrangement on the car.
1 - Left headlight unit

2 - Headlight unit right
3 - Fog light left
4 - Fog light right
5 - Left flank indicator
6 - Right flank indicator
7 - Left rear light unit
8 - Rear light unit right
9 - Reversing light
10 - mister light
11 - Third brake light
12 - License plate light
Operation
Daytime low beam (drl)
With the ignition key at MAR and the rotary switch of the steering column switch in position "O", the daytime running lights are switched on. The other lighting
and the interior lighting remain switched off.
For the operation of the daytime dipped beam, see the section "Menu options" in this chapter.
If the daytime running lights function is turned off - using the instrument panel setup menu - and the rotary switch is turned to the "O" position, none of the
lights will come on.
When the daytime running lights are turned on, the Body Computer powers the two lights, right and left, in the headlamp units.
A diagnosis is performed on the individual lamps of the daytime lighting; if a fault is detected, the body computer switches on the message "daylight failure".
outdoor lighting
When the ignition switch is at MAR and the rotary switch is turned to the "dipped beam" position, the daytime running lights go out and the exterior lights
and dipped beams come on.
The corresponding lights come on on the instrument panel.
When the exterior lights are turned on, the Body Computer powers the four lights (right and left/front and rear).
With Key-ON, the exterior lighting is always on at the same time as the low beam.
When the "Follow Me Home" function is switched on, all lamps of the outdoor lighting are supplied for a desired time.
With Key-OFF, the "External entrance lighting" function leaves the exterior lighting on for a certain time when the doors or tailgate are unlocked with the
remote control.
A diagnosis is performed on the individual lamps of the exterior lighting. If a malfunction is detected, the Body Computer switches on the message "outside
lighting malfunction".
License plate light
The two license plate lights come on when the exterior lights are switched on.
With Key-OFF, the "External entrance lighting" function makes the license plate light come on for a certain time when the doors or tailgate are unlocked with the remote
control.
A diagnosis is also performed on the individual license plate light bulbs and a "license plate light malfunction" message is displayed on the instrument panel.
Parking lights
This function allows the exterior lights and license plate lights to come on at Key-OFF to draw attention to the parked car.
The function can only be activated with Key-OFF by turning the rotary switch of the left lever from position "O" to position "dipped beam". To switch off the function,
turn the rotary switch from the "dipped beam" position to the "O" position.
With Key-ON, the "Parking light" function is switched off and the steering signal is interrupted; then the exterior lighting and the license plate lighting
go out, unless they have been switched on automatically by the twilight sensor (where provided) in the meantime. The function will not be re-enabled at the next Key-
OFF; to re-enable the function, the procedure must be repeated.
dipped beams
When the ignition switch is at MAR and the rotary switch is turned to the "dipped beam" position, the daytime running lights go out and the exterior lights and dipped
beams come on.
The corresponding lights come on on the instrument panel. when the low
beams are turned on, the Body Computer operates the power relay for the lamps.
With Key-ON, the dipped beam exterior lighting is always on at the same time as the exterior lighting.
The dipped headlights can be switched on for a certain period after Key-OFF with the "Follow Me Home" function.
With Key-OFF, the "External courtesy lighting" function makes the dipped beams turn on for a certain time when the doors or tailgate are unlocked with the remote
control.
Switching on the outdoor lighting by the twilight sensor
With Key-ON, the twilight sensor transmits the ambient light intensity to the body computer via the LIN serial connection, if the function is activated by
turning the rotary switch of the left lever to the "Auto" position, but also if the rotary switch not in that position.
When the rotary switch of the left lever is in the "Auto" position, the sensor is activated, the instrument panel displays the last entered light intensity and
the driver can enter a new value.
When the sensor is activated, the sensitivity can be changed using the instrument panel setup menu. The Body Computer controls the switching on and off of the
outdoor lighting, depending on the intensity of the ambient light received from the sensor. At a high light intensity, the daytime lighting is switched on; at a low
intensity, the exterior lighting and the indicator light on the instrument panel, license plate light and dipped beam are switched on.
If a sensor malfunction is detected, the message "Twilight sensor malfunction" lights up on the instrument panel. In addition, when the rotary switch of the lever is in
the "Auto" position, the exterior lighting and the corresponding lamp on the instrument panel, the license plate lamp and the dipped beam light come on.
Follow me home
With the "Follow Me Home" function: the exterior lighting and dipped beam are switched on for a limited time shortly after Key-OFF.
The function can only be activated within 2 minutes of key-OFF using the high beam signal lever of the steering column switch.
If the function is switched on and the exterior lighting and the dipped beam are on, the burning time is increased by 30 seconds with a further high beam signal.
Up to 7 "high beam" signals are accepted, so the lights stay on for a maximum of 210 seconds.
The "Follow Me Home" function can be turned off by a high beam signal for longer than 2 seconds. This command is only valid when the function is switched on
and causes the exterior lighting and dipped beam to go off and the timer for the "Follow Me Home" function and the counter for the 7 "high beam signals" to be reset to
zero.
After switching off, it is possible to switch on the "Follow Me Home" function again by means of a high beam signal, if this takes place within 2 minutes after Key-
OFF.
Note: Key-ON disables the active "Follow Me Home" function.
When the entered time has elapsed, the "Follow Me Home" function is switched off and the exterior lighting and dipped beam are turned off.
Turn signals / hazard warning lights
With Key-ON, the Body Computer controls the direction indicators, depending on the steering signal from the left lever of the steering column switch.
The direction indicators (front, side and rear) on one side of the car (left or right) are activated.
At the same time, an acoustic signal sounds in the interior.
When the lever is returned to the rest position, the direction indicators will turn off.
If the direction indicators are on, they go out at key-OFF.
When the hazard warning switch is operated (both Key-ON and Key-OFF), the Body Computer activates all 6 direction indicators (front, side and rear, left and right) and
sounds a chime in the passenger compartment.
When the direction indicators on one side of the car are switched on and the hazard warning switch is operated, the already switched on direction indicators and
indicator lamps will continue to operate without interruption or delay.
If a fault is detected in one of the front or rear direction indicators, the warning lamp will illuminate on the side of the car selected or both lamps will illuminate when
the hazard warning lights are on; at the same time, the flashing frequency of the indicator lamps and the frequency of the acoustic signal in the passenger compartment
are increased.
Note: The flashing frequency of the direction indicators themselves remains unchanged.
The flashing of the turn signals is also used by the car's access system, which controls the turn signals with a high priority to indicate locking/unlocking with the
remote control.
The turn signals can also be turned on by the alarm control unit via the Body Computer to indicate an alarm condition.
The Body Computer also activates the direction indicators during emergency braking and when the "Fire Protection Strategy" function is activated.
mister light
The rear fog lamp is switched on when the "rear fog lamp" button is pressed, if the exterior lighting and dipped beam are already on and goes out when the button is
pressed again or if the exterior lighting and dipped beam are switched off.
When the rear fog lamp is switched on, the corresponding message in the instrument panel also illuminates.
If the rear fog lamp was switched on with Key-OFF, it will not come on again with the next Key-ON. The Body Computer carries out the diagnoses for the rear fog light.
If a lamp malfunction is detected, a "rear fog lamp malfunction" signal is sent.
fog lights
The front fog lights come on when the fog lights button is pressed, if the exterior lights and dipped beam are already on, and go out when the button is pressed again
or when the exterior lights and dipped beam are turned off.
If the fog lights are turned off because the exterior lights and dipped beams are turned off, and the exterior lights and dipped beams are turned back on, the fog lights
will not turn on again. After switching on the exterior lighting and the dipped beam, the fog lamps must be switched on again using the button.
When the fog lamps are switched on, the corresponding message on the instrument panel also illuminates.
If the fog lamps were switched on with Key-OFF, they will not come on again with the next Key-ON.
If the fog lamps are switched on and the engine is started at Key-OFF, the lamps will be switched off during starting, but the steering signal will not be
reset.
1- fog lights control 2-

rear fog lights control
Headlamp unit ("base" version, without gas discharge lamps)

The unit consists of:
1 - Outdoor Lighting / Daytime Lighting

2 - High beam
3 - Low beam
4 - Turn Signal
Present lamps:
- H1 12V/55W halogen lamp for the high beam
- Halogen H7 55W - 12V "longlife" for the low beam
- WY21W -12V bulb with bayonet connection for the turn signal
- Glass socket lamp W21/5W -12V for outdoor lighting / daytime lighting
Rear view and plug

1 - Cover for high beam and exterior/daytime lighting

2 - Cover for low beam
3 - Turn Signal Cover
C: plug
PLUG PINS PLUG:
1 - High beam control signal
2 - Outdoor lighting control signal
3 - Turn Signal Control Signal
4 - Low beam control signal
5 - Mass
6 - Headlight Adjustment Power Supply
7 - Headlamp adjustment signal
8 - Daylight control signal
Electrically operated headlight adjustment
For versions with gas discharge lamps, see below

The headlamp adjustment serves to vertically adjust the dipped beam, depending on the axle load.
When the low beam is switched on, the height/adjustment of the light beam can be adjusted in 4 fixed positions using the buttons on the left switch panel
on the dashboard: the four positions correspond to the following loads: - 0: 1 person (driver), 2 people ( on the front seats) - 1: 5 people, 2 people (on the
front seats), 3 people (on the rear seats) - 2: 5 people plus maximum load - 3: 1 person (driver) plus maximum load in the luggage compartment without
the backrest folded down The maximum load is: max. permissible load on the rear axle or: total max. load of the car. A person is considered to be one
who weighs 75 kg.
The display of the instrument panel visually shows the status of the corresponding setting.
An electric motor is integrated in the headlamp unit: it controls the position of the reflector of the dipped beam by means of a gear transmission and an adjusting bolt.
Rear light units

LED-lighting
The main functions of the rear light unit are performed by LEDs (light emitting diodes).
This technology contributes to a compact and light unit, with low energy consumption and high light intensity (the LEDs consume 60% less
energy compared to traditional lamps and do not get hot).
In addition, unlike with the traditional lamp, the most vulnerable part has maximum resistance to vibration, allowing a lifetime of 100,000
hours of operation (this is 3-5,000 hours with incandescent lamps); As a result, the life of the lighting is even longer than the already long
average life of the car.
In addition, the visibility is increased by a higher switching on speed of, for example, the brake lights, so that the car is noticed faster (the
LEDs light up faster: 1 thousandth of a second compared to 200 before, so that the car traveling behind sees the start of the braking maneuver
much faster (with an advantage of about 5 meters at a speed of 120 km/h).
License plate lighting

The license plate lighting is provided by two units, which are mounted clamped in the panel with a metal spring.
Each unit is equipped with a glass fitting lamp W5W (12V-5W).
1 - lamp glass
2 - Veer
3 - Glass fitting lamp
flank turn signal

Third brake light
The third brake light consists of an electronic LED system, which is mounted above the screen-printed edge of the rear window.
The gray housing contains the LEDs mounted in one unit and is clamped to the tailgate frame.
1 - Plug
2 - Led-unit
3 - Lamp glass (red)
fog lights
The fog lamps are located on the underside of the front bumper. The unit is equipped with an adjusting bolt for directing the beam.
1 - Lamp
housing 2 -
Adjusting bolt A halogen H1 55W - 12V lamp is used in the fog lamp.
191 - Giulietta 2.0 JTDM GENERAL - XENON HEADLAMPS (Gas Discharge Headlamps)
HEADLAMPS WITH GAS DISCHARGE LAMPS - XENON

General information
The systems based on Xenon technology are preferred over the traditional halogen technology because they offer the following advantages:
- a more efficient light output due to a smaller amount of electrical energy absorbed during normal operation -
a greater light output which reduces the dimensions of the light unit (especially the height) so that greater freedom is created when designing the
front. - an average life of twice as long as a halogen lamp. - a better view of obstacles; the Xenon headlights provide 3 times more light than a
normal halogen headlight - faster response time; the road, edges and emergency lane are better lit, increasing the reaction time to avoid any
obstacles. - increased safety, better visibility and faster obstacle detection reduce the effort required when driving at night and under adverse
meteorological conditions, making the ride more comfortable.
The systems through which the operation is possible are

mainly: - the xenon lamps;
the beam of one xenon lamp exceeds both in range and width that of a halogen lamp, allowing earlier and better detection of obstacles. The light
from the xenon bulb is white and bright, resembling sunlight (see the spectrum in the images below).
The lamp contains xenon gas at a pressure of 3 bar and is supplied with a high voltage, which creates a voltage arc between two electrodes
that produces light.
The xenon bulb consumes about 35 W, compared to 55/60 W of traditional lighting. The reliability and longevity ensure that the lamp does not
need to be replaced during the long life of the car.
The luminous flux of the currently available xenon lamps can be up to 3000 Lumen; this is about double the traditional halogen lamp. -
elliptical reflector:
The standard elliptical reflector is mounted in the light unit and attached to the high beam reflector - control unit (ballast);
The main function of the ballast is to provide the high voltage pulses so that the lamps turn on immediately, then sustain an overvoltage for a
few seconds to allow the electrodes of the lamp to heat up and regulate the current and voltage to maintain the desired luminous flux . - dynamic
headlight adjustment
The headlight adjustment when the lighting is switched on is controlled by an automatic dynamic system, which allows the beam to be adapted
to the load of the car or the irregularity of the road surface.
It mainly consists of feelers on the front and rear suspension, which control the height of the beam.
Comparison between the luminous flux (Isolux graph) of a halogen and a gas discharge lamp
headlights
The components for the operation of the system are integrated in each unit (lamp, igniter, ballast, servomotor) as well as the components of traditional
lighting (exterior lighting, direction indicators, high beam).
The unit consists of:
1 - Outdoor Lighting / Daytime Lighting

2 - High beam (high beam signal)
3 - Fog light - GAS DISCHARGE LAMP
4 - Turn Signal
Bulbs present: -
Xenon D1S bulb for low beam/high beam -
W21/5W glass socket bulb for daytime running/exterior lighting - 12V-21/5W -
12V-21W turn signal bulb - Halogen H7 for spot high beam 12V - 55W.
Xenon lamp
The light source of the dual-function xenon lighting is a D1S lamp, which is mounted in an elliptical module and is supplied with a high voltage supplied by
the igniter; the igniter is powered by the control unit (called Ballast), which increases the voltage to the value necessary to ignite the voltage arc. This value
should be increased from 85 Volts to 20,000 Volts and maintained for about 15 seconds.
The emission of light is caused by an arc between two electrodes in the glass lamp; the arc is maintained during operation.
1 - Lamp
2 - Igniter
3 - Ceramic insulation
4 - Plug The operation
of the xenon lamp can be divided into four phases.
- Ignition: In this phase, the control unit supplies a voltage that activates a system in the igniter. A circuit in which the voltage is increased
supplies the high voltage to the lamp, causing a discharge between the electrodes.
- Voltage arc maintenance (take-over): during this phase (a few seconds), the lamp is supplied with an overvoltage. This is necessary
to quickly evaporate the halogen metals in the lamp glass, so that the normal light output is quickly achieved. Under these conditions, the lamp
emits a flash of light at twice the intensity of normal operation for approximately 100 microseconds.
- Warm-up: for about 2 minutes, the control unit regulates the light output depending on the physical state of the lamp by means of the impedance
(closed-loop control).
- Normal operation (steady state): the light beam is continuously controlled in closed-loop, even during normal operation. The igniter is mounted
on the underside of the lamp, while the ballast is in the control unit.
Automatic headlight adjustment

By law, the xenon headlight must be equipped with dynamic headlight adjustment, which prevents oncoming traffic from being dazzled. The
system intervenes under the following conditions: - static, depending on the load distribution; - dynamically, during acceleration and deceleration.
The dynamic headlight adjustment also improves driving comfort, because the illuminated part is kept stable and the eye does not have to adapt
to the change in lighting.
The system consists
of: - a stepper motor for each headlamp.
- two ride height sensors, connected to the right front and rear suspension.
Correction
The beam is adjusted using the signal from the ride height sensors, which provide information about the car's load, as they are connected to the
wheel suspension.
With each "Key-ON" the control unit sets the headlights to an exactly calculated basic position (depending on the vehicle's load). To do this, the
reflector is first directed completely downwards and then placed in the correct position.
The signals from the ride height sensors are regularly adjusted and averaged, so that the position of the headlamps can be adjusted if necessary
(eg when refueling during a ride). This adjustment does not take place immediately, but gradually, so as to avoid unwanted corrections (potholes,
uneven road surface, etc.).
This correction is also made when the lights are turned off, so that the beam is correctly focused when the lights are turned on.
Ride height sensors
The sensors are attached to the body, but a lever of a certain shape follows the movement of the suspension.
The sensor is fed by the headlamp control unit and provides a linear signal that depends on the position of the suspension in relation to the
body.
A - Part attached to body

B - Suspension lever attached part a - Angle of
lever
V - Output voltage signal from sensor
Actuator
The regulation takes place by means of a stepper motor in the headlamp unit. It consists of an electric stepper motor and a worm gear, which
converts the rotational movement of the motor into a rectilinear movement of the pin, which is attached to the reflector via a ball joint.
Self-diagnosis
The system's control electronics include a self-diagnosis function that continuously monitors operation.
The control unit performs a continuous self-diagnosis of the system. Any malfunctions are signaled and saved.
The faults stored in the control unit can be read out using the Examiner or other diagnostic equipment.
Recovery
The self-diagnosis function includes a "recovery" function: if faults are detected, the system can no longer work properly, causing the light beam
to dazzle drivers of other cars.
The light beam is then set as low as possible, so that glare cannot occur under any circumstances; however, there is still sufficient light output,
so that a workplace can be reached safely.
The beam is also adjusted downwards if a fault is present or if the control unit is not / incorrectly programmed.
Idle position
If the "master" control unit (in the left headlight) has been replaced, then self-adjustment of the system must be carried out with connected
diagnostic equipment. This automatically resets the system, sets the position of the light beam correctly (position "0") and allows the
necessary settings to be made from this position.
191 - Giulietta 2.0 JTDM GENERAL - ALERTS WARNINGS AND MANEUVRES
STEERING COLUMN SWITCH MODULE

General
The "steering column switch" module includes the following functions:
1. Lever for exterior lighting 2.

Lever for windshield wipers and washers.
3. TRIP
button 4. Cruise control lever (if equipped)
5. Airbag
connectors 6. Horn connector, steering wheel controls.
The steering column switch module has up to three levers (lights, wipers and cruise control), an electronic module (for control of the wiper motors and the
windshield washer pump) and a spiral mechanism for connection to the steering wheel.
The electronic module controls the wiping/washing functions in the
following way: - windscreen wipers: wiping frequency; - rear wiper: wiping
frequency and activation when reversing; - windscreen washers for:
intelligent wash/wipe; - rear window washer: intelligent wash/wipe; - rain
sensor: control of the signal from the sensor (where fitted).
The spiral mechanism has two functions: -

transmitting the steering wheel rotation to the automatic release mechanism in the housing; -
Transmission of the electrical signal from the steering wheel controls (audible signal, radio control) and the airbag module
Usage
Left lever
A - Lighting selector switch

B - High beam switch - high beam
C - Turn Signals
The lighting switch is a 3-position ring on the end of the lever that pivots over the axis of the lever:
- Position 1 = No circuit switched on: daytime low beam operation
- Position 2 = Dipped headlights
- Position 3 = Automatic operation for the dipped beams (with twilight sensor)
DAYLIGHTS With
the key at MAR and the ring turned to "O", the daytime running lights come on automatically; the other lamps and the interior lighting remain off.
The automatic daytime running lights can be switched on/off via a menu on the panel; if the daytime dipped beams are switched off, with the ring
turned to the O position, none of the lamps will light up.
DIP BEAM / POSITION LIGHTS Turning
the ring forwards with the ignition key to MAR, the dipped beams are switched on, the daytime dipped beams go out and the position lights, dipped beams and
license plate lights come on.
The indicator for the position lights on the instruments will illuminate.
With the ignition key in the STOP position or the ignition key removed, when the ring is turned forwards, the exterior and license plate lights
illuminate. The indicator for the position lights on the instruments will illuminate.
Parking light function When
the position lights are on and the ignition key is in the STOP position or removed, you can select the desired lighting side by moving the lighting lever down (left
side) or up (right side). The indicator light for the position lights on the instrument panel will then go out.
TWILIGHT SENSOR:
On some versions, the lights are also automatically switched on by the twilight sensor.
This sensor - located on the windscreen behind the interior mirror - is able to detect the differences in ambient light intensity based on the sensitivity set: the
greater the sensitivity, the less outside light is needed to switch on the outside lighting.
The sensitivity of the dusk sensor can be adjusted via the instrument panel settings menu.
If there is a fault with the dusk sensor, the 'general fault' light will illuminate and the information will be shown on the display.
Follow me home:
The 'Follow me home' feature allows the low beam and position lights to remain on for 30 seconds or more after the vehicle has been turned off (key on STOP or
removed). If the lamps remain on, the indicator lamp for the position lamps on the instrument panel will illuminate. You can switch on the lights with the lighting
lever within 2 minutes of turning the key to STOP: activating the lever increases the burn time of the lights by 30 seconds, with a maximum time of 210 seconds.
If the key is turned to MAR or if you continue to pull the lighting lever for a further 2 seconds, this function is deactivated.
HIGH BEAM The

lighting can be switched on by pulling the lever towards the handlebar from the rest position; when you release the lever, the lever returns to its initial
position. If you push the lever towards the dashboard, the high beam stays on.
INDICATORS The direction
indicators are activated by moving the lever up (for right-hand indicators) and down (for left-hand indicators).
The lever has two engagement positions: a temporary position for changing lanes and a fixed position for changing direction.
The locked position has an automatic release that returns the lever to the rest position when the steering wheel is returned to the straight-ahead position.
The unlocked contact opens again when the lever is released.
Lane change function: To indicate a
change of direction, move the left lever to the provisional position for less than half a second; the direction indicator of the selected side will flash 5 times
and then turn off automatically.
right handle
A - Wiper interval speed/rain sensor sensitivity selection (if applicable); B - Front/rear

windshield washers; C - Rear window heating; The wipers are operated by moving the lever
vertically.
There are 5 positions; from above in succession:

- Temporary fast action (unlocked)
- OFF
- Interval clearing / automatic -
Slow continuous clearing -
Fast continuous clearing
INTERVAL SPEED / RAIN SENSOR SENSITIVITY CONTROL Control is possible
by means of a rotary switch with 4 fixed positions.
These positions correspond to 4 different interval speeds of the windscreen wiper.
On versions with a rain sensor, the 4 levels correspond to the 4 levels in the sensitivity of the rain sensor.
See descriptions 5050 WINDSCREEN WIPERS AND WASHERS
TRIP BUTTON Pressing the unlocked TRIP button on the lever
sends commands to the instrument panel.
See descriptions 5560 INSTRUMENTS
Cruise control lever
See
See descriptions 5580A CRUISE CONTROL
Components
Control electronics
The front and rear wiper/washer control electronics are mounted in the steering column switch and directly operate the front and rear wiper motors and the two-way pump.
The dialogue with the rain sensor is via the A-BUS interface to perform the windshield wipe completely automatically (see the specifications of the serial A-BUS and the Rain sensor).
For more information on how the windshield wipers work, see

See descriptions 5050 WINDSCREEN WIPERS AND WASHERS
Electrical Plugs
The steering column switch is connected to the vehicle's wiring via one plug.
The signals sent are digital, so that a lot of information can be sent with one connection.
- connector A: steering column switches

- connector B: spiral mechanism
Steering column switch connector pins
Plug A
Pen Description
1
Control signal turn signals to Body Computer
2 High beam control to the Body Computer
3 Daytime low beam / position light / low beam control to the Body Computer
4 Wiper signal to the Body Computer
5 Windshield washer/rear washer signal to the Body Computer
6 Not connected
7
Wiper signal (low/high speed, cam, erratic operation) to the
Body Computer
8 Not connected
9 Signal control 'Trip' to the instrument panel
10 Reference mass of the Body Computer

11 Not connected
12 Operation Cruise Control to the Body Computer

Plug B (coil mechanism)
The spiral mechanism transmits the electrical signal from the steering wheel controls (horn and optionals) and connects the airbag module
without the risk of cable breakage.
See descriptions 5580C AIRBAG SYSTEM
191 - Giulietta 2.0 JTDM GENERAL - INSTRUMENTS
INSTRUMENTS
Introduction
The instruments of this car are designed to create a "family feeling" with the other models of the brand with the distinctive illumination of the dials and
the red display.
A sporty version is also available with white illuminated dials.
The instrument panel is located behind the steering wheel.
This arrangement allows the driver to perceive the information to the maximum under all conditions of use of the car (day/night), without
reflections, distortions or double images.
In addition, a "Welcome movement" is applied: an animation of the hands at key-on with a guided turn on of the lights and an animation on the display
Meters
The instrument panel is located behind the steering wheel, is connected to the CAN and consists of four meters equipped with a stepper motor.
A - Electronic Speedometer
B - Fuel Level (with fuel reserve warning light)
C - Coolant Temperature (with Over Temperature Warning Light)
D - Electronic tachometer
E - Display (available in two different versions)
Warning/Control Signals
It is also equipped with numerous LEDs with negative contrast (there are also some installation preparations for signals that can be controlled
directly and/or via the CAN).
Buzzer
A buzzer is incorporated in the instrument panel, which allows warnings of varying intensity (8 levels) to be displayed. The buzzer has the following
functions: - alerting to alarms / warnings / danger - signals from the automatically operated gearbox (if applicable) - signaling from parking sensor (if
fitted)
- warning that the seat belt has not been fastened

- audible signaling of direction indicators/hazardous flashers -
"Roger Beep" when buttons are pressed - Announcements for
the Start&Stop system The audible messages can have different
intensity and frequency depending on the function displayed.
The volume of the alarm signals can be adjusted to zero (signal disabled), except for the "seat belt not fastened" signal and the "ticking" of the direction
indicators/hazardous flashers which have a fixed value or the automatic gearbox and the parking sensor which have a minimum have a value that is not
equal to zero.
Tests
The instrument panel is also connected to 3 buttons on the left switch panel for controlling the fog lamps, the rear fog lamp, the headlight
adjustment, the brightness control and the Setup menu (buttons "MENU/ESC", "+" and "-").
1 - "MENU ESC" key 2 3 -

"+" and "-" keys
"MENU/ESC" key: -
a short press activates the Setup menu (shown below) and confirms and saves the settings - a long press returns to the standard screen
"+" keys and "-": - for headlight adjustment and control of the functions in the setup menu - adjustment, setting and modification of the
functions in the setup menu The brightness can be set in the setup menu.
The "TRIP" function is controlled by the appropriate button on the steering column switch.
Display
Matrix-display
Example: Standard screen with Key-ON and dipped beam switched on.
It is a configurable red negative transflective STN display with a two-tone area (red/orange) for displaying summary icons for notifications (zone G).
The visible part of the configurable matrix display is 67 mm wide and 35 mm high, has a resolution of 172x90 pixels and is divided into thematic
areas, as shown in the following image:
A.
Time B Identifier of the displayed function C Name
of the displayed function D Outside temperature E
Headlamp adjustment F Area for displaying
messages / information / settings, etc.
G area for summary icon of messages H total

odometer I information of auto-operated bucket /
Sport function enabled The messages of Audio System, Trip and Menu
are displayed in area F.
The respective names and explanatory symbols are displayed in the status bar (area B + C).
The reports of faults / information and the date are displayed in area B + C + F.
Display with Key-OFF
With Key-OFF, a short animation is shown on the display:
At Key-off and when a front door is opened, the display shows the clock, the outside temperature and the total mileage.
At Key-OFF and when a front door is closed, the display shows a short animation:
During the animation described above, all the instrument panel lights perform 2 short flash cycles.
Comfort-display
Example: Standard screen with Key-ON and dipped beam switched on.
This is a three-line alphanumeric negative transflective STN display.
Top line with 14 dot matrix characters (7x5) (C) for displaying: - Date -
Trip computer data (processed by instrument panel)
- Setup menu with corresponding messages for settings/controls -

Messages concerning: activation of functions/service/faults/information/feedback
- Repeating display of audio/telephone functions - User interface for Blue&Me Two
bottom lines for displaying: - Total mileage (F)
- Clock (G)
- Outside temperature and "snow" symbol (slippery warning) (E)
- Headlamp adjustment position (A)
- Working of DNA system (D)
- Symbol "Service" (English key) (B)
Display with Key-OFF and Key-ON
With Key-off and when a front door is opened/closed, the display shows the clock, the outside temperature and the total odometer reading.
Key-On met “Welcome movement”

With each Key-on, the check phase of all of the car's electronic control units begins, with some lights on the instrument panel illuminating.
At the same time, the speedometer and tachometer hands perform a full turn ("Welcome movement") and the instrument panel lighting and display
are delayed until after this turn, after which they turn on with a "fade" effect.
Control/Warning Lights
1 - Max. coolant temp.

2 - Fuel reserve 3 -
Charge current control
4 - Low engine oil pressure
5 - EOBD and injection system
malfunction 6 - Vehicle security
malfunction 7 - General malfunction
8 - Exterior lighting 9 - Low beam 10
- High beam 11 - Left turn signal 12 -
Right turn signal 13 - Fog lights
14 - Mistachterlichten
15 - Glow Plugs (JTD)
16 - Water in Fuel Filter (JTD)
17 - Handbrake applied / brake fluid level too low / EBD storing malfunction
18 - Storing in ABS
19 - ESP . operation / malfunction
20 - Worn brake pads
21 - Doors open signal
22 - Storing in airbag
23 - Passenger airbag deactivation
24 - Unfastened seat belts
25 - Cruise Control Enabled
26 - Electric power steering failure
27 - Tire pressure too low
28 - Automatic Bucket Failure
29 - Clogged Diesel Particulate Filter (JTD)
30 - Start&Stop system disabled
Additional icons on Matrix display:
1 - Disabled ASR
2 - Storing Hill-Holder
3 - Possible ice build-up on the road surface
4 - Notification for text message received
5 - Enabled Inertia Switch / Fire Prevention System
6 - Rain sensor failure
7 - Storing schemersensor
8 - Parking assist system malfunction
9 - Brake lights malfunction
10 - Exterior lighting malfunction

11 - Open hood
12 - Open tailgate
13 - Exceeding speed limit
14 - Fault Controlled Shock Absorption
15 - “service” function
16 - Tire pressure too low
17 - Anti-injury function not available
18 - Start&Stop system enabled
The "general warning light" on the Comfort instrument panel signals the following:
- Enabled Fire Prevention System
- Rain sensor failure
- Storing schemersensor
- Parking assist system not available
- Antibody system not available
- Storing motoroliedruksensor
- Safety Warnings Automatically Operated Bucket
- Outdoor lighting malfunction
- Storing Start&Stop
The "general warning light" on the Matrix instrument panel signals the following:
- Storing motoroliedruksensor
- Safety Warnings Automatically Operated Bucket
Plug pins
The picture shows the instrument panel's 18-pin plug
B - warning buzzer
C - plug
PEN FUNCTION
1 Pulp
2 Power supply + battery from F53
3 Power supply + ignition lock from F37
4 Not connected
5 B-CAN A (low)
6 B-CAN B (high)
7 Control signal for headlight adjustment actuators
8 Power supply dipped beam from F13/ T01
9 Minus signal from Trip button on steering column switch
10 Installation preparation power supply indicator light (not connected)
11 Engine oil level sensor (signal) (not connected)
12 Engine oil level sensor (reference ground) (not connected)

13 Minus signal from the "MENU" button and from the "+" button
14 Minus signal from headlight adjustment control
15 Minus control signal for buzzer (not connected)
16 Minus signal from key "-"
17 Installation preparations Mining signal indicator lamp (not connected)
18 Installation preparations Mining signal indicator lamp (not connected)
Meters
Speedometer
For safety reasons, the instrument panel indicates a slightly too high speed (6% + 1 km/h, but this increase also depends on the tire size fitted) and never exceeds the maximum
permissible tolerance set in the countries where the cars are sold.
The increase is a calculation performed by the instrument panel.
With Key-on, the gauge will read 0 (zero) km/h (or mph) and the instrument panel will then display the vehicle's speed.
tachometer
With Key-on, the gauge will read 0 (zero)/min and the instrument panel will then display the RPM.
In addition, there is an anti-cycling function for the tachometer when the engine is idling.
fuel gauge
After 2 seconds after Key-on, the gauge will display the fuel level.
The area of the gauge that corresponds to the "fuel reserve" is red and the corresponding light is amber colored and incorporated into the gauge. The meter is adjusted so that the
display is most accurate at the beginning of the red area
Coolant Temperature Gauge
After 2 seconds after Key-on, the gauge will display the coolant temperature.
The area of the meter that corresponds to the "danger zone" is red and the corresponding red light is incorporated into the meter. The meter is adjusted so that the display is most
accurate at the beginning of the red area. How the meter works: - If the temperature is lower than 50°C, the pointer moves to the first notch of the scale.
- At a temperature between 50 and 80 °C, the pointer moves linearly.

- At temperatures between 80 and 115 °C (normal operating temperature), the pointer remains stationary in the center of the scale.
- At temperatures between 115 124°C (rising) and between 120 ÷ 115°C (falling) the pointer moves linearly (between the center of the scale and the beginning of the red area (124 ÷
130°C)).
- At a temperature of 124 °C (rising), the pointer remains at the beginning of the red area of the scale.
Main Features
The following table briefly lists the main topics available.
MATRIX
TOPIC COMFORT INSTRUMENT PANEL
INSTRUMENT PANEL
Fuel level and fuel reserve display X X
Headlight Adjustment X X
Coolant temperature display and coolant temperature X X

too high
tachometer -
X
Engine oil pressure too low display X X
Speedometer X X
Information EOBD X X
Total and daily odometer X X
Preheat and fault display X X
Cruise control operation display X X

Display operation of rear fog lights and fog lamps X X
Display operation of rear fog lights and fog lamps X X
Lichtsterkteregelaar X X
Turn signal operation display X X
Display defective brake lights X X
Display position of doors/tailgate/bonnet and sound X X

signal when the car is moving
Tire condition display (TPMS) X X
Display worn brake pads X X
Airbag malfunction display X X
Display of unfastened seat belts (SBR) in front X X

seats
Control for display of seat belts not fastened X X

(SBR) front and rear seats
Display exceeding in menu adjustable speed limit X X
Speed limit display (for certain countries) X X
Passenger airbag status display with X X

status setting via setup menu
Handbrake applied display X X
Brake fluid level display too low X X
Rain sensor fault display X X
Repeat audio information from car radio X X
Repeat audio information from radio X X

navigation system
Date and time setting and display X X
Tripcomputer X X
Repetition of navigation information from Blue&Me

-
X
Repetition of navigation information from -

X
radio/navigation system with maps
Display of parking sensor signals X X
Outdoor temperature display and slipperiness warning X X
Processing information of automatic gearbox -

X
Installation preparation for heating display for -

X
versions with automatic transmission
Setup and display setup menu X X
Power steering failure display X X
Display of operation and malfunction of outdoor lighting X X

Water in fuel filter warning display X X
Control and display scheduled maintenance X X
Particulate filter status display X X
Information from VPS X X
Information of braking system with ABS X X
Information from braking system with ESP X X
Information from function "insufficient oil quality" X X
Fuel Cutout Operation (FPS) Display X X
Display malfunction DST X X
Display mode dynamic driving style selection (dna) X X
Suspension malfunction display X X
Display information Bluetooth X X
Control of buzzer X X
turbo pressure gauge -

X
Regeling Logistic Mode - Power Supply X X
Start&Stop system X X
Welcome movement X X
Car Configuration and Check-PROXI X X
Relief
The lighting of the Comfort display is switched on with Key-ON and the brightness is regulated in night mode ("Night mode"); the backlight of the Matrix display is turned on and controlled at
Key-ON ("Day mode" and "Night mode").
The illumination of the symbols and the meters is switched on and controlled in the night mode ("Night mode").
With error messages (except for "Slippery warning" and feedback messages), the display illumination is automatically set to the maximum daytime value, even if night mode is activated.
Light sensor (only on certain versions)
The instrument panel with light dials has a light sensor to regulate the brightness in the interior. The light sensor is integrated in the instrument panel.
The instrument panel distinguishes between day mode ("Day mode") and night mode ("Night mode") depending on the exterior lighting position (on/off) and the information from the sensor.
If the sensor is not present (versions with dark dials), the difference between the day mode and the night mode of the instrument panel depends solely on the exterior lighting position.
light intensity regulation
In the day mode ("Day mode"), the display of the Comfort instrument panel is illuminated by 100% and the light intensity (dimming) cannot be adjusted. Control is only possible in night mode
("Night mode").
With the Matrix instrument panel, the brightness (dimming) of the display can also be adjusted in daytime mode.
In night mode, the light intensity of the display is automatically set to a certain value and the symbols and meters are illuminated. The driver can adjust the brightness of the instrument
panel, the car radio, the Radionav and the automatic climate control (on 8 levels) in the setup
menu.
The light intensity cannot be reduced to zero.
When the light intensity is controlled, a special message is shown on the display and the symbols for the light intensity control go on or off.
When all symbols are lit, maximum illumination occurs.
The effect of the setting is immediately visible.
Setup-menu
The functions of the Setup menu can only be operated when the vehicle is stationary, with the exception of: "Dimming" and "Speed limit" (enable/disable speed limit and
select speed threshold).
With the buttons "MENU/ESC", "+" and "-" on the left switch panel, the displayed quantities can be selected / changed / set. If no operations are performed, the default screen
will reappear after 1 minute.
Initial setting - initialization of the instruments
The following tables indicate: the settings to be changed via the Setup menu and the value entered during production, which the customer will find when the car is delivered.
Specifications "Default" value
Dimming (lighting brightness control) 6
Speed Limit (On/Off) OFF
Speed limit (threshold) 130 km/h
Sensitivity twilight sensor (1...3) 2
Rain sensor sensitivity (1...4) 1
Trip B (On/Off) ON
Clock setting (hh:mm) 0:00
Clock display (12h / 24h) 24h
01/01/
Date setting (dd/mm/yyyy)
yyyy (yyyy: year of issue SW)
First page (Day counter or date) Day counter count
Audio info repeat (On/Off) OFF
Doors/tailgate locking at a speed > 20 km/h (On/Off) OFF
Door unlock function Unlock all
km if the speedometer reads km mi if the

Unit distance (km/mi)
speedometer reads miles
l/100km if the speedometer reads km mpg if

Unit fuel consumption (km / l, l / 100km, mpg)
the speedometer reads miles
Temperature unit (°C / °F) °C
Language Italian
Buzzer volume (0...7) 4
Volume keys (0...7) 4
Re-enable "Not Fastened Seat Belt Warning" (part only present if SBR function ---
is disabled)
km if the speedometer reads km mi if the

Service (km of mi)
speedometer reads miles
Depending on the signals received from the airbag node

Passenger airbag on/off
Confirm: always No (NO)
Enable/disable daytime lighting (DRL). ON
Entry lighting on/off
Tripcomputer
With the Trip computer, the values relating to the journey, fuel consumption and life of the car can be shown on the display of the instrument panel.
There are two completely independent possibilities of the Trip Computer (A and B). The display can be started with the "TRIP" button on the right lever of the steering column switch.
With the key on the end of the right lever, with the ignition key at MAR, the quantities described above are displayed and can be reset before starting a new journey: – short press:
display quantities; - long press: set to zero (reset) quantities and start a new ride.
The display of the data takes place in a fixed sequence:
Trip a:
- Range
- Traveled distance
- Average fuel consumption
- Current fuel consumption
- Average speed
- Driving time
Trip b:
- Distance traveled - B
- Average fuel consumption - B
- Average speed - B
- Driving time - B
Parameters tripcomputer
The displayed quantities are shown in the decimal system (km, km/h, km/l, l/100km) or in the imperial system (mi, mph, mpg), depending on the driver's choice (see Setup menu) .
The Trip Computer can be reset: - manually by

the driver, by briefly pressing the "TRIP" button; - "automatically" if the distance traveled
exceeds 9999.9 km or if the driving time exceeds 99:59 (99 hours 59 minutes) - when the battery is reconnected.
In the Matrix display, when a Trip value is called up using the key, the display is started with a text for 2 seconds and then the text is replaced by a symbol: e.g. the value "range"
Exit Trip function: The

Trip function is exited automatically after all variables have been displayed or if the "SET" button has been pressed for longer than 2 seconds.
Trip computer parameters:
Range [km] or [mi]: Indicates the estimated distance that can still be traveled with the fuel in the tank, assuming the journey continues with the same driving style.
Distance traveled [km] or [mi]: The distance of the car from the start of the journey, ie from the moment the driver has reset. The information must match the information on the
odometer. The display is updated every 0.1 km.
Average fuel consumption [l/100km] or [mpg]: Indicates the average consumption from the start of the journey.
Current fuel economy [l/100km] or [mpg]: Indicates the adjusted fuel economy continuously. This allows the driver to identify the difference in fuel consumption
depending on the driving style.
Average speed [km/h] or [mph]: calculated from the start of the trip.
Driving time [hh:mm]: indicates the driving time from the start of the trip between 0:00 and 99:59 with an accuracy of 1 minute; the display changes every minute. When the
maximum possible value is reached, a reset is performed automatically.
Scheduled maintenance message (service)

When the scheduled maintenance interval (service) approaches, Key-on will automatically display (after the self-test) the "English Key" symbol
and the wording "Service" followed by the number of kilometers (or miles) remaining. left to maintenance.
The user can also set the display of the scheduled maintenance information using the appropriate item in the Setup menu, regardless of the
interval: the display shows the remaining kilometers (or miles). In this case, the "English Key" does not appear
symbol.
The programmed maintenance schedule consists of 6 services to be performed after 30000 km (or 18000 miles) from the previous one.
Auto display:
The first expiration message is automatically displayed after Key-on if the number of kilometers (or miles) until the next turn is equal to or less than
2000 km or the corresponding number of miles.
Subsequently, the message will only be displayed once with Key-ON at the following thresholds: 1800, 1600, 1400, 1200, 1000, 800, 600, 400, 200,
100, 50 km or the corresponding number of miles and not in the intervening period.
If the limit is reached (0 km/mi), the appropriate message will be displayed with each Key-on for the next 1000 km. After that, the warning will
no longer be displayed.
Playback can be interrupted by pressing the "MODE" button.
Display on request:
The progression can be displayed at any time using a special section of the Setup menu.
Display when the 6 services have been performed.
When the 6 services have been performed, automatic messages will no longer be displayed and the corresponding item of the Setup menu can
no longer be used (it will no longer be enabled).
Reset
After every service: - the
"km" or "miles" counter must be reset to the initial position using the diagnostic
equipment; - are saved that the Scheduled Maintenance has been performed (service); however, information about the last service performed
remains, which is saved as: date of service, number of service performed / total mileage/mileage.
These stored values remain even when the battery is disconnected.
Replace instrument panel

If the instrument panel is replaced, the technician must
- save the actual odometer/mile reading in the odometer; - read

out the number of services performed and enter it in the new instrument panel: -
read the odometer with the remaining value for the Scheduled Maintenance and transfer it to the new instrument panel.
- read out the date of the last service and transfer it to the new instrument panel.
If the instrument panel has been replaced, a PROXI adjustment must always be carried out.
If this adjustment is not made, the odometer will flash and the instrument panel will not function.
Diagnose
A diagnostic of the instrument panel can be performed with the available diagnostic equipment (Examiner or Examiner plus)
The diagnostic plug is included in the EOBD; the connection consists of a B-CAN connection.
The following work can be carried out using the diagnosis function: - Display of
possible faults in the instrument panel - Establish PROXI connection with the B-
CAN (save the vehicle-specific parameters) if the instrument panel needs to be replaced - Save the odometer reading - entering the mileage for the
Service function - running the active diagnostics to check the operation of the instrument panel.
Gear display (automatic gearbox)

On versions with automatic transmission, the display shows the gear engaged: N = neutral; R = backwards;
1 = first gear; 2 = second gear; 3 = third gear; 4 = fourth gear; 5 = fifth gear; 6 = sixth gear (if applicable).
Gearbox shift information display

In combination with the Start&Stop system, "gear recommendations" are shown on the display by means of three icons.
This indicator gives the driver a gear shift recommendation (upshift: shift up or downshift: shift down), by means of a corresponding message
on the instrument panel.
This gear change advice is given to optimize fuel economy and driving style.
The information remains on the instrument panel until the driver shifts gear or until the driving conditions change such that gear changes are no
longer necessary for optimum fuel consumption.
At the request of the injection control unit, the Body Computer will advise shifting up or down, or no advice (icons off).
edit. 0520G12 DPF FILTER (DPF) - REGENERATION WITH EXAMINER Bew.

0520G12 DPF FILTER (DPF) - REGENERATION WITH EXAMINER Bew. 0010K
PROGRAMMED MAINTENANCE ECO-FRIENDLY VERSIONS UP TO 90,000 KM
Notification display
The messages on the display are divided into 4 classes: -
high priority fault - low priority fault - information (eg open
doors/tailgate) - feedback (eg ASR switched on/off).
If a fault is detected, the following will be displayed: - the

warning light (and/or the symbol on the Matrix instrument panel display) of the fault concerned; - the
message (if applicable) associated with the malfunction and/or the actions to be performed by the driver.
For very important messages, an acoustic signal also sounds at the same time as the message is displayed.
All information on the display in the message display area is replaced by the information regarding the fault.
The messages return with each Key-on until the cause of the malfunction has been rectified. Playback can be interrupted at any time by pressing the "MENU"
button.
If the display of the message ends and the fault is still present, the warning light remains on or the symbol is shown in the display of the Matrix
instrument panel.
If several faults are present at the same time, each fault will be shown on the display in sequence ("rolling") for the duration of the display cycle.
Faults to be checked when the engine is running: The following

messages can only be displayed when the engine is running: - Message "Engine
oil pressure too low"
- Message "Check the engine"
- Icon "Alternator Failure" on Matrix Display
Diagnostic functions
Diagnosis of the LEDs
The following lamps allow diagnostics of the LED (if present): the instrument panels store the status (ON/OFF) of the lamps and the presence of any
malfunctions and provide this information to the CAN:
- Handbrake applied / brake fluid level too low / EBD storing malfunction
- Storing in ABS
- ESP . operation / malfunction
- Storing AIRBAG
- Passenger airbag deactivation
- Unfastened seat belt (SBR)
- Electric power steering failure
191 - Giulietta 2.0 JTDM GENERAL - AUDIO SYSTEM
AUDIO SYSTEM
Three types of audio equipment can be supplied on the vehicle: -
standard car radio (with CD/MP3 player) complete with a 6-speaker audio system; - BOSE
'Hi-Fi' system (with 8 speakers, subwoofer and multi-channel amplifier); In addition, a
"Blue&Me" telematics system can be supplied with a Bluetooth telephone connection and a Media player.
See descriptions 5570 ACCESSORIES
or the navigation system 'Radio Nav'.
It can also be supplied with preparation for the PND (Portable Navigation Device), which can be installed in the center of the dashboard.
See descriptions 5580M NAVIGATION SYSTEM
General specifications of the standard system

The system consists of 6 speakers as shown in the figure:
1 - Car stereo
2 - Midwoofers front doors
3 - Tweeters for
4 - Rear Midwoofers
5 - Antenna
Front speakers
These are midwoofer speakers with a diameter of 165 mm, 40 W, placed in the front doors.
They are designed for mid/bass reproduction.
The technology used for these components (water resistant) makes them resistant to damage from water that may be present in the door.
This is a loudspeaker with cardboard cone, plastic support (ABS), ferrite magnets and aluminum support for the coil.
Tweeters for
These are tweeters, 30W, in the top trim triangle of the door panel, which are designed to reproduce very high tones.
This is a 'dome tweeter' with polycarbonate cone, plastic support, ferrite magnets and insulating copper support for the coil.
rear speakers
This is a full-range speaker with a diameter of 165 mm, 40 W, placed in the rear door, which can reproduce the full spectrum of the
audio frequencies.
These components are also resistant to water.
This concerns a loudspeaker with a double cardboard cone, a plastic support (ABS), ferrite magnet and an aluminum coil support.
Antenna
The antenna construction
consists of: - FM1 rod antenna, placed in the
center of the back of the roof; - FM2 antenna that uses the heating elements of the rear defroster;
- antenna for the telephone (GSM) and navigation system (GPS) on the roof (also for use with Blue&Me
Nav); See descriptions 5580M NAVIGATION SYSTEM - antenna only for the navigation system (GPS)
on the roof (also for RadioNav); The FM2 antenna in the rear window is used in addition to the rod
antenna if the radio or radio navigation system has the PHASE DIVERSITY function. This function is based on a processor for the
internal signal to the radio, which uses the dual antenna to tune to the station with the best signal at all times.
The quality of the FM signal is improved under all limiting conditions, such as distortions of the multipath (multipaths) or interference in the
same channel.
The FM2 signal travels from the rear window defogger wires to a special amplifier and then continues over a coaxial cable to the radio module.
The FM1 signal goes from the rod antenna - which integrates the GSM and GPS antenna on the extended versions - to a special amplifier
integrated into the base of the antenna itself; then it goes with a coaxial cable to the radio module.
1 - rod antenna FM1, GSM, GPS

2 - antenna connection FM2 integrated in the rear window heating
3 - amplifier FM2 4 - cables antenna to the radio module
Hi-fi sound system bose

A Hi-Fi BOSE Sound System can be installed on request.
This system from BOSE is characterized by an aggressive sound that is mainly intended for a young target group.
The system consists of 8 speakers, a power amplifier and a box subwoofer for deep bass.
The system has been specially developed for this vehicle: the acoustic properties in the vehicle have been carefully studied to ensure that the
amplifier and loudspeakers are perfectly matched to the vehicle and that the listening experience is optimal from every seat in the vehicle.
Bose installation
The Hifi BOSE system for this model is controlled by an amplifier mod. 8800 with 4 analog input channels and 7 output channels in stereo.
The amplifier controls the 9 speakers with various equalizers, delays and limiters.
In the spare wheel compartment is a source for deep low sounds, with a special power amplifier. Four midwoofers with a diameter of 6.5” are
mounted in the front doors and in the rear sides.
Four tweeters are mounted on the front doors in the interior trim of the rear-view mirror and in the rear sides.
The two front tweeters are controlled independently by two dedicated channels to optimize crossover and balance.
Speakers front and rear
These are midwoofer speakers with a diameter of 165 mm, a cardboard cone, neodymium magnets and an aluminum diaphragm.
These are located in the front doors and in the rear sides.
Tweeters front and rear
These are speakers of the Dome Tweeter type with neodymium magnets, plastic cone and aluminum diaphragm.
The front tweeters are located in the trim triangles above the door panel.
The tweeters at the back are placed in the sides above the midwoofer.
Subwoofer
The box subwoofer is of the bass reflex type - with a speaker with a diameter of 165 mm, equipped with a real amplifier, mod. 1000, for playing
the lowest frequencies - and is located in the space in front of the spare wheel in the luggage compartment.
Amplifier
The power amplifier has 8 channels (4 x 37 W rms and 4 x 18 W rms) and controls the driving of all speakers.
CONNECTOR PIN AMPLIFIER

Plug A
PIN SIGNAL
A1 Left rear speaker output (-)
A2 Front Right Speakers Output (-)
A3 Front left speaker output (-)
A4 Battery power (+)
A5 Left rear speaker output (+)
A6 Front right speaker output (+)
A7 Front left speaker output (+)
A8 chassis mass
Plug B
PIN SIGNAL
B1 Not connected
B2 Not connected
B3 Front left tweeter output (-)
B4 Tweeter output signal front left (+)

B5 Tweeter output signal front right (-)
B6 Tweeter output signal front right (+)
B7 Right rear speaker output (-)
B8 Right rear speaker output (+)
B9 Not connected
B10 Not connected
B11 Not connected
B12 Signal Mute
B13 Not connected
B14 Not connected
B15 Output signal speaker bass box subwoofer (+)
B16 Output signal speaker bass box subwoofer (-)

Plug C
PIN SIGNAL
C1 Positive signal microphone (not connected)
C2 Not connected
C3 Not connected
C4 Right rear speaker input (-)
C5 Left rear speaker input (-)
C6 Front right speaker input (-)
C7 Front left speaker input (-)
C8 Permission (input signal) enable amplifier hi-fi
C9 Negative signal microphone (not connected)
C10 Permission (output signal) enable speaker bass box subwoofer
C11 Not connected
C12 Right rear speaker input (+)
C13 Rear left speaker input (+)
C14 Front right speaker input (+)
C15 Front left speaker input (+)
C16 Vehicle speed signal

The amplifier is located under the dashboard, on the passenger side.
RADIO
The Node Radio Receiver (RRM) is located in a DIN space which, as usual, is located in the center of the dashboard.
All versions are prepared to connect to the B-CAN (low speed), so that they can communicate with the other nodes of the system. Via this connection is sent:
- Anti-theft code; - Switch-on control (for switch-off control); - Speed-dependent volume control; - Lighting control; - Steering wheel controls, if fitted; - Repeat
information from radio on Instrument panel.
- Interface with Blue&Me, where provided.
Specifications
General features
- Music audio power: 4x30W - 7-

channel graphic equalizer - Digital
tuning with variable selection options.
- Large integrated display with numbers and letters (2 lines of 12 characters for RDS function + symbols for control)
- Menu for easy control of settings for the radio and any external interfaces - Mute function
via short press on the MUTE button - Soft Mute during source/channel switching - Speed-
dependent volume control (adjustable in the menu)
- Timed turn off car radio (immediately or after 20 minutes after key-off)
- Power supply antenna Phantom-Power.
- Remote control from steering wheel (optional)
- Possibility of interface with CD changer -
Active control of the Hi-Fi BOSE system, where provided -
Connection to hands-free system Blue&Me - Anti-theft
function.
Radio Specifications (Radio/CD Player and Radio/CD/MP3 Player)
- Digital tuning with variable selection options - FM

multipath detector - Setting option for HICUT functions
(dynamic treble suppression dependent on RF signals)
- AM noise cancellation
- Autostore (automatically store radio stations with a strong signal)
- RDS (Radio Data System) with EON, AF (Alternative Frequencies), PI, PS, TA, TP, PTY and REG function (user selectable)
- Automatic and manual channel search -
Local/Distance option for automatic frequency search - Possibility to save: .
18 FM stations (including 6 with autostore).
. 6 MW-stations.
6 LW-stations
A procedure for setting the radio frequency for reception can be used to switch between the EUROPE (default) and SOUTH AMERICA or USA
settings as required.
To switch from one configuration to another, within THE FIRST 5 SECONDS AFTER TURNING ON THE RADIO, long press the 'FM' and '1' buttons
simultaneously The set configuration is displayed when the radio is switched on , as shown below
MP3 CD Player Specifications
- Motorized loading and ejecting

- Select previous/next folder
- Choice of track up / down
- Pause
- FF/F-REW
- MP3 display (folder, ID3-TAG information, track elapsed time, file name)
- Play music or data CDs, CD-R and CD-RW
Audiokenmerken
- Bass
- Treble
- Balance
- Fader
- Loudness
- Mute
- 7-band graphic equalizer: Preset (default), Rock, Jazz, Classic, User (customizable)
- Speed Volume Control -
Interface with external amplifier.
Car radio front panel
Display
Large alphanumeric display (20 characters for RDS function + control symbols)
When the radio is switched on, the set configuration is displayed (for example EUROPE)
Steering wheel controls

If a car radio is fitted, the steering wheel may be equipped with a radio remote control:
Anti-theft code
The radio is mounted during production and connected to the CAN, so that communication can take place with the Body Computer; this is where the anti-theft code
"Exchange Code" is stored.
With each subsequent Key On (and also if the battery is disconnected), an automatic verification procedure is carried out: the radio display shows
'CANCHECK' displayed. If the 'Exchange Code' check is positive, the system starts working. If the codes are not the same, the display will show a
message asking the user to enter the code manually ("Master Code" - 4 digit code from "1111" to "6666") - as stated on the radio's Code Card.
The "Master Code" is pre-programmed during production, differs per radio and is also different from the "Exchange Code".
Enter secret code
Switch on the radio and when the code is requested, the display will show "CODE" for about 2 seconds, followed by four dashes "----".
The secret code consists of four digits from 1 to 6, which must be entered on the dashes.
To enter the first digit, press the appropriate preset button (1-6). Enter the other digits of the code in the same way.
If the fourth digit is not entered within 20 seconds, the display will reappear "CODE" for 2 seconds and then the four dashes "----". This is not
considered as entering a wrong code.
When the fourth digit is entered (within 20 seconds), the radio will work.
If an incorrect code is entered, the radio will beep, the display will show "CODE" for 2 seconds and then four dashes "----" to indicate that the
correct code must be entered.
After three attempts, the radio considers the last code "invalid"; each time an invalid code is entered, the waiting time increases (1 min, 2 min, 4
min, 8 min, 16 min, 30 min, 1h, 2h, 4h, 8h, 16h, 24h), until the maximum waiting time of 24 hours has been reached. The waiting time is indicated on
the display as "RADIO BLOCKED, WAIT".
When the display is finished, the code can be entered again.
Code card
This document is the proof of ownership of the radio. The code card shows the model of the radio, the serial number and the secret code.
The procedure for entering the 'Master Code' manually is only necessary when replacing the Body Computer and when installing a radio that
has already been used in another vehicle with CAN network.
A "new" radio (which has never been fitted to any other vehicle) can be fitted using the automatic authentication procedure, where the
"Master Code" does not need to be entered manually.
Operation with key off

The following operation can be selected using the radio setup menu: - if
the radio remains switched on after Key-off, the radio will be switched off automatically after 20 minutes (or at another time to be set using
the menu); it is always possible to keep the radio switched on for another 20 minutes by pressing the ON button again.
In the setup menu you can use the item "- - - IGNITION - TIMER - - -". can be selected from "-
- OFF - AFTER - 0 0 - MIN - -"
"- - O F F - A F T E R - 20 - M I N - -"
Plugs
Rear view:
A - Power plug
B - Speakers output plug
C - Plug auxiliary functions
D - Antenna plugs
E - Holder for fuse 10 A
Plug pins
Plug A:
Pen function
A1 B CAN B (high)
A2 Positive signal recognition amplifier

A3 B CAN A (low)
A4 Power supply +30 of F36
A5 Power for subwoofer permission
A6 Power lighting controls
A7 Power supply +15 from F51
A8 Pulp
Plug B:
Pen function
B1 Rear right speaker +
B2 Rear right speaker -
B3 Front right speaker +
B4 Front right speaker -
B5 Front left speaker +
B6 Front left speaker -
B7 Rear left speaker +
B8 Rear left speaker -

Plug C:
Pen function
C1 AUX signal left
C2 AUX signal right
C3 AUX-signal
Plug E connected with CDC (optional):
Pen function
E13 CD changer data in
E14 CD changer data out
E15 Permanent power supply for CD changer
E16 Plus signal for CD changer power supply permission
E17 CD changer data mass
E18 CD changer audio ground
E19 Input L for CD changer
E20 Input R for CD changer

191 - Giulietta 2.0 JTDM GENERAL - "BLUE&ME" MOBILE PHONE (Blue&Me)
“BLUE&ME”
"BLUE&ME" is based on "Windows Mobile" and is a personal telematics system, which allows the use of communication and management
programs specially designed for use in the car.
The "BLUE&ME" system comes in two versions: - "Basic"
version consisting of a hands-free function with voice control for "Bluetooth" mobile phones, an SMS reader and a "Media Player" multimedia
player with a USB port . - complete version "BLUE&ME Nav", which - in addition to the above functions - consists of a satellite navigation
system with a USB port and preloaded maps; the configurable multifunction display on the instrument panel is used to display the navigation
instructions.
See descriptions 5580M NAVIGATION SYSTEM
HANDS-FREE "BLUE&ME" SYSTEM

The "BLUE&ME" system consists of a hands-free function with voice control for "Bluetooth" mobile phones, an SMS reader and a "Media Player"
multimedia player with a USB port.
The Blue&Me system is fully integrated with voice control, steering wheel controls and information on the multifunction display on the instrument
panel. This allows the user with a Bluetooth mobile phone to use the phone even when it is in the jacket/trouser pocket or in a bag, without taking
their hands off the handlebars.
In order to use the spoken commands, no learning phase needs to be performed for the voice recognition by the voice recognition system. The
system is also able to recognize the spoken commands regardless of the user's gender, pitch and inflection.
It is possible to listen to tracks stored on a USB device by selecting the tracks and the playback mode with the buttons on the steering wheel or by
voice command.
The control unit - version C1 v2 - contains the following
modules: - Bluetooth receiver - integrated "Speech
Recognition" module - integrated “Text to Speech” module
- USB interface - speech reader for SMS messages.
Text messages are displayed using the alphanumeric display of the instrument panel.
The image shows a screenshot of how to access the "telephone" function:
The control unit is connected to the radio controls on the steering wheel (in addition to the radio buttons, there are 2 separate switches for this
function).
Function overview of steering wheel controls
Key Short press (less than 1 second) Long press (longer than 1 second)
- Activate Blue&Me main menu

- Confirm the selected menu item
- Accept incoming phone call
- Reject incoming call
1 - Switch from one phone call to another on
- End phone call
a second call (call signal)
- Select displayed message
- Disable Speech Recognition

- Pause voice message
- Pause text message reading
- Exit Blue&Me™ main menu
- Exit submenu and return to the previous menu
2
option
- Exit current selection without saving
- Turn microphone on/off during a phone
call
- Set the ringtone volume to zero for an incoming
call
- Enable/disable pause of the multimedia player
- Enable Speech Recognition

Repeat last message spoken by the system
3 - Pause voice message so that a new voice
command can be spoken
- Adjust the volume of the Blue&Me

4 functions: hands-free system, SMS reader,
multimedia player, voice messages
- Cycle through Blue&Me menu options

5 - Select multimedia player tracks
- Cycle through text messages in the list
- Confirm selected menu option during manual

operation
- Transfer phone call from the hands-
6
free system to the mobile phone and vice
versa
- Select audio source (Radio, CD player, CD
changer, Multimedia player)
- Select displayed text message
For many functions, the control buttons on the steering wheel 6 and 1 have the same function and you can choose the button you want.
In either mode of operation of the buttons on the steering wheel (short press or short press), the function is activated as soon as the button is released.
Connection with the bluetooth phone

The system is connected to a mobile phone with Bluetooth connection and Handsfree profile. The first
connection between the mobile phone and the system (pairing procedure) is controlled by a password; the user enters the password in the Bluetooth
connection menu on the respective mobile phone.
Up to 5 users can be stored and will be automatically connected at the next key-on, without the user having to perform any action
feed.
A separate phone can always be connected to the Bluetooth control unit.

The operation of the control unit is dependent on the availability of the mobile phone, the user and the respective Bluetooth and Handsfree profiles: - The
Bluetooth system automatically turns on at Key-on and immediately searches for Bluetooth systems (mobile phones) with which connection is possible. -
the device switches off automatically on key-off and disconnects any active Bluetooth connections: a delay of 30 seconds (provisional value) is set to
switch off due to accidental shutdown of the engine (in traffic jam, at traffic lights etc.). - if a phone call is in progress, this conversation keeps the
connection active (the display on the instrument panel display is interrupted), even if the engine is switched off; the control unit and radio turn off after the call.
List of suitable mobile phones
The current hands-free system with Bluetooth technology is suitable for all mobile phones that support Bluetooth 1.1 and Hands-free Profile 1.0 (for the
specifications of the Bluetooth connection, see the mobile phone manual).
Due to the differences in the available software, with different mobile phone models, some additional functions (e.g.: call waiting, transferring a call
from the hands-free system to the mobile phone and vice versa, etc.) may not work in exactly the same way as is described in the manual of the mobile phone.
However, the possibility of conducting a hands-free conversation is always available.

On the official ALFA ROMEO site (www.alfaromeo.com), an updated list of mobile phones compatible with the Blue&Me system is provided under the
"Blue&Me" option.
Since there may be different software versions available in the market for different mobile phone models, some functions may not exactly match
what is described here.
Operation
Incoming call:
- when the phone receives a signal of an incoming call: the radio switches on the mute function, the loudspeakers play the sound signal of the user's mobile phone and the instrument
panel display shows the number/name of the user caller displayed (if available) - at this point the user accepts or rejects the call - during the call, the user listens through the audio
system and speaks through the microphone - when the call is ended, the radio returns to the situation of before the call (volume, mode, etc.)
During the call, the user can perform the following actions: - adjust the volume of
the call using the Vol+ and Vol- buttons on the radio. The set level is reset after the call ends: the next call is made at the default radio volume. - transfer the call from the Bluetooth
control unit to the mobile phone (and vice versa) for a private conversation - temporarily interrupt the conversation (hold function) for a private conversation with a passenger in
the car, without the caller can listen in on the phone - answer another call and switch between calls - reject an incoming call The last 2 functions of this list depend on the
presence on the GSM network, the user's profile and whether the mobile phone has the specifications and the ability to handle 2 calls simultaneously.
Outgoing call
The user can make a call in 4 ways - using the mobile phone
keys
- using the last calls list - using the
mobile phone's calendar - by saying the number
to be called.
Media player
The Blue&Me multimedia player allows you to play digital audio from a USB memory device through the audio system in your car, by connecting it to the USB port on the bottom of
the center console next to the power strip/cigarette lighter.
The multimedia player has the following capabilities:
play digital audio: you can play all your digital audio files (.mp3, .wma, .wav) or play a playlist you compiled (with format .m3u or .wpl);
select audio by category: you can play all digital audio belonging to a certain category, for example an album, an artist or a music genre; use playback functions:
While playing tracks, certain functions can be used such as Play, Stop, Next track, Previous track, Shuffle and Repeat track.
The multimedia player does not support audio files of any other format (eg .aac downloaded from iTunes for iPods) and DRM (Digital Right Management) protected audio files. If
unsupported audio files exist on the USB device, they will be ignored.
Compatible digital audio files. The multimedia player supports playback of audio files in the following formats:
Extension Audio extension
Supports WMA standard version 1 and WMA standard version 2.

.wma. (WMA2 = 353, WMA1 = 352).
Supports WMA Voice audio formats.
File MPEG-1 Layer 3 (playback frequency 32 kHz, 44.1 kHz and 48 kHz) and MPEG-2
layer 3 (16 kHz, 22.05 kHz and 24 kHz).
The following bit rates are supported: 16 kbps, 32 kbps, 64 kbps, 96 kbps, 128 kbps and
.mp3
192 kbps.
Also supports the Fraunhofer MP2.5 extension (playback frequencies 8 kHz, 11,025 kHz
and 12 kHz).
.wav Audio in digital format, without data compression.

Sms-reader
If the phone supports this function, the system has a "text message voice reader": this is a program that automatically reads the messages received on the mobile phone via the
car's audio system.
With the Blue&Me SMS reader, the customer can:
be informed, via a message on the multifunction display on the instrument panel, when a new SMS message has been received on the mobile phone, indicating the number/
name of the transmitter. In addition, Blue&Me proposes to read the message. manage the list of SMS messages received on the mobile phone connected to Blue&Me
reread the already received and saved SMS messages. call the sender
of the received SMS via the steering wheel controls or voice commands. delete individual text messages or the entire list of received
text messages via the steering wheel controls or voice commands.
The Blue&Me system can also recognize and read any abbreviations (e.g. “HVJ” is read as “Love you”) and interpret the emoticons (e.g. :-) is read as “Smile”) most
commonly used at the moment be used when writing SMS messages.
System components
The main components of the system in the "C1 - v2" version when operated with a "Bluetooth" telephone are:
Bluetooth control unit

microphone
steering wheel controls
USB port for "Media Player" and software customization
Connections to the control unit
The control unit is connected via the B-CAN to the headunit and the body computer, which in turn is connected to the controls on the steering wheel.
Each device responds to the respective controls, depending on the key pressed and the mode currently enabled (if the hands-free function is enabled, the Bluetooth control unit
will interrupt radio use via CAN if the controls are used).
Bluetooth Control Unit Plug Pins
- USB: USB port usable as an alternative to the port at the bottom of the center console.
- Plug A:
PEN SIGNAL
3 signal D+ for USB
4 reference ground for USB
5 AUX signal left
8 - + microphone
14 B-CAN A
15 pulp
16 direct food
19 signal D- for USB
20 5V power supply for USB
21 Mass AUX
22 AUX signal right
24 - ground microphone shielding
30 B-CAN B
31 - shield for USB
32 power supply via ignition lock
Work on the system

Diagnose
The control unit is connected via the B-CAN to the headunit and the body computer; therefore, the diagnosis can be performed via the standardized diagnosis plug and the
Examiner, just like the other "nodes" of the CAN.
Other work on the system requires that a specific control program be temporarily loaded onto the Examiner, as described below, and using a USB stick to be connected
to the appropriate port on the control unit or to the port at the bottom of the center console.
POSSIBLY, THESE WORK CAN BE PERFORMED WITH A PC WITH "WINDOWS XP" OR "WINDOWS 2000" AS THE OPERATING SYSTEM.
The activities to be carried out according to this method are: -

changing the language of spoken messages; - modify software.
USB stick: The USB stick to be used must have the following specifications: USB standard 1.0, 1.1 or 2.0 with minimum 256 MB memory and compatible with "WINDOWS XP"
or "WINDOWS 2000".
While using the stick for these activities, the stick is formatted so that any data previously stored on the stick will be lost!
Languages
The following languages are available for the display of the texts (menu) as well as for the "voice recognition" and "text to speech" messages:
French
English
German
Italian
Spanish (European)
Dutch
Pools
Portuguese (European)
Portuguese (Brazilian)
The messages on the display are shown in the instrument panel language set
The language for the "voice recognition" and "text to speech" messages must be set separately via the Examiner using a USB stick in the port of the control unit.
Proceed as described below
Customize software
If the control unit software needs to be adjusted, this should be done via the Examiner and a USB stick in the appropriate port.
Proceed as described below
Never disconnect the battery terminals while adjusting the software or adjusting the language.
Replace control unit
Before removing the old control unit, first disconnect the battery terminals.
If a new control unit at Dept. Parts are ordered, then an "empty" component is sent: after assembly: then the "default" data stored in the Body Computer must be
transferred using the Examiner and the procedure "PROXI ADJUSTMENT".
After mounting a new control unit: - the software
must be adapted; - the correct language for the
spoken messages is checked and set if necessary; - the connection with the telephone to be connected
takes place.
edit. 5570T49 BLUETOOTH ELECTRONIC CONTROL UNIT - UI
Activities with the help of the examiner
Switching the language for the spoken messages and customizing the software requires that an operating system be temporarily loaded onto the Examiner using the
CD-ROM "WINDOWS MOBILE FOR AUTOMOTIVE EXAMINER CD" that accompanies the normal Examiner software supplements.
In addition, a USB stick is required for transferring the data to the system control unit.
The stick must have the following specifications: USB standard 1.0, 1.1 or 2.0 with at least 256 MB memory and compatible with "WINDOWS XP" or "WINDOWS 2000".
While using the stick for these activities, the stick is formatted so that any data previously stored on the stick will be lost!
Never disconnect the battery terminals during the work described here
Regardless of the work to be performed, always follow the procedure below:
- switch on the Examiner in the usual way - insert the
CD "WINDOWS MOBILE FOR AUTOMOTIVE EXAMINER CD" - switch off the Examiner
- insert the USB stick into the appropriate port on the back of the Examiner
Attention: if the Examiner is already switched on while inserting the stick, the stick will NOT be recognized.
- turn the Examiner back on.
From this moment on, the Examiner works temporarily with a modified operating system and the data can be written on the USB stick for the following activities: -
setting a language - setting multiple languages - adapting the software
Only one of these three operations can be performed at a time. To perform two tasks on the same system (eg change language and update software), the above tasks
must be performed separately.
- follow the instructions until the stick preparation is complete (as indicated by the Examiner) - remove the USB stick -
remove the WINDOWS CD - turn off the Examiner
POSSIBLY, THESE WORK CAN BE PERFORMED WITH A PC WITH "WINDOWS XP" AS THE OPERATING SYSTEM.
- go to the car with the USB stick -

with the key on STOP, insert the USB stick into the appropriate port on the control unit or into the port at the bottom of the center console next to the socket/cigarette lighter.
- turn the key to MAR From this moment the control unit carries out the desired operation (change language or adapt software): - a message on the instrument panel display
indicates when the operation is completed - check that the work has been carried out correctly (eg check the language of the spoken messages by giving a command).
Never disconnect the battery terminals during the work described here
Cautions for using the system software
This system contains software used under license by FIAT Group Automobiles.
Under no circumstances may the software be removed, reproduced, modified or otherwise used without permission, as this is in violation of the license.
Unauthorized access to the Blue&Me system or installation of unauthorized software may void the warranty and compromise the security of the stored information.
Carefully read the "END USER LICENSE AGREEMENT" included on the last pages of the BLUE&ME manual accompanying the vehicle's owner's manual.
* Microsoft is a registered trademark of the Microsoft Corporation * Sony is a

registered trademark of the Sony Corporation * Ericsson is a registered trademark
of the Telefonaktebolaget LM Ericsson.
* Motorola is a registered trademark of Motorola, Inc.
* Nokia is a registered trademark of Nokia Corporation * Siemens is a
registered trademark of Siemens AG.
* Orange is a registered trademark of Orange Personal Communications Services Limited.
* Audiovox is a registered trademark of Audiovox Corporation.
* Bluetooth is a registered trademark of Bluetooth SIG, Inc.
191 - Giulietta 2.0 JTDM GENERAL - SYSTEM CRUISE CONTROL
GENERAL - CRUISE CONTROL

USAGE
Injection systems of petrol engines with throttle actuator and diesel engines with electronic injection include cruise control in addition to the other
functions. This is a function that automatically maintains a cruising speed set by the driver.
The cruise control controls are built into the steering column switch module, which controls the exterior lights, indicators and windshield wipers.
The illustration shows the arrangement of the cruise control controls.
1 - Cruise control lever 2 - Lever

for exterior lighting and direction indicators 3 - Horn
plug and steering wheel controls.
4 - Airbag
connectors 5 - Windshield wiper and washer lever.
The third lever of the unit contains the cruise control controls:
a rotary switch for turning the system on/off; an increase/

decrease vehicle speed save lever; a Resume switch for
recalling the stored speed.
1 - Resume switch for recalling the stored speed 2 - Ring with

speed up/down memory function of the vehicle speed 3 - Ring switch
(ON: Cruise Control active; OFF: Cruise Control disabled)
The electronic system is controlled by the injection control unit.
It automatically controls the cruise speed set by the driver using direct injection control.
Save selected speed

The cruise control is engaged by:
turning the two-position rotary switch to the ON position;

give the vehicle the desired speed; the cruise control can only work at a speed above 40 km/h. Preferably, fourth or higher gear should be
engaged and the traffic situation should allow safe driving at the set speed. push the lever up to increase the speed; the lever returns
automatically (no lock). release the accelerator pedal and let the system immediately take over control; on the instrument panel, the light
comes on continuously, by a signal via the CAN from the injection control unit, indicating the operation of the cruise control. If the light
goes out, this indicates that the system is disarmed.
Changing the saved speed

To change the stored speed, proceed as follows:
Increase speed:
push the lever up and the vehicle accelerates constantly and

programmable; when the lever is released (automatically returns), the system maintains and stores the new speed.
Decrease speed:
push the lever down and the vehicle speed will decrease to the previously set cruise control speed. When you release the lever, the
system maintains the new speed of the vehicle.
The cruise control can operate within the entire normal engine speed range.
Operation of the resume switch

If due to special circumstances (eg depressing the clutch or the brake) the cruise control is switched off, the vehicle will drive at the last
stored speed when this pressure switch is pressed.
Disable cruise control

Cruise control is disabled by the driver by:
turn the rotary switch to the OFF

position turn off the engine; depressing
the brake or clutch pedal (this saves the stored speed and can be recalled by pressing the Resume switch). a vehicle speed below the
minimum (about 40 km/h) or above the maximum allowed;
If the gear lever is used, but not the clutch, the relationship between engine speed and vehicle speed is no longer present; in all these
cases the system can be reactivated by pressing the resume switch.
How the accelerator pedal works with Cruise Control active: When you press the accelerator pedal (for example, when overtaking), the
Cruise Control briefly increases the speed as the system is briefly deactivated. When you release the accelerator pedal, the system reactivates at the stored s
The gear engaged is recognized by comparing the vehicle speed with the engine speed with the clutch depressed.
(B) The cruise control will be turned off automatically if:
an acceleration above the set limit is detected (eg on a steep descent); a

deceleration above the set limit is signaled (eg use of the gear lever without clutch).
The system is automatically disabled if the signals used by the cruise control are incorrect due to component failure:
speed sensor;
accelerator
pedal sensor; probability brake
switch; probability clutch switch;
probability cruise and resume switch;
probability cruise switch and speed increase/decrease lever.
191 - Giulietta 2.0 JTDM GENERAL - AIRBAG SYSTEM
PASSIVE SECURITY SYSTEM

The car is equipped with an electronically controlled system that activates the protection systems in the event of a frontal
or side collision: The frontal collision protection system consists of: - driver's side airbag with double activation; -
passenger front airbag with dual activation; - driver's side knee airbag: - front seat belts with double belt tensioner and
traction limiter; - rear seat belts with traction limiter; - additional sensor on the front for detecting a collision; The side
protection system consists of: - two sidebags on the front seats; - two headbags in the roof moldings; - two sidebag
sensors in the center pillar.
The front airbag - on the driver's side and on the passenger side - has a double detonator whose activation parameters are automatically adjusted
according to the severity of the collision: - in the event of a less severe collision, the control unit triggers the airbag's first deployment phase in such a
way that the occupant is not injured by the released energy. - in more severe collisions, the second phase is activated with a very small delay compared
to the first phase. This absorbs the kinetic energy of the occupant before it comes into contact with the steering wheel. - in addition, in the event of a
moderate impact, the second stage is also activated after a certain time, so that the charge is consumed.
The airbag system components are designed for a particular vehicle. Therefore, they are NOT ALLOWED to be repaired, modified or installed in any
other type of vehicle.
For safety reasons NO checks of the cables for interruptions are allowed.
See descriptions 7040 INTERIOR TRIM

The electrical connection between the components of the airbag system is formed by special wiring integrated into the dashboard and rear wiring
harness.
The control unit is connected to the system with two connectors: one for the dashboard wiring harness and one for the rear wiring harness.
The control unit is connected to the CAN; via the CAN information is exchanged with the other nodes, the lights on the instrument
panel are switched on and the diagnosis is carried out.
Since the control unit is a node in the CAN, the airbag system is connected to: - the
standardized diagnostic connector via the CAN - the instrument panel, via the CAN,
for controlling the airbag warning lamp, the "seat belt not fastened" and "disengaged passenger airbag" and the "seat belt not fastened"
warning buzzer. - the Body Computer for possible adjustment during production (Proxi), reducing the number of parts at Dept. Parts is
limited.
SERIOUS DANGER! If a child seat for transporting a child is placed in the front seat, the passenger airbag must DEFINITELY be deactivated.
TURNING OFF MUST BE PERFORMED WITH THE SETUP FUNCTION OF THE INSTRUMENT PANEL AND NOT THE KEY.
When the function is deactivated, the corresponding light on the instrument panel comes on.
If the car is fitted with sidebags, and the passenger's front airbag is deactivated, the associated sidebag module is also deactivated.
STRUCTURE
The system consists of the following
components: - an electronic control unit; - two
front airbags - for driver and passenger - with "dual activation" (Dual Stage); - a driver's
knee airbag with "single activation"; - an additional ECS sensor (Early Crash Sensor) for
detecting a collision;
- two sidebags for the front seats;
- two head bags to protect the occupants in the event of a side impact;
- two sidebag sensors in the side pillars; - two electronic pretensioners
on the front seat belt retractors. - two electronic pretensioners on the attachment
point near the front seat belt sill.
To indicate the functioning of the system are provided: -
warning light for system faults on the instrument panel; - passenger airbag
deactivated warning light on the instrument panel; - warning light for unfastened
seat belt on the instrument panel; - display seat belt not fastened (also behind); -
connection via the B-CAN to the diagnostic plug to check the function using the EXAMINER.
1 - Electronic Control Unit

2 - Passenger side airbag module
3 - Driver side knee airbag
4 - Passenger side side bag
5 - Passenger side bag sensor
6 - Passenger side head bag
7 - Driver's side head bag
8 - Driver side bag sensor
9 - Driver's side seat belt tensioner retractor
10 - Seat belt tensioner at driver's side sill
11 - Passenger side seat belt retractor
12 - Seat belt tensioner at passenger side sill
13 - Headbag driver's side
14 - Driver side airbag module
15 - ECS-sensor
16 - Airbag Warning Light
17 - Passenger airbag deactivated warning light
18 - Seat belts not fastened warning light
19 - Rear seat belts
20 - Fastened seat belt display
ELECTRONIC CONTROL UNIT

The control unit is shown in the following figure.
The control unit is the central processing unit of the occupant protection system and is solidly connected to the underbody of the car at the tunnel. It controls
all signaling and activation components of the system, by processing the signals provided by the sensors. The sensors are located in various places in the
car and in the control unit.
The control unit must always be mounted with the arrow on the sticker in the direction of travel of the vehicle.
Always check that there are no objects between the control unit and the bodywork before tightening the bolts with torque.
If the control module falls to the floor or is subjected to strong impacts, it MUST be replaced.
Structure
The control unit has an electronic deceleration sensor which, in combination with the ECS sensor at the front and sidebag sensors in the sides of the car and associated
calculation software, regulates the activation of the front airbags, the sidebags and the belt tensioners.
Operation
Frontal impact: In
the event of a less severe impact, the control unit activates the first activation phase of the front airbags in such a way that the occupant is not injured by the released
energy.
In the event of severe collisions, the control unit switches on both phases almost simultaneously, so that as much kinetic energy from the occupant as possible is
absorbed before it hits the steering wheel or dashboard.
Side impact: If
a side impact is detected, the control unit is also able to determine its direction and severity and engage the sidebags and pretensioners on the side of the impact. To provide
total side impact protection, two sidebag sensors are used in both center pillars.
In the event of a side impact, the sidebag sensors register the deceleration as a result of the collision and supply a signal to the control unit, which uses the software
program to regulate the activation of the sidebags and the seat belt pretensioners.
The sidebags and headbags (Window bags) fire simultaneously and independently of the front airbags.
The control unit, after activating one of the systems (pretensioners, front airbags, side and head bags), stores the activation in the non-erasable memory and illuminates
the malfunction warning lamp on the instrument panel.
The control unit guarantees the activation of the individual components, during a maximum of: - 3 collisions
where only the belt tensioners are activated; - 3 collisions in which the side and head bags are activated (right or
left); - 1 collision in which the pretensioners and front airbags were deployed; - a combination of the above
options, until one of the maximums is reached.
If one of the maximums is not reached, after the working parts of the system have been restored, the control unit can be used again, if first a RESET procedure is performed
with the EXAMINER. After the last activation, reaching the maximum, no further recovery procedures can be performed.
CONNECTOR A (dash harness, BLACK)
PEN SIGNAL
1 Pulp
2 Power supply + ignition lock from F50
3 Not connected
4 Not connected
5 Not connected
6 Not connected
7 B-CAN A (low)
8 B-CAN B (high)
9 Not connected
10 Not connected
11 ECS-sensor (-)
12 ECS-sensor (+)
13 Passenger airbag - first phase (-)
14 Passenger airbag - first phase (+)
15 Driver airbag - first stage (+)
16 Driver airbag - first stage (-)
17 Passenger airbag - second phase (-)
18 Passenger airbag - second phase (+)
19 Driver airbag - second stage (+)
20 Driver airbag - second stage (-)
21 Not connected
22 Not connected
23 Knee airbag driver side (+)
24 Driver's side knee airbag (-)
PLUG B (rear cable, GRAY)
PEN SIGNAL
1
Passenger side head bag (+)
2 Passenger side head bag (-)
3 Headbag driver's side (-)
4 Headbag driver's side (+)
5 Not connected
6 Not connected
7 Not connected
8 Not connected
9 Passenger side bag (+)
10 Passenger side bag (-)
11 Driver side bag (-)
12 Driver side bag (+)
13 Retractable seat belt tensioner passenger side front (+)
14 Passenger side seat belt tensioner front (-)
15 Retractable seat belt tensioner driver's side front (-)
16 Retractable seat belt tensioner driver's side front (+)
17 Not connected
18 Passenger side seat belt tensioner (+)

19 Passenger side seat belt tensioner (-)
20 Driver side seat belt tensioner front (-)
21 Driver side seat belt tensioner front (+)
22 Passenger side bag sensor (+)
23 Passenger side bag sensor (-)
24 Driver side bag sensor (-)
25 Driver side bag sensor (+)
26
Front passenger seat belt signaling switch and PPD sensor (+)
27 Front (-) seat belt signaling switches
28 Driver side seat belt indicator switch (+)
29 Right rear seat belt indicator switch (+)
30 Rear seat belt signaling switch (+)
31 Rear seat belt switch (-)
32 Left rear seat belt signaling switch (+)
Self-diagnosis
The control unit performs a continuous self-diagnosis of the system. In particular:
- recognition and storage of possible malfunctions; - diagnosis of the connection
to the system components and, if necessary, the nature of the malfunction; - warn of a
detected malfunction by a lit lamp on the instrument panel.
The faults stored in the control unit can be cleared with the Examiner after the fault has been repaired.
The control unit must be replaced in the event of a failure due to an internal fault in the control unit.
DRIVER'S SIDE AIRBAG MODULE
Specifications
The driver's side airbag is a passive safety system, which consists of a cushion that inflates between the driver and the body in the event of a
frontal impact. The airbag module is located in the steering wheel hub and the cover also serves as a control unit for the horns.
Structure
The module consists
of: - a plastic cover, which tears when the module is activated, allowing the cushion to inflate properly; - a
60-litre cushion made of nylon fabric to minimize skin abrasions and folds so that inflation is gradual and not directly towards the driver; - a
pyrotechnic gas generator; - a plastic housing;
- the operation of the horns.
Operation
The airbag is inflated by a gas generator, which has two activation phases and can be used separately depending on the severity of the collision.
The gas generator is activated with two electrical resistors, which ignite the ignition substance in the generator, causing the cushion to
inflate.
The fully inflated airbag is in the correct position to accommodate the occupant. The cushion deflates immediately, thanks to the two
openings on the underside of the cushion. These openings also serve to "soften" the occupant's contact with the cushion, thus preventing
abrasions.
SPIRAL MECHANISM
The image shows the spiral mechanism.
1 - Plug for connection to airbag 1st stage

2 - Plug for connection to airbag 2nd stage
3 - Plug for horn and radio control on steering wheel.
4 - Spiral Mechanism
Specifications
The spiral mechanism transmits the electrical signal from the steering wheel controls (horn and optionals) and connects the airbag module
without the risk of cable breakage.
The system is provided with two plates, the lower one is fixed to the steering column switch and the upper one is fixed to the steering wheel.
Between the two plates, the connecting cables of the module and the horn switches are wound in a spiral, so that the movements of the steering
wheel can be followed.
Structure
On the steering wheel side, the spiral mechanism has three cables, two of which are for connection to the airbag module (1st and 2nd stage) and
one for connection to the electrical functions of the steering wheel (horn, radio).
There is a locking ring on the steering wheel side of the top plate, which automatically blocks the rotation between the two plates when the
system is removed from the steering wheel. A new system is always delivered with a safety pin for transport. The pin must be removed after assembly.
Operation
Between the two plates, the connecting cables of the module and the horn switches are wound in a spiral shape. The number of strokes is
sufficient to follow the movements of the steering wheel.
The rotation of the top plate takes place through the connections in the locking ring, which engage the seats in the steering wheel hub. In the
operating position, the steering wheel presses on the ring and releases the fasteners, allowing the plates to rotate relative to each other.
When the steering wheel is removed, a spring compresses the ring and the rotation between the two plates is blocked. This prevents the top
plate, which is no longer connected to the steering wheel, from rotating freely, which could cause the internal cables to unwind or break and to break.
The following precautions must be observed when carrying out work that requires the removal of the steering wheel and the system: - always
put the front wheels in the straight ahead position beforehand; - always fix the two plates with a cable tie before removing the mechanism
from the steering wheel.
If the spiral mechanism is used again, the two plates must be secured with a cable tie so that they cannot twist with respect to each other.
If for any reason the top plate twists relative to the bottom one and the original position cannot be accurately retraced, the spiral mechanism
MUST be replaced.
RIGHT PASSENGER AIRBAG MODULE

Specifications
The passenger airbag module is a passive safety system that protects the passenger in the front seat in the event of a frontal impact by means of a cushion
between the occupant and the dashboard.
Structure
The module consists
of: - a plastic housing; -
a cushion with a capacity of approximately 120 liters made of nylon fabric, so as to limit abrasions on contact with the skin, and folded in such a way that
it does not inflate directly towards the occupant; - a pyrotechnic gas generator.
Operation
The airbag is inflated by a gas generator, which has two activation phases and can be used separately depending on the severity of the collision.
The gas generator is activated with two electrical resistors, which ignite the ignition substance in the generator, causing the cushion to inflate.
When the cushion is inflated, the cover integrated in the dashboard opens on the fracture lines. The fully inflated airbag is in the correct position to
accommodate the occupant.
The interconnection in the airbag and its dimensions and operation are designed in such a way that a maximum volume is created in relation to the
interior, so that the injuries of the occupants are limited in the event of a collision.
Deactivate passenger airbag

The user can switch off the passenger airbag, so that a rear-facing child seat can be installed without risk.
This function is activated via the "setup" menu of the instrument panel as follows: - with the
vehicle stationary, press the MODE button to enter the setup menu; - use the "+" or "-"
button to select the function "Bag passenger"; - press the "MODE" button, select on the
display (Passenger Bag: Off") (to turn off) or ("Bag pass.: On" (to turn on), then press the MODE button again for confirmation.
When the function is switched on, an indicator light on the instrument panel remains on.
SIDE AIRBAG (SIDEBAG)

Specifications
To provide the occupants with maximum protection in the event of a side impact, two sidebags are fitted in the front seats.
Due to this arrangement, the airbag is always in the correct position in relation to the occupant, regardless of the seat position or the occupant's posture.
The sidebag protects the upper body and, together with the door panels, critical parts of the body such as the ribs and abdomen.
The arrangement in the seat ensures that the maximum effect is always achieved, regardless of the position of the seat, even if the occupant has not
been seated correctly. The method of inflating the cushion minimizes the risk of injury from contact with the car body.
Do not cover the backrests of the front seats with fabric or covers.
Do not wash the back of the chair with pressurized water or steam.
Structure
The sidebag consists
of: - a metal holder;
- a gas generator; -
a nylon cushion with a volume of approximately 12
litres; - a plastic cover.
When the system is activated, the lid ruptures at predetermined points, allowing the cushion to inflate properly.
The module is connected to the electrical installation with a yellow cable. This cable is housed in a cable duct together with the ground cable of the chair.
The gutter is attached to the seat frame.
Operation
The gas generator is switched on electrically with a signal from the control unit. Following this signal, a pyrotechnic igniter in the generator is ignited,
causing the gas in the generator to expand. The expanding gas flows through the openings causing the cushion to inflate. When inflated, the seams
tear that easily separate from the backrest cover, allowing the cushion to inflate properly.
The fully inflated airbag is in the correct position to accommodate the occupant.
No work can be carried out on a seat with an airbag, except for removing and installing the seat.
It is absolutely forbidden to disassemble seats with airbags.
HEADBAG
Specifications
The headbags deploy at the same time as the sidebags and position themselves between the occupant and the vehicle, preventing contact between
the head and dangerous components such as windows, pillars, etc.
The headbags run from the front pillar to the luggage compartment and protect both the front and rear occupants; the "curtain" version offers the
best performance, thanks to the large effective surface area and the self-aligning effect, even without supporting the cushion.
Structure
The headbag module
consists of: - a gas generator mounted on the rear pillar with
two brackets; - a metal connecting tube between the gas
generator and the pad; - a cushion with a volume of approximately 30 liters, made of permeable nylon fabric and folded in a tubular housing. The
cushion is designed in such a way that the fully inflated cushion correctly absorbs the impact energy and keeps the occupants' head a sufficient
distance from the impact zone; after the cushion is fully inflated, it deflates immediately, thanks to the permeability of the fabric. - plastic clips for
attaching the cushion to the roof molding; - plastic fasteners for the airbag on the car; - a retaining strap mounted on the front pillar to keep the
inflated cushion in the correct position.
Operation
The gas generator is switched on electrically with a signal from the control unit. Following this signal, a pyrotechnic igniter in the generator is ignited,
causing the gas in the generator to expand.
The expanding gas flows through orifices and is evenly distributed along the entire length causing the cushion to inflate.
As the cushion expands, the seams of the tubular housing break and the cover opens, allowing the cushion to properly inflate downwards.
Correct positioning of the cushion is ensured by a fastening strap on the end at the front of the cushion.
The fully inflated airbag is in the correct position to accommodate the occupant.
After the cushion is inflated by the gas, it immediately deflates, thanks to the permeability of the fabric.
FRONT ECS SENSOR
SIDEBAGSENSOREN
BELT TENSIONERS
Specifications
The pretensioner is a pyrotechnic system integrated into the seat belt retractor, which can be electrically activated with a signal from the
control unit. The control strategy for deploying the airbags is also applied to the seat belt pretensioners.
The belt tensioners absorb any stretching of the belt, pulling the occupant against the backrest during the first moments of the impact,
reducing displacement in the passenger compartment.
The belts are also fitted with tensile force limiters, which reduce the force of the belt on the upper body: the force at which the limiters
operate ensures that the risk of fractures of the shoulder blades and ribs also in people with fragile bones (e.g. the elderly days) is significantly
reduced.
Operation
The following figure shows the belt tensioner mechanism on the retractor.
1 - Gas
generator 2 -
Plug 3 - Strap
4 - Automatic
retractor If a car deceleration of a sufficiently high value is detected, measured by the system deceleration sensors, the electronic sensor
in the control unit sends an ignition signal for the pyrotechnic charges of the gas generators. Burning the fuel creates an (inert) gas, the
pressure of which exerts a force on the piston upwards. As a result, the direction of rotation of the retractor is made opposite to the
extension of the belt webbing, so that the belt webbing is rolled up a few centimetres.
After activation, the belt tensioners remain blocked and must be replaced.
Belt tensioner at sill

This car uses a second, also electronically controlled pyrotechnic, belt tensioner at the seat belt attachment point at the sill. This significantly
limits forward movement of the pelvis and legs, reducing hard contact of the shins and knees with the lower edge of the dashboard.
The combined action of the two belt tensioners, acting at different points, almost completely eliminates the belt stretch; this reduces the
forward sliding of the occupant on the seat ("submarining").
1. Gas
generator 2.
Plug 3. Drawbar attachment point at
sill The system at the attachment at the sill "tightens" the attachment, preventing the occupant's forward movement.
AIRBAG WARNING LIGHTS
1 - airbag system malfunction warning light 2 - passenger

airbag deactivated warning light 3 - seat belts not
fastened warning light
Warning light for airbag system malfunction

With key-ON, the red "airbag failure" warning light comes on for about 4 seconds (self-diagnosis phase) and then goes off.
If no faults are detected in the airbag system with key-ON or if no faults are stored in the fault memory, the indicator lamp will go out
after 4 seconds after the self-diagnosis. If faults are found, the light will remain on.
The warning light stays on or comes on during normal driving under the following
conditions: - the control unit signals a fault in the airbag; - the control unit signals a
collision that activates the system.
In the event of a collision in which only the pretensioners or sidebags are activated, the warning light will remain on until the system is
repaired (replace affected components, reset the control unit using the EXAMINER).
If the front airbags are deployed as a result of the collision, the warning light remains on and cannot be turned off (in this case, the control
module cannot be reset, but must be replaced).
If an internal fault is detected during the operation of the control unit that cannot be repaired using the EXAMINER, the airbag warning lamp will
illuminate continuously.
Passenger airbag deactivated warning light

With key-ON, the yellow "passenger airbag deactivated" warning light comes on for about 4 seconds (self-diagnosis phase).
The passenger airbag warning light will also flash if the control module detects a malfunction in the airbag system warning light.
Unfastened seat belt warning light ("basic" version showing only the front seat belts)
"first warning cycle": warning by means of a light
The "seat belt" light indicates an unfastened seat belt (driver's or passenger's side) by illuminating continuously at Key-ON.
"warning cycle": warning using a light and a warning buzzer

The light starts flashing and there is first a steady beep for 6 s and then an intermittent beep for 90 s if one of the following conditions occurs: - Trip
duration 50 s and speed above 10 km/h - Vehicle speed higher than 20 km/h - Distance traveled longer than 400 m If the belt is fastened during the cycle,
the warning cycle is automatically interrupted and only repeated if a seat belt not fastened is detected again. The cycle is also interrupted if reverse gear
is engaged (only the warning light remains on) and is repeated only if a seatbelt not fastened again is detected at a speed above 10 km/h.
Disable warning cycle
The driver can temporarily disable the warning cycle (the warning is reactivated after each Key-OFF for 1 minute), by fastening the seat belt(s) for Key-
ON, keeping them fastened for at least 20 seconds at Key-ON and then take off within 1 minute of Key ON.
The user can only permanently disable the warning cycle by the dealer.
The switch-off procedure must be carried out using the diagnostic tool (Examiner) via a dialogue with the instrument panel.
It is not possible to switch off the display using the warning lamp on the instrument panel. This always remains permanently lit when the seat belt is
not fastened.
Re-enable warning cycle
The driver can reactivate the warning cycle (if it is permanently disabled) at the dealer or using an item in the Setup menu. This item disappears when the
warning cycle is re-enabled.
Indication of seat belt not fastened (complete version, also for rear belts)
On some versions there is a display above the interior mirror that visually and acoustically warns all passengers (including those in the rear seats) if the
seat belt is not correctly fastened.
The two lights on the side indicate the situation in the front seats, and the three lights in the middle indicate the situation in the rear seats.
The lights are red and green and operate as
follows: - off when the ignition switch is turned to MAR with the seat belts fastened; -
red if the seat belts have not been fastened before; - flashing red (only the lights for the
rear seats) if the front seat belts are not fastened; - green when the seat belts are fastened.
If only the driver is in the car and all seat belts are not fastened, the first four lights are red and the last green.
The three center lights will flash for about 30 seconds, the rest will glow red.
The operation of the lamps associated with the front and rear seats is not the same:
Driver:
If only the driver is present and the speed is exceeded 20 km/h or at a speed between 10 km/h and 20 km/h for more than 5 seconds, an audible warning
cycle starts for the front seats (a continuous sound signal during the first 6 seconds followed by single signals "beep" for 90 seconds) and the light flashes.
When the cycle is complete, the remaining lights will remain on until the engine is turned off.
The audible signal is immediately interrupted when the driver's seat belt is fastened and the warning light turns green.
If the belt is then removed again during the journey, the acoustic signal sounds and the light flashes as described above.
Passenger:
The situation is similar to the front passenger, with the difference that the light turns green and the signal is interrupted even if the passenger leaves the
car.
If both front belts are removed one after the other while the car is moving, the sound signal applies to the last belt removed, the two lamps indicate the
situation separately.
Rear seats
For the rear seats, it is only indicated if one of the seat belts is removed. In this situation, the off-seat belt light will flash for approximately 30
seconds.
In addition, an acoustic signal sounds.
If several belts are removed, this situation is displayed independently per belt per lamp.
All lights will always remain on if at least one front seat is seated and a seat belt is not fastened.
All lights go off (after 30 seconds after the last seat belt is removed) when all front seats are occupied, regardless of the rear seat belts.
All lights illuminate when at least one seat belt is removed or fastened. All lights remain off if all seat belts are fastened during starting.
191 - Giulietta 2.0 JTDM GENERAL - THEFT PROTECTION ALARM SYSTEM
ALARM SYSTEM
The alarm system consists
of: - perimeter protection, -
interior protection, - tilt
detection, - protection
against cutting power cables.
The operation of the system is controlled by the body computer, which sends/receives commands over the serial link.
The system is turned on/off using the remote control via a receiver in the NBC. The remote control and receiver operate on a radio frequency.
When switched on, the doors are also locked.

To completely disable the alarm (for example if the car is parked for a long time), the car must be locked by turning the metal emergency key in the lock
and not using the remote control.
The interior security and the tilt detection can be deactivated using the switch on the front ceiling light.
Any attempted break-in is indicated by the "Code" light on the instrument panel illuminating and a message appearing on the display at the same time.
The control unit has self-diagnosis that detects and stores faults in the control unit and the connected components; in addition, the connection
cables are checked and the number of times the alarm has been activated and sounded is saved.
The control strategy of the control unit can be adapted to the requirements for anti-theft alarm systems in different countries.
DIRECT INPUT - Negative signal
from driver's side door open signaling switch (NA)
- Negative signal of passenger side door open signaling switch (NA)
- Minus signal from tailgate open signaling switch (normally open)
- Negative signal from open hood signaling switch (normally closed)
- Power supply from the ignition (+15)
- Serial connection to Motion/Tilt Sensors Control Unit - DIRECT
OUTPUT - Serial connection to Sounder Control Unit and to
Motion/Tilt Sensors Control Unit - Turn Signal Activation - A-Bus Serial Connection
Structure
The theft alarm consists of the following

modules: - Body computer: controls the operation of the systems and provides commands to the external modules.
- Sensors on doors, bonnet, tailgate: detect attempts to open doors, tailgate and bonnet - Remote control/receiver
(built into the Body Computer)
- Siren: emits beep signals and the acoustic alarm.
- Ultrasonic sensors detect movements in the interior.
- Tilt sensor: signals the change in the angle of inclination when the car is lifted.
- Serial connection A-Bus: connects all modules of the theft alarm.
1 - Body computer
2 - Switches on doors
3 - Sirens
4 - Motion / tilt sensors
5 - Remote Control
Operation
The alarm has 8 different positions:
- TURNED OFF;
- REST MODE;
- ARMING;
-
SURVEILLANCE;
- ALARM; - POWER
OFF; - PROGRAMMING;
- DIAGNOSIS.
These modes are described in the following sections.
Turned off
The disabled state is the state the BC (body computer) is in every time the stored key is recognized by the ALFA ROME CODE.
In that case, the alarm will be turned off.

In disarmed mode, the alarm system does not respond to commands from the receiver (with key-on).
When the key is removed, the system goes from disarmed mode to rest mode.
Idle position
The idle state is the default state in which the alarm system is.
From this position you can switch to the following positions: -
diagnosis: when a diagnosis is performed using the diagnosis instrument connected to the body
computer. - monitoring: if an arming command has enabled the system to monitor the vehicle -
disarming: if a stored key is recognized by ALFA ROMEO CODE.
In the idle state, the body computer continues to receive the +15 signal, preventing it from entering the monitoring phase, and then, the
alarm phase.
This information distinguishes between the two basic idle states: auto is used (+15 present) or auto exit (+15 not present); the last position precedes
the monitoring phase.
In the rest position, within one minute after "KEY-OFF", the interior security and the tilt detection can be manually switched off.
activation
When switched on, the alarm switches from standby to monitoring.

This transition is always prevented when the +15 signal is present.
The arming signal is delivered when the button on the transmitter is pressed and is indicated by the turn signals illuminating for 2.5
seconds and the simultaneous sound of a chime.
Upon receipt of the command, the body computer starts the arming procedure within 100 ms, as described: SIGNALS
WHEN ARMING: - Direction indicators light up continuously for 1 s.
- LED on the door lock button lights up for 1 s.

- BEEP command is sent to siren.
DIAGNOSIS/CHECK SYSTEM:
The control unit diagnoses the components: - motion/
tilt sensors module; - siren; Checking the status of the
sensors using the appropriate commands: - the siren
after max. 3 seconds; - the siren after max. 3 seconds; - after
max. 4 seconds the motion sensors module - after max. 4
seconds the tilt detection module.
If the control commands are not responded to within the specified time, the module in question is considered not working.
Checking the probability of the status of the switch doors (2 or 4), hood and tailgate (perimeter protection): if one of the inputs is not closed properly,
this input is not monitored by the system.
DISPLAY DIAGNOSIS INFORMATION:
Activation problems are indicated by the instrument panel light at the next Key-ON.
Self-arming
"Self-activation" is only possible on versions for certain markets.

With self-arming, the alarm system can switch automatically and timed from standby to monitoring.
There are two methods of self-arming.
FROM KEY-OFF: -
KEY-OFF is signalled; - The
self-arming counter starts counting; - If a
transition is detected from open to closed door, hood or tailgate, the counter starts from zero; - The counter
reaches the value "SELF SWITCHING DURATION"; - The body computer checks whether a stored key is inserted; -
If a stored key is inserted, the self-arming is performed; - If no stored key is present, self-arming is performed.
PASSIVE (last door): -

KEY-OFF is signalled; - The
self-arming counter starts counting; - If a
transition is detected from open to closed door, hood or tailgate, the counter starts from zero; - if the counter
reaches 2 minutes and no transition from open to closed has been detected, the self-arming is cancelled; - the counter reaches the value
"SELF SWITCHING DURATION"; - the body computer checks whether a stored key has been inserted; - if a stored key is inserted, the
self-arming is performed; - if no stored key is present, self-arming is performed.
The self-arming methods depend on the operation of the system (see country map table "PASSIVE SELF-ARMING" and "KEY-OFF SELF-ARMING").
From self-arming, the monitoring of all inputs is complete; it is possible to: - switch
the volumetric monitoring on or off.
- enable or disable the tilt detection module.

Self-arming does not lock the doors automatically.
The optical and acoustic signals depend on the operation of the system.
The description of the driver's door in the different versions (right-hand drive and left-hand drive) is specified during programming by the manufacturer.
Restart
Upon re-arming, the alarm system can automatically switch from idle mode to monitoring if, after an authorized disarm, no door, bonnet, or tailgate has
been opened or other associated operations have been performed.
The re-arming procedure is as follows: - The
alarm system is disarmed.
- The restart counter starts counting.
- If a transition is detected from open to closed door, bonnet or tailgate, re-engagement is cancelled.
- The counter reaches the value "SELF SWITCHING DURATION".
- The alarm is armed, taking into account the components that were disabled during the last activation (motion detection, siren...).
Surveillance
During the monitoring phase, the body computer performs the following operations:
- CHECKING +15 SIGNAL The body computer receives the information if the +15
signal is present: if the +15 signal is not detected for 100 ms and the shutdown command is not given, the body computer interprets this as
an attempted theft and activates the alarm phase.
- TAKING EXTERNAL MODULES OUT OF OPERATION AT LOW BATTERY VOLTAGE If
the battery voltage drops below 8.5V for more than 30 minutes, the body computer will disable the external modules (motion/tilt sensors) to extend battery
life and ensure that the engine starts next time.
- perimeter protection The
body computer monitors the status of the 4 doors, the hood and the tailgate: if one of these inputs changes status for more than 500 ms, the body
computer switches to the alarm phase.
- PROTECTION AGAINST FALSE ALARM CAUSED BY RESETTING THE BODY COMPUTER During the
monitoring phase, an external fault or an attempted intrusion may reset the body computer, thereby reinitializing its functions.
In this case, the body computer checks whether the alarm was already armed before the reset, so that the external modules can be switched on again,
except for the modules that were switched off during the last switching on.
- ARMING THE ALARM During the
monitoring phase, the alarm can be activated both by the perimeter protection and by the external modules or by the siren (if cables are cut).
Upon receipt of an alarm enable signal, the body computer immediately enters the alarm stage and performs the determined cycles for the type of alarm
signal received.
Alarm
If one of the monitoring sensors detects an abnormal situation (attempted or actual intrusion, attempted or theft of the car), the alarm system switches
to the alarm phase.
The alarm phase is characterized by optical/acoustic signals (siren is activated and direction indicators flash).
SIGNALING The
signaling consists of a sequence of "alarm cycles".
The respective parameters are described in the table "Operation".
The type, number and duration of the alarm cycles depend on the operation of the system and are controlled by the body computer: the siren can only be
switched on (audible signals) and deactivated (audible signals interruption).
For example, if three alarm cycles are performed for a duration of 26 sec. and at 6 sec intervals, the body computer behaves in the following manner: -
Turn on turn signals and turn on command to the siren with corresponding configuration parameters for the sound output.
- After 26 sec. turn off turn signals and turn off command to the siren.
- Waiting time of 6 sec.
- Repeat the previous points until the prescribed cycles are completed.
STORING ALARM CAUSES For
diagnostic purposes, the alarm causes recognized by the body computer are stored.
The body computer stores the last 10 alarm causes in a table and associates with each cause the status of the alarm system at the time of arming.
The stored alarm causes are: -

driver's door - passenger door -
motion sensors - tilt sensor - cut
siren cables - tailgate - hood
- +15
- cut cable +30 - cracking
siren with wrong siren disable command - cracking external
modules with disable command for motion/tilt sensors - wrong heart beat
For each alarm cause, the status of the system is stored and described as follows: - left door
open - right door open - bonnet open - tailgate open - system armed with self-arming - system
armed with remote control - motion sensor defective
- tilt sensor defective

- siren
defective - serial connection
defective The alarm situation changes to the following situations: - idle
state: if a switch-off signal is given or if a stored key is recognized by ALFA ROMEO CODE during Key-on. - monitoring: at the end of the
activated alarm cycles.
Shutdown
The system can be disarmed during both the monitoring and alarm phases.
To do this, press the button on the transmitter that instructs the body computer to disarm the alarm system according to the following procedure: disarming is
indicated by two flashes of the direction indicators with a frequency of 1 Hz and two beeps (signaling depends on how the system works).
This signaling is activated within 100 ms after receiving the disarm command: - the siren is
disarmed. - the external modules are switched off. - the body computer interrupts the perimeter
protection and, if provided, all measures taken.
This command is also accepted if the +15 signal is present.

After performing the shutdown and at the first key-on, the control unit signals if the transmitter battery is empty, the alarm has been triggered by motion
sensors, the tilt sensor or the perimeter sensors, +15 and +30
Programming during production
During production, the car-mounted alarm system can be configured, indicating the presence/absence of the following modules: - siren; - motion sensors; -
tilt detection module.
This information can be read, but not changed, using diagnostic equipment. This equipment adapts the diagnosis procedure to the existing settings.
The settings are transferred to the body computer using the vehicle's "Adjustment Procedure" (PROXI).
Programming Operation
In the programming state, the body computer can store the operation of the system in the EEPROM memory.
This allows the alarm system to be adapted to the legal provisions indicated in the "operation" table.
Programming mode is accessible from idle mode.
Operation
The various operating options are shown below:

OPERATION 1 STANDARD (EU)
OPERATION 2 (Great Britain)
OPERATION 3 (Belgium)
OPERATION 4 (Netherlands)
OPERATION 5 (World)
OPERATION 6 (Temporary Market)
Table operation
FUNCTION 1 2 3 4 5 6 7
LAND I G.B. BELGIUM NETHERLANDS WORLD TIME RANGE
SELF-HEALING
ALARM AT EVERYONE NOT FROM
AND AND AND AND AND X
CHECKED APPLICATION
ENTRANCE
ALLOW PASSIVE NOT FROM

NEW NEW AND NEW NEW X
SELF SWITCH ON APPLICATION
ALLOW
NOT FROM
SELF SWITCHING ON NEW NEW NEW NEW NEW X
APPLICATION
KEY-OFF
ALLOW NOT FROM

NEW NEW NEW NEW NEW X
RETURN APPLICATION
SELF SWITCH ON AFTER

NOT FROM
OPEN/CLOSE AND AND AND AND AND X
APPLICATION
LAST PORTER
SELF SWITCH ON AFTER

NOT FROM
OPEN/CLOSE NEW NEW NEW NEW NEW X
APPLICATION
DRIVER'S DOOR
SELF SWITCH ON
NOT FROM
ALARM WITH RECOGNIZED, NEW NEW NEW NEW NEW X
APPLICATION
KNOWN TRANSPONDER
DURATION (S) FROM

28 28 28 28 28 X 120
SELF SWITCH ON
MONITORING BY
NOT FROM
CHANTELD DETECTOR MODULE AND AND AND AND AND X
APPLICATION
AT SELF SWITCH ON
MONITORING BY
NOT FROM
MOTION SENSORS AT AND AND AND AND AND X
APPLICATION
SELF SWITCH ON
It is possible to switch between markets 1, 2, 3, 4 and 5 by means of diagnostic equipment or with a manual procedure.
It is not possible to declare the market authorized/unauthorized by entering the value 0.
Diagnosis of external modules
The body computer diagnoses the operation of the serial link to the siren and the external modules and checks for ground shorts, shorts to battery voltage and open
circuits.
The diagnostic check on the serial link is performed the moment communication is activated, ie when the alarm system is armed.
The diagnosis of the external modules is performed when the system is turned on using diagnostic commands from which the following information is obtained: There are no
diagnostic checks present on the perimeter protection switch.
The diagnostic data received at the time of power up is stored in the EEPROM memory to facilitate repair of the system.
The diagnosis must be performed with the diagnostic equipment.
Active diagnosis
While performing the diagnosis, the body computer may be asked to perform a diagnostic check on the external modules: the body computer then sends the appropriate
command and transfers the result to the diagnostic instrument.
If during this procedure the body computer fails to connect to the module, the response to the diagnostic tool will be: - serial connection interrupted - module not
responding.
In the same way, a diagnostic check can be performed on the serial link, which may have the following results: OK, ground short or short to battery voltage.
It is also possible to read the table of alarm causes stored by the body computer.
Recovery
If an external module (motion sensors, tilt sensor,...) is found not to be working, it is disabled during the entire monitoring phase.
At the next power up of the system, the diagnostic check is performed again on the modules that must be reactivated if they are determined to be working.
Components
Siren theft protection
The image shows the siren for theft protection.
The main features of the siren are: - waterproof

housing; - "green" batteries for self-supply if the
cables are cut; - battery charger; - programmable acoustic signal; - serial connection
to the body computer and other components of the alarm; - self-diagnosis.
The siren (stand-alone) is connected to the rest of the system via: - a separate
serial connection between the body computer and the siren; - a power supply
for the siren and the internal battery charger.
The siren is capable of responding to the diagnostic messages sent by the Body Computer (internal self-diagnosis).
The siren is located under the fender in the engine compartment.
CONNECTOR PINS SIREN
1 - Siren Power Supply

2 - Serial connection
3 - Mass
4 - Not connected
Motion / tilt sensors
The motion and tilt sensors are mounted in the ceiling light in the interior.
The motion sensors are equipped with a receiver and an ultrasonic transmitter that are integrated in a module. The module is again connected to
the anti-theft control unit.
The tilt sensor detects changes in the longitudinal and transverse angle of the car.
Both sensors can be disabled (simultaneously and not separately) using the appropriate switch.
1 - Sensor disable switch

2 - Sensor disabled indicator LED
3 - Ultrasonic Motion Sensors
4 - Tilt sensor (in ceiling light)
Recipient
The following functions can be activated via the body computer with the remote control/receiver: - central
locking/unlocking of the doors and, if present, opening/closing of the windows, - arming/disarming any
alarm system.
The remote control consists of:
- transmitter: integrated in the key: it works with a radio wave and sends a variable code to the receiver. The transmitter has three function keys and an
LED to monitor code transmission and battery status. - receiver: (radio wave) integrated in the Body Computer with an operating frequency has 433.92
MHz.
The receiver is placed in the Body Computer and is equipped with a wire antenna that extends out of the Body Computer.
The receiver has the following
functions: - receiving, encoding and processing the signal from the remote
control; - store channels (maximum 8); - providing the door locking and
unlocking commands (supplying the flashing output signal); - switching the theft alarm on and off; The remote control and receiver have
two functions: - switch on; - Switch off.
ARMING COMMAND With

the arming command, the receiver sends a signal to the body computer that: - locks
the doors - commands the transition from the rest mode to the monitoring phase of
the theft alarm on a body computer prepared for this.
The switch-on command requires the button on the transmitter to be pressed: it is signaled by the lighting (2.5 sec.) of the direction indicators
(this display method can be stored in the EEPROM).
Switching on is never possible (except during diagnosis) if the +15 signal of the ignition switch on is present.
When the button is pressed, the flashing frequency of the LED of the transmitter is 3 Hz.
The transmitter will perform the full transmission of the variable code if the key is pressed for at least 50 ms.
If the button is kept pressed continuously, the transmitter will stop after 20 sec. the transmission; for transmission, the key must be released
and then pressed again.
If the receiver signals a continuously transmitted signal (the received code is always the same), the mode changes once and cannot be switched
continuously.
1 - Mechanical key 2
- Door lock/unlock and alarm arm/disarm keys ARMING The
receiver receives the variable code and determines whether this
code matches one of the codes stored during programming.
If the code is recognised, the receiver commands the doors to be locked and the transition from the rest mode to the anti-theft alarm monitoring
phase on a body computer prepared for this.
With body computer with anti-theft alarm, if the car was previously locked with the mechanical key, when the transmitter button is activated, the
body computer must activate the door lock and alarm in accordance with the following: - doors locked with key and alarm deactivated (auto-arm
time not yet expired): no door lock action and no alarm setting; - doors locked with key and alarm activated (automatic activation time has already
expired): door unlocking (opening) and deactivation of the alarm; - doors unlocked and alarm disarmed (automatic activation time not yet expired):
doors locking and alarm activation; - doors unlocked and alarm enabled (auto-arm time expired): no door lock action and alarm disarmed.
POWER OFF
The receiver receives the disarm command from the transmitter and sends a message to the Body
Computer which: - provides the command to unlock the doors. - enables the transition from monitoring
phase to rest position with a prepared body computer.
To switch off, the transmitter button must be pressed: this is indicated by the direction indicators flashing twice at a frequency of 1 Hz, dc 50%
(permission/blocking function stored in the EEPROM).
Disarming is also allowed if the +15 signal is present.
The receiver provides the unlock command according to the same principle as described in the arming section (of course only if the lock status is
activated).
In addition, the theft alarm is disabled (if equipped).
191 - Giulietta 2.0 JTDM GENERAL - THEFT PROTECTION CODE
ALFA CODE
To block the engine operation, the cars are equipped with an electronic system called ALFA ROMEO CODE.
With ALFA ROMEO CODE, the engine can only be started using the Injection Control Unit (NCM) if a previously stored secret code is received.
The second generation CODE system is integrated into the Node Body Computer (NBC).
The ALFA ROMEO CODE consists, in addition to the body computer that serves as the control unit, of the
following parts: - C-CAN connection for communication between the Body Computer and the Node
Injection Control Unit: - Node Injection Control Unit. - electronic key with a transponder with a secret code;
- antenna that reads the code of the transponder in the keys;
1 - Body Computer (NBC)

2 - Node Injection Control Unit (NCM)
3 - Antenna
Operation
The ALFA ROMEO CODE allows the control of engine operation by the NCM through a codified connection between NBC and NCM during the
pre-start phase.
With the ignition switched on, the NCM sends a request for the code to the NBC, which only answers if, via the antenna, a known electronic key has
been recognized in the lock.
If the secret code is valid, the NCM continues with the usual engine control functions, allowing the engine to be started.
The NCM can only store the secret code with a special procedure.
Link between alfa romeo code and the key
Each key contains a transponder with the SECRET CODE.

When the key is set to MAR, the Transponder communicates with the NBC; it recognizes the code as known and continues with the NCM
recognition strategy.
If the identification code is not recognized, the procedure is aborted and the engine cannot be started.
The SECRET CODE is recognized thanks to a question/answer algorithm, where the encrypted code is exchanged. The code is recognized in less
than 160 ms per attempt.
In any case, the ALFA ROMEO CODE tries to receive the Transponder within 1.3 seconds.
Dialog between injection control unit node and alfa romeo code
The connection between the ALFA ROMEO CODE Control Unit (NBC) and the NCM is made by the C-CAN.
All exchange of information between the ALFA ROMEO CODE and the NCM is controlled by the NCM (the NBC never interrogates the NCM, but
only responds to a request from the NCM).
From the moment the ignition is turned on, the exchange of codes between the NBC and the NCM is dependent on the status (empty or stored) of
the NCM.
If the NCM is empty, then the NBC is requested for the secret code: in that case the NCM receives and stores the secret code. This procedure is
called CODE RECORDING.
If codes are stored in the NCM, then the correspondence between the codes stored in the injection control module and the NBC is checked.
This procedure is called CODE VERIFY.
1 - Key-ON
2 - Initialization NCM
10- FLGOPT = 1 ?
3 - Status NCM saved OK, empty NOT OK A -
CODE VERIFY 7 - Is the code valid? 8 - the
motor operation is allowed 9 - the motor
operation is not allowed
B - CODE RECORDING
4 - Save ended positively? 5 -
the motor operation is allowed 6 - the motor
operation is not allowed
Code recording
CODE RECORDING is the storage of the secret codes in the injection control unit.
When the NBC has stored the identification codes and secret codes, the system is ready to fulfill the request for a code from the still empty NCM.
The injection control unit initializes the software after "key-ON" and receives (if empty) the secret codes.
If the NBC is not empty, then the secret codes are requested, but only if a key is recognized. If a key is not recognized or if no key is present, the NBC will
not respond.
If the NBC is empty and there is no Transponder in the key and the NCM requests the secret codes, the NBC will not respond.
Code verify
This is the standard procedure performed during the life of the car whenever the driver inserts a key in the ignition and turns it to MAR (key-ON): this
procedure allows the engine to be started if the key is inserted and known .
The "code-verify" procedure, if not yet completed, continues even if the driver turns the ignition switch to AVV.
After the ignition is turned to MAR (key-ON), the NBC recognizes the Transponder in the key as a known Transponder.
At the same time, with ignition key on MAR or AVV, the NCM initializes the software and checks whether secret codes have already been stored. If this is
the case, a request is sent to the NBC.
If the Transponder is not recognized (invalid Transponder, no Transponder in key, etc.), the NBC sends a negative response to the injection control
unit.
In response to this request, the NBC transmits the encrypted secret codes to the injection control unit, provided the Transponder is known.
If the NBC is empty and the NCM sends a request for the secret codes, the NBC sends a positive response, provided a Transponder is recognized.
Communication via can
The communication between body computer and NCM takes place with the following two CAN messages:
- Request real estate code (sent from NCM and received by NBC)
- Reply immo-CODE (sent from NBC and received by NCM)
Protection Codes
Listed below are the protection codes used by the NBC and NCM - UNIVERSAL CODE:
The code sent by the empty NBC to the NCM when a recognized Transponder is present in the key. The "vehicle protection" light will flash at a frequency
of 1.6 Hz and a duty cycle of 50%. The flashing light indicates that the system is properly connected and working, but the vehicle is not code protected.
- SECRET CODES: These are fixed codes in the Transponder. It is stored in the Transponder in the keys of the car during the programming of the Transponder
and in the NBC during the programming of the keys during production.
- ELECTRONIC CODE (PIN): it is printed on the CODE CARD. The CODE CARD is handed over to the owner of the car and is a 5 digit decimal code (the 0 is not
allowed). It is used to protect the NBC's memory for reprogramming or to program new remote controls and/or perform certain diagnostics.
- IDENTIFICATION CODE: This is a fixed code in the Transponder. Each Transponder has its own code. This is stored in the NBC during programming. The
NBC maintains a table of authorized and expired identification codes
Body computer
THE ALFA ROMEO CODE is an internal function in the Node Body Computer (NBC).
The main functions of ALFA ROMEO CODE are: -
recognizing that a key is inserted and turned in the ignition (MAR); - communicate with
the Transponder in the key via the CODE antenna; - store up to 8 identification codes; -
storing the secret codes; - maintain a list of 4 permanently expired identification codes;
- control CAN to the injection control unit; - control the light on the instrument panel
through the connection to the instrument panel;
- perform the self-diagnosis of CODE's functions.

Delivery of replacement parts for ALFA ROMEO CODE:
When replacing the ALFA ROMEO CODE, the entire Body computer must be replaced. To replace the Body Computer, it must be obtained from
Dept. Parts are ordered stating the chassis number of the car, as described below.
Antenna
The antenna consists of a toroidal antenna coil with a plug integrated with the antenna
housing The connecting cables to the NBC are integrated in the dashboard cable bundle The
antenna is powered by the NBC to energize the transponder in the key Because the antenna
(due to the electromagnetic resistance, the small dimensions and the limited transponder range) should come as close as possible to the
transponder, it is mounted around the ignition switch.
1 - CODE-antenna
2 - Start/Ignition Lock
ignition key
The handle of the mechanical key contains a transponder.

When the key is placed in the ignition and the lock is turned to MAR, the Transponder is energized by the antenna and the transponder responds
by sending the alternating secret code encrypted. When a valid code is sent, the NBC sends an coded permission signal to the injection control
unit. The latter allows the engine to be started.
A maximum of 8 keys can be stored in the NBC.

The keys are already "stored" during production.
All codes are then stored in an AFD. COMPONENTS managed DATABASE.
Therefore, when the new car is delivered to the customer, no more storage activities need to be performed.
In the event of loss or the request of additional keys, a request must be addressed to Dept. Parts as shown in
edit. 5580E THEFT PROTECTION
Transponder in the key
In the memory of the Transponder in the key is stored: -

SECRET CODE; - IDENTIFICATION CODE that is different
per Transponder; - PROGRAMMING DATA of the secret
code.
The identification code differs per Transponder, so that when a duplicate is ordered, there is no Transponder with the same identification code.
Reprogramming keys
Reprogramming the keys allows the NBC to store the known keys.
Both the new keys to be programmed and those already programmed must be inserted into the ignition so that they are recognized by the NBC:
it stores in the identification code table those present during the procedure and switches off the identification codes that are no longer present.
Table of disabled keys
If an authorized key is no longer present (lost, stolen or not working), then the next time the keys are programmed (if this key is no longer present),
the relevant key will be canceled.
The NBC then maintains a table in the EEPROM, in which the data of 4 expired keys are stored: in this table are placed the identification
codes of the known keys, which were not present during programming.
If the table with the expired keys is full, any new key will replace the first key entered in the table.
This table can be used to determine which keys have been used with the car.
Reprogramming keys
The reprogramming of the keys is carried out/supervised by the Diagnostic device EXAMINER: the procedure is enabled via a PINCODE-protected
access on the car.
Follow the instructions on the diagnostic tool/EXAMINER.
Up to 8 known keys can be programmed.
Erase in memory of a lost key
At some point, using the Diagnostic Tool/EXAMINER, a lost key can be erased from the memory. The identifier of this key is transferred to the
expired identifiers table and is no longer recognized.
Code card
On the card are indicated:
- The emergency code "electronic code", with which the Dealer can program the electronic keys (TEGs) and the remote controls using the
EXAMINER. - the mechanical code of the emergency keys (mechanical code), which indicates the mechanical profile of the key and must be stated
when ordering in order to receive a key in the correct form.
Operation
The emergency code "electronic code" is also used in system diagnosis and other work with the Examiner or similar equipment.
Many of these operations (eg "Saving keys") can only be performed after entering this code.
Therefore, before carrying out any work, the Code Card must be obtained from the customer.
To prevent theft, the CODE Card may not be left in the car.
"Vehicle Protection" light

The "vehicle protection" light is located on the instrument panel and is controlled by the NBC with a message via the B-CAN.
Operation and duration of the "vehicle protection" light
flashing: The NBC controls the lighting of the "vehicle protection" light in the instrument panel via CAN, so that the light flashes to indicate
stored faults in the Body Computer or the NCM.
Diagnose
The ALFA ROMEO CODE allows a self-diagnosis of parts of the system to be performed.
The NBC can signal the following faults and store them in the EEPROM:
Transponder: - defective or absent or with incorrect secret code -
erased/disabled - not recognized/not saved Antenna for transponder:
- electrical connection defective (interruption, earth short or short
circuit to the battery voltage)
191 - Giulietta 2.0 JTDM GENERAL - PARKING SENSOR
GENERAL
The "Parking aid" provides the driver with information about the distance, when reversing, to an obstacle that is approached; the system is a parking
aid that detects obstacles out of the driver's view.
The information on the presence and distance of an obstacle is transmitted to the driver by means of an acoustic signal, the frequency of which
depends on the distance to the obstacle (if the distance to the obstacle decreases, the frequency of the acoustic signal).
Display on the instrument panel (only on display MATRIX)
If the rear parking sensors are activated while parking, the following image is shown on the display:
When the vehicle approaches obstacles, the affected areas illuminate. There are 8 areas.
Distance measurement only takes place when the system is armed. If the system is not armed, only the Control Unit is armed.
The parking sensor system consists of the following
components: - electronic control unit - ultrasonic sensors in
the rear bumper - buzzer in the instrument panel which is
built into the instrument panel.
REAR SENSORS:
USAGE
Turn system on and off
The system is active if the following conditions are met simultaneously: -

key on MAR. - reverse engaged When the system is activated, the buzzer
warns that the system is active and the image is shown on the display.
Acoustic display of distance to an obstacle
The control unit processes the information from the sensors and activates the two buzzers (or the buzzer in the instrument panel) to warn of the
presence of any obstacles.
The displayed pitch from the speakers indicates that the vehicle is approaching an obstacle. The sound lasts 75 ms, while the pause between the tones
is directly proportional to the distance from the obstacles: if the signals come in quick succession, an object is very close. A continuous tone indicates
that the distance to the obstacle is less than 30 cm.
The sound signal stops immediately when the distance to the obstacle increases. The display of the tones remains the same if the distance
measured by the middle sensors remains the same. If this situation occurs with the side sensors, the signal will be interrupted after 3 seconds (to
prevent the sound from continuing when driving past a wall).
Measuring the distance to obstacles
The control unit operates the sensors, which convert the electrical signals from the control unit into ultrasonic pulse sequences, taking between 3
and 10 measurements per second.
The signal reflected by a possible obstacle is received by the sensor, amplified, converted into a digital signal and sent in this form to the control
unit.
The control unit compares the transmitted signal with the received signal and calculates the time between sending the signal and receiving the
echo. This information is converted into a distance and passed on to the driver by means of sound signals.
When the vehicle approaches an obstacle, the "first threshold distance to the obstacle" will be the distance at which the system produces the first
beeps and then the distance will be used as the "second threshold distance to the obstacle", with the audible signal being continuous.
The distances described are measured perpendicular to the bumper up to the point concerned.
The reference obstacle is a pipe with a height of 100 centimeters and a diameter of 7.5 centimeters (ISO obstacle).
The "first threshold distance to the obstacle" must be at least approximately 150 centimeters from the outside of the vehicle across the entire width of the rear
(excluding mirrors). The "second distance threshold to the obstacle" must be within 20 and 30 centimeters from the outside of the vehicle over the entire width
of the rear (excluding mirrors). Outside the width of the vehicle, the distance before the first threshold is approximately 60 centimetres.
The minimum height of the obstacle that can be recognized corresponds to the maximum height of an obstacle that cannot be hit by the vehicle while parking.
The reflection from the background is ignored unless it has the characteristics of an obstacle.
1 - first distance threshold to an obstacle

2 - second distance threshold to an obstacle
B - bumper
Self-diagnosis and recovery

When switched on, the control unit performs a self-test. The sensors are checked with each activation. Even if only one sensor is faulty,
the entire system deactivated:
Any malfunctions/errors are indicated on the instrument panel by an illuminated warning lamp and the message "PARKING ASSIST NOT AVAILABLE" on the
display.
Trailer presence
No obstacles are detected behind when driving with a trailer, thanks to a special connection between the control unit and the socket of the tow bar.
This connection must be made afterwards during the installation of the towbar.
COMPONENT SPECIFICATIONS
Parking sensor control unit
The control unit is an electronic component, which is connected to the rear wiring harness and which performs the following auxiliary
functions: - signals received via the CAN (+15, reverse, etc.)
- activate sensors
- Process signals received from the sensors -
Check the function of the sensors - Operate
warning buzzers - Perform diagnosis and test
functions.
The electronic control unit contains a protection against voltage fluctuations and short circuits.
The control unit is located in the interior under the rear seat and has three plug connections: -
CONNECTOR A: power supply of control unit and signals from other nodes or components in the car; -
CONNECTOR B: connection to sensors in rear bumper; - PLUG C: Not connected

PLUG A
Pen Signal
1
Power supply + ignition lock from F51
2 Minus buzzer from rear parking sensor (not connected)
3 Not connected
4 Minus control signal deactivation front parking sensors (not connected)
5 Signal from trailer control unit (to be retrofitted)
6 C-CAN (high) (not connected)
7 B CAN A-netwerk (low)
8 chassis mass
9 Plus control signal parking sensor activation/deactivation lamp (not connected)
10 Plus rear parking sensor buzzer (not connected)
11 Not connected
12 Line K (not connected)
13 Plus control signal light disabled parking sensors (not connected)
14 B CAN B-netwerk (high)
15 C-CAN (low) (not connected)
16 Minus control signal for enabling/disabling parking sensors (not connected)

PLUG B
Pen Signal
1
Reference mass of parking control unit for sensors on rear bumper
2 Not connected
3 Not connected
4 Signal from sensor on bumper left rear on outside
5 Signal from sensor on bumper right rear on outside
6 Signal from sensor on rear left bumper on inner side
7 Signal from sensor on bumper right rear inside
8 Not connected
9 Not connected
10 Not connected
11 Not connected
12 Power supply sensors on rear bumper of parking control unit
Ultrasonic Sensors
The ultrasonic sensor works as an intelligent transmitter/receiver for ultrasonic pulses. Both the frequency and the voltage of the impulses are generated by the sensor.
The transmitted impulses are reflected by any obstacles; the receiver thus receives an echo which is amplified and converted into a digital signal, which is sent to the control unit via the same
channel as the activation signal.
Each sensor can also act as a receiver alone, allowing triangulation between two sensors.
This technique makes it easier to detect small obstacles and improves performance in the event of poor reflections.
All sensors have the same electrical and mechanical properties; the maximum measuring distance of each sensor is adjusted by software, depending on the position of the sensor on the bumpers.
Sensor plug pins
Pen Signal
1
Power supply sensor
2 Signal sensor
3 Mass sensors
191 - Giulietta 2.0 JTDM GENERAL - RADIO/NAVIGATION SYSTEM WITH MAPS
RADIO/NAVIGATION SYSTEM WITH MAPS

The radio/navigation system is located in the center of the dashboard and consists
of: - radio module with dual antenna and dual tuner; - player for audio and MP3 CDs;
- SD card reader;
- GPS module;
- standalone navigation module with maps
- 6.5" TFT color screen -
interface with steering wheel controls
The RADIONAV system described here comes in two options:

- linked to the radio “base”, no management of the phone is provided: the navigation functions are managed by RADIONAV, and shown with maps on
the display. - linked to "Blue&Me": in this case RADIONAV manages the navigation and Blue&Me manages the Media Player and Bluetooth telephone
functions; in the "Blue&Me Nav" version, the additional functions SOS and Info can also be managed using the buttons next to the ceiling light.
THIS LATEST CONFIGURATION IS CALLED “ISTANT NAV”

Example of the main menu screen page:
audio module
General features: -
equalizer with 5 preset frequency bands; - simple
menu for the settings of the sound sources and any external interfaces (MediaPlayer); - remote control
from steering wheel; - speed dependent volume control.
Tuner
specifications: -
RDS - RDS - TMC (Traffic Message Channel)
- EON (Enhanced Other Network)
- TA (Traffic Announcements)
Tuning options on the following bands: -
USW (87.5-108 MHz) (FM); - MW (153-279
kHz) (AM); - LW (531-1602 kHz) (AM); Ability
to store: - 18 FM stations (including 6 with
autostore); - 12 AM stations (including 6 with
autostore); 2 scan options (listen briefly to a
station and automatically skip to the next): -
scan on the used waveband and on the stored stations. - possibility of program selection
with PTY (only on the FM band). - preset sensitivity “distant”.
- "List" function with a list of all available radio stations

Example of screen with radio switched on:
AUDIO SPECIFICATIONS:
- bass / treble - fader /
balance - loudness - active
control hi-fi system - 5
preset equalizer curves: -
predefined (equalizer settings ex
works); - rock/jazz/classical/vocal - soft mute
CD-ROM Player
The radio/navigation systems are equipped with a CD-ROM drive, which can read and use: - normal retail
audio CDs - CD containing files in MP3 format.
Example of screen page with MP3-CD active:
Audio CD specifications:
- motorized loading and ejecting; -
TPM (Track Program Memory); -
shuffle; - repeat; - skip; - pause /
stop; - CD naming: CD identification
(max. 20).
Specifications MP3-CD:
- scan;
- repeat (one song or all);
- pause;
- skip;
- maximum number of MP3 tracks per folder: 255 (if the number of MP3 files in a folder is greater, only the first 255 will be considered).
- "List" function that allows to display a list of available songs.
Navigate the module

SD card reader
The radio/navigation system is equipped with an SD card reader, which allows to read and use SD cards with SPI technology with maps for the navigation
system.
To manage the SD card, there is a special menu that can be accessed from the configuration menu as "MANAGE SD CARD".
The system recognizes a new cartographic SD card and allows use up to a mileage of approximately 1000 km.
To activate the cartographic SD card without this limit, an activation code must be entered.
To obtain the activation code, contact the NAVTEQ Call Center during business hours at the toll free number provided on the SD card packaging and
provide the following information: - System serial number: it is 11 alphanumeric characters, found in the “MANAGE SD CARD” configuration menu under
the “SYSTEM SERIAL NUMBER” item; - version of the cartography and any license number present on the packaging of the SD card; - vehicle data and
personal data for any additional activations.
With this information, the NAVTEQ Call Center provides the activation code which consists of 16 characters.
This code must then be entered in the "MANAGE SD CARD" configuration menu under the "LICENCE CARDS ACTIVATION" item.
Each cartography can only be used by the device for which registration has taken place; if the SD card is inserted into another device, the software will not be
accepted.
How the system works
The possible states of the radio/navigation system with regard to power supply and operation in general are: - switched
off (OFF) - normal state - standby.
Operation also depends on the "system configuration".

The system's configuration keeps track of which functions the user has activated (function means: tuner, CD, MediaPlayer, etc.).
- Disabled (OFF): all functions of the radio/navigation system are disabled and the various hardware modules are not supplied with power.
- Normal state: In the normal state, the radio/navigation system is fully switched on and all functions of the system are used according to the system configuration.
The internal modules are operational as well as the internal communication lines.
Leaving this state saves the system configuration; returning to normal state restores the configuration (except "dark on/off" which is always set to "off" so the display will
always be on).
- Standby: in this state the radio/navigation system is switched on, but the situation appears to be the same as the switched-off state; in any case, the network
communication is the only module that works fully.
Arming: The
user can arm the system (from off to normal) by pressing the ON/OFF button regardless of the ignition switch position.
If the ignition is switched on (+ key active from the first ignition switch position) when the system is switched off (OFF), the radio/navigation system continues with the anti-
theft procedure (exchange of codes with the Body Computer node), then returns to the normal state (obviously, the functions are only available if the codes are approved;
if not, standby is enabled).
Disarm: The
user can disarm the system in several ways, depending on the state of the system.
Normal situation:
If the ignition key is removed and there is no phone call or service call, the system will turn off (of course the system configuration and backup data will be saved first). If
a call is made to a mobile phone via Blue&Me or a service call is made via the telephone integrated in Blue&Me, the radio/navigation system switches off with a delay after
the call (20 minutes of operation without a key and without pressing the buttons on the device). front panel or steering wheel).
If the system is in the normal state with the ignition off, it can be turned off as follows: - automatically when the above timeout has
expired. - by the user by pressing the on/off key.
Standby:
Shutdown (transition to off) occurs when the ignition lock signal is no longer present (+key not active).
Transition to standby (apparent shutdown): Transition
from normal state to standby (it appears as if the system is shutting down, but in reality radio remains
/navigation system works and it just cannot be operated) if the user presses the ON/OFF button, but the ignition remains on.
From this state, the normal state can be restored with the ON/OFF button.
Operation of theft protection
The radio/navigation system will remain locked automatically if there is no connection to the CAN: in this case the master code must be entered manually so that the body
computer grants permission and the system can work.
See also the PROXI function
See descriptions 5505 ELEK. INSTRUMENT/LIGHT CIRCUITS
Available languages
The following languages are available for both the displayed texts (menu) and the spoken navigation instructions:
- Italian
- French
- English
- German
- Spanish
- Dutch -
Portuguese (European)
- Pools.
Navigation
With the radio/navigation system, the position of the car can be determined and the "route guidance" carried out. The position
is determined using: - GPS satellites; - Dead reckoning; - Folder matching.
Position determination with GPS: the position determination is made using the received GPS signals; at least three satellites must be received with the antenna on the roof
of the car. The GPS position is accurate to less than 20 meters (under normal operating conditions).
Dead reckoning: refers to the determination of position by integrating the following signals together: the direction of the car, the speed and the direction of travel
(provided by the sensors on board). This ensures that the position can be determined if GPS signals are missing (tunnels, covered areas, etc.).
Map matching: the route traveled is compared with the topographical features of the environment. In this way the position data is associated with the street names.
The navigation module receives the position data; in addition, the progress data and the direction changes from the sensors in the car are received.
This data is collected and processed by a special algorithm that also takes into account the current position obtained from the GPS satellites, and thus calculates the
estimated position of the car (localization of the car).
Route guidance
The navigation module can extract, manage and edit all information to guide the driver to the entered destination.
These operations are:

- calculate route; -
calculation of the route between the current position and the
destination; - recalculation of the route in the event of a deviation
from the calculated route; - calculation of an alternative route; -
recognition of the car's position on the route; - calculation of the
distance to the destination; - recognition of the intersections in
the route; - determination of the maneuvers to be performed at
the intersections of the route (and associated voice and graphic instructions); - calculation of the distance to the next
intersection, at which the driver has to perform an action; - zoom in on intersection.
Reception of RDS-TMS traffic information from the radio module (the navigation module receives traffic information from the radio module via
the RDS-TMC announcements in geographic areas where it is available). This type of information is always in text form.
Map display
When the navigation function is active, the user can choose from the following map display options: -
scale: from 1:10,000 to 1:20,000,000; - possible direction display “north up” (north always at the top) or
“heading up” (driving direction always up) depending on the scale set; - display of map details (car parks, water, etc.); - place names; - POI
icons (categories only: restaurants, hotels, gas stations, parking options); - BIRD VIEW function (view of the map from above as a bird's eye
view).
Destination input method and calculation criteria

Destination address: The following data of an address can be provided: City, Street name and House number.
Intersection (2nd road): Allows the point to be defined as an intersection between two street names. The first street name is defined as in the
previous case (city, name); the second street name is chosen from a list of street names intersecting the first.
Points of interest (POI) : allows you to enter the information in the following order to select a specific POI (about which information can be obtained).
The POI can be selected based on: - Name - Near the current position - Near the destination - Near any address.
Example of a screen page for entering an address:
The system calculates the optimal route to reach the entered destination; the following priorities can be set: - fastest -
shortest - best distance/time ratio - highways yes/no - ferry services yes/no - RDS TMC yes/no.
Possible information from the radio/navigation system during navigation
Example of a screen page of the NAV navigation system during navigation:
Information about the position of

the car: - name of the road and the place being
driven; - name of the road being driven and the associated municipality are continuously displayed in the navigation window.
Traffic Information: Depending on the RDS-TMC information previously described, the following traffic information is provided to the
user: - icons on the map: the system can be configured so that an icon on the map corresponds to a current event in the traffic.
Only some events are displayed; - explanatory
text: each event is associated with an explanatory text. A list of event types can be accessed from the menu; when a type is selected, a list of all
associated events is displayed.
Route guidance: voice messages; these are part of a common set of radio/navigation system voice messages pre-recorded with a female voice.
Predefined icons provide a brief indication of the type of topography associated with the next maneuver.
Crossing zoom in: the system can be set so that when approaching a manoeuvre, a very large magnification of the intersection follows with an
explanation of the route to be followed.
Atlas: This function allows the digital map to be used as a regular road map.
Calendar destinations
The destination can be saved in a personal destination calendar for easy recall next time.
This system allows a descriptive name to be associated with a destination.
The destination calendar can be accessed from the main menu.
"my car" setupfunctie
The system allows editing of the radio/navigation system and vehicle setup.
The changes selected by the user are "suggested" to the instrument panel.
The menu has six main groups:
Display configuration: - select
the type of display illumination;
- adjust the brightness of the display; -

choose the units of measurement.
Sounds for setting volume of: -
Voice commands; - Buzzer
instrument panel; - Instrument
panel keys.
Vehicle parameters configuration: for configuring some systems in the car (if the car is not equipped with a certain system, the corresponding
menu item cannot be selected): - Max.speed; - Locking doors when the car is moving; - Repeat information on instrument panel; - Enable DRL;
- Switch on courtesy lighting; - Sensitivity dusk sensor.
Time & Date: Allows you to set the date and time.
Language: Allows you to set the language.
SD Card Management: Contains some items related to removing and managing the cartographic SD card.
Safely remove SD card: Allows you to initiate the safe removal of the SD card.
Navigation System Serial Number: Allows display of radio/navigation system serial number; this is necessary to activate the card.
Activating the card license: if this option is selected, the screen appears where the card activation code can be entered.
Map License Status: Displays the map information.
Trip
The system allows the Trip parameters to be displayed (and reset if necessary).
Example of a TRIP screen
When the right knob is turned, 3 screen pages of information can be cycled through: - Trip
A; - Trip B; - Instantaneous information.
The following functions are available in this context sensitive

menu: - Reset Trip A - Reset Trip B
Available content on the radio/navigation system related to blue&me

When the radio/navigation system is linked to Blue&Me, new content and functions become available.
media player
The radio/navigation system reproduces the music tracks digitally stored on: USB stick, MP3 player via the audio system and the stereo
system in the car.
When the device is connected to the USB port, the radio/navigation system display shows the message that the Media player is activated and
that the music information is available for the "radio" function.
The controls on the front panel of the radio/navigation system allow you to skip to the previous/next track (left and right arrows) and change
the search method (up and down arrows).
The context-sensitive menu of the "radio" function (or in the main menu) allows you to make the settings of the Media Player and to
choose the navigation method between the tracks (genre, album, artist, playlist).
Telephone
If Blue&Me is present, pressing the TEL key can bring up the phone screen page, which shows information about the phone connected
via Bluetooth.
Using the menu, the call settings can be changed: - switch
call (if two calls are active), - transfer call, - switch off
microphone, - end call.
When the phone is connected and Blue&Me privacy is disabled, the radio/navigation system displays pop-up information when a new SMS is
received or when a call is received/transferred that the user can answer/reject.
Example of a screen page of the TEL application during a telephone conference.
Front view
Numerous buttons and two rotary switches (consisting of a ring and a push button) are located on the front panel of the radio/navigation system.
Some controls have multiple functions. The operation then depends on the activated function of the system.
The activation of a selected function in some cases depends on how long a key is pressed (short press or long press).
This is indicated in the table below.
1 - Eject CD
2 - Tuner: frequency "forward"; CD or MP3 next folder: maps "up"
3 - Tuner: search frequency "backwards"; previous CD or MP3: maps "left"
4 - Tuner: search frequency "forward"; next CD or MP3: maps "right"
5 - Tuner: frequency "backwards"; CD or MP3 previous folder: maps "down"
6 - Main Menu
7 - Rotary switch: change selection on display - key: confirm selection (OK)
8 - Exit current choice; system shutdown (press for more than 8 seconds)
9 - NAV
10 -
Trip 11 - Phone Blue&Me (if equipped)
12 -
Audio 13 -
Mute/Pause 14 - Rotary switch: volume control - button:
on/off 15 - Audio settings 16 - Tuner: station list; CD or
MP3: list 17 - Stored stations 18 - TUNER: waveband
selection, autostore 19 - TUNER switch to last selected
MEDIA (CD, Blue&Me, etc.)
- SD: SD card slot

- CD: opening for CD
Steering wheel controls

On the steering wheel, the controls for the main functions of the radio/navigation system are repeated, making operation much easier.
1 - Phone key TEL

2 - MUTE key
3 - Speech Recognition Button (Blue & Me)
4 - "+" and "-" keys: volume control
5 - SCAN+ and - buttons:
6 - SOURCE key
Back view
The figure below shows the rear of the radio/navigation system with the plugs.
Plug A
PEN SIGNAL
1
Rear right speaker (plus)
2 Front left speaker (plus)
3 Front left speaker (plus)
4 Rear left speaker (plus)
5 Rear right speaker (minus)
6 Front left speaker (minus)
7 Front left speaker (minus)
8 Rear left speaker (minus)

9 Power supply external display (installation preparation)
10 B-CAN B (high)
Power supply external antenna, Mute signal for audio hi-fi amplifier control unit (installation
11
preparation)
12 Power from +battery
13 B-CAN A (low)
14 Power supply (plus signal) for switching on the audio hi-fi system
15 Reference ground for external display (installation preparation)
16 Mass on frame
Plug B
PEN SIGNAL
1
Signal D+ (USB differential data signal) from USB port (NA)
2 Ground reference (USB gnd) for USB port (NA)
3 Ground reference for hands-free microphone signal (NA) shielding
4 AUX R signal (MP right) from NCV control unit
5 PWM signal for remote display backlight control (NA)
6 Video signal (CVBS signal) from external camera (NA)
7 Signal D- (USB differential data signal from USB port (NA)
8 Power supply (USB device power supply) for USB port (NA)
9 Hands-free microphone (NA) signal
10 AUX L signal (MP left) from NCV control unit
11 Reference mass Aux gnd (MP gnd) of node NCV
12 Ground reference (CVBS gnd) for video signal from external camera (NA)
Plug C: not connected
Plug D: coaxial cable for FM1 antenna on roof panel

Plug E: coaxial cable for FM2 antenna ("phase diversity") in rear window
Plug F: coaxial cable for GPS antenna on roof panel. For more
information about the antennas, see
191 - Giulietta 2.0 JTDM GENERAL - REAR DOORS
SPECIFICATIONS
As with the front doors, the frame and panels of the rear doors are designed without sharp corners, minimizing the risk of injury to occupants.
The locks and associated rod systems are protected against forcing from the outside.
The locking on the inside takes place via a button on the dashboard.
The door panel has an integrated armrest and a storage compartment at the bottom. The arrangement of the functional elements on the panel is designed in such
a way that, in the event of a side impact, the panel and the occupant's body come into contact with each other correctly.
On the door are: - outside
handle for opening/closing; - interior
release lever; - power windows (if allowed
by switch on driver's door switch panel); - card compartment; - a loudspeaker.
The door contains a hardened heat-insulating window that is operated via a window mechanism with guide cables.
The rubber on the top of the door near the window and the water barrier guarantee an optimal seal against wind noise.
STRUCTURE
1 - Portierframe
2 - Door panel
3 - Slot
4 - Inner support for outer handle
5 - Power windows
6 - Speaker
7 - Speaker grille
8 - Window Mechanism
9 - Anti-condensfolie
10 - Outside handle
11 - Reflector
12 - Square
191 - Giulietta 2.0 JTDM GENERAL - REAR DOORS
REAR ELECTRIC WINDOWS

The controls for the front and rear windows can be operated on the driver's door.
1 - Rear left windows 2 -

Rear right windows 3 - Rear
window lock switch On the two rear
doors, only the windows of the respective door can be operated.
The operation of the rear controls can be disabled with the push button (3): the function is indicated by a lit LED next to the corresponding
button and the extinguished lighting in the buttons for the rear windows.
When the lock is on, the windows cannot be operated with any buttons.
Rear window operation

The rear windows can be opened/closed both manually and automatically based on the following logic: - if
the button is pressed between 60 and 300 milliseconds, the operation is manual: the window closes/opens as long as the button is
pressed; - if the button is pressed for more than 300 milliseconds, the operation is automatic: even if the button is released, the window will
continue to open/close until the maximum position is reached or the anti-injury function activates; - if the button is pressed again during opening/
closing, the window stops immediately; - a key operation shorter than 60 milliseconds is ignored (considered as an unintentional touch of the key).
All windows operate exclusively "via the ignition", with the following exception: after key-off the windows can be closed manually or automatically
for 3 minutes. After this time has elapsed, the system will no longer be able to process new commands.
If a door is opened during the time control, the system will not execute any new commands, but will finalize the commands received before the
door was opened.
If at key-off a door has already been opened, the system will complete the commands received before the door was opened.
Central control of the windows
With this function, all windows can be completely closed with one action.
All door windows can be closed while the doors are locked by holding the key in the lock position or by pressing and holding the button on
the remote control.
In this way it is also possible to open the windows when the doors are unlocked.
Anti-injury protection
The anti-injury function reverses the motor movement of the window mechanism if an obstacle (e.g. thumb or hand) is detected during the movement of the
Diamond. This prevents injury.

This provides a high degree of safety, even if accidentally operated by children in the interior. This allows the central opening and closing of the
windows to be used when leaving the car.
The anti-injury function is enabled during manual and automatic window operation.
Two zones are defined in the anti-injury function: "the reversal zone" and the "non-reversal
zone": - the "reversal zone" is an area between 200 mm below the top edge and the top edge;
- the "non-reversing zone" is the remaining area.
If the system detects an obstacle in the "reversing zone" while closing the window, the closing movement is interrupted and immediately reversed.
If the system detects an obstacle in the "non-reversing zone", only the window movement of the closing window is interrupted.
No commands will be accepted during this period.
If the anti-injury function is activated 5 times in a row within a minute or if a fault persists, the system will disable the automatic closing and only
steps of 500 ms can be performed, each time releasing the button.
To restore the correct functioning of the system, one of the following remedial actions must be performed: - switch
ignition off and on (key-off - key-on); - fully open the relevant window by the driver.
The anti-injury function uses a Hall sensor that signals an overload of the window motor: the switch-on threshold is reached when the force on an
obstacle (eg a thumb or a hand) during the window movement exceeds approximately 7/8 kg.
Initialization
If the power supply has been interrupted, the power windows must be reset by performing the following procedure using the controls on the driver's
door.
For each door, proceed as follows:
- turn the key to MAR; - press and
hold the "manual" window closing button until the window is completely closed, then keep the button pressed for at least 1 second.
After this procedure, the "anti-injury function" and the automatic operation of the windows are again operational.
191 - Giulietta 2.0 JTDM GENERAL - FRONT DOORS
SPECIFICATIONS
The frame and panels of the front doors are designed without sharp corners, minimizing the risk of injury to the occupants.
The locks and the operating rods are protected against force from the outside.
Locking from the passenger compartment takes place with a button on the dashboard.
The door panel has an armrest integrated into the panel and a map pocket on the underside of the panel. The arrangement of the functional elements of the
panel is designed in such a way that, in the event of a side impact, the body of the occupant and the panel correctly collide.
On the door are: - outside
handle for closing/opening; -
exterior mirror. - two loudspeakers,
one of which is mounted in the trim plate of the door mirror; - card compartment; - interior
release lever; - power windows controls and rear window lockout switch (driver's side
only); - exterior mirror adjustment controls (driver's side only);
The door contains a hardened heat-insulating window that is operated via a window mechanism with guide cables.
The rubber on the top of the door near the window and the water barrier guarantee an optimal seal against wind noise.
STRUCTURE
1 - Portierframe
2 - Verstevigingsbuizen
3 - Door panel
4 - Slot
5 - Internal support for outside stool
6 - Corner cladding
7 - Driver's door switch panel
8 - Tweeter
9 - Speaker
10 - Speaker grille
11 - Anti-condensfolie
12 - Power Window
13 - Outside stool
14 - mirror
15 - Windscreen rubber
16 - Reflector
17 - Square
18 - Diamond
191 - Giulietta 1.4 Turbo MultiAir INTRODUCTION - SUN ROOF INTRODUCTION - SUN ROOF
INTRODUCTION
The vehicle may be equipped with an exclusive sun roof, comprising two glass panels, one fixed, the rear one and one moving, which is electrically operated.
There are two manual sun blinds on the inside of the roof that slide independently towards the front of the vehicle.
This sun roof system therefore provides the opportunity of various permutations and it is possible to travel with the roof open or let light into the
passenger compartment even with the roof closed.
The front blind opens together with the glass. It is closed manually.
Composition
The diagram illustrates the sun roof components.
1. Chassis
2. Sliding front
glass 3. Fixed rear
glass 4. Electric
motor 5. Wiring 6.
Deflector 7. Front
blind 8. Rear blind
9. Front moulding
10. Rear moulding
11. Seal The sun
roof comprises an
internal structure with various components.
The glazed surface is divided into two panels, the rear one is fixed in heat-proof glass like the front sliding panel activated by a dual switch located next
to the centre courtesy light assembly.
A sealing strip to protect against infiltration around the edges of the sliding section opening is in contact with the front sliding panel profile.
The control system is composed of an electric motor with an integrated electronic control unit located on the central part of the roof. The movement takes
place by means of the motor pinion that drives two flexible racks (bowden).
The front and rear blinds used to protect against sunlight are sliding roller blinds.They slide along guides supported by teflon slide pads with rubber
bearings between pad and guide.
The blinds are moved manually.
The blind is accompanied and stops in every position of its travel.
The main sun roof sub-assemblies
are: - Single frame.
- A system of right and left mechanisms, inserted in the aluminium guides, for moving the front glass panel, operated by the electric motor by means of a
metal spiral cable. - 2 aluminium front guides for the sliding function: for the front pulley, the metal spiral cable and the front blind. - 2 aluminium rear
guides covered by the mouldings and the rear glass for the rear pulley sliding function. - 2 rear guides for the sliding of the rear blind.
- Polyester front blind, retained at the sides, which, on opening, wraps around the centre section of the roof allowing full visibility outside the vehicle.
- Rear polyester curtain retained at the sides, which, whilst opening, wraps around the centre section of the roof allowing full visibility outside the
vehicle. - 2 glass panels 5 mm thick with a brightness transmission TL of 5.6 % +/-3% and an energy transmission TE of 5.2% +/- 3%.
- Aluminium deflector with retractable plastic corners to avoid the effects produced by aerodynamic turbulence (buffeting and passenger comfort) in all
driving conditions.
- Plastic side moulding
- Motor activating front glass panel with control unit for anti-crush safety function.
Functional characteristics
The water drainage function is produced by channels on the roof.
The positioning of the assembly on the bodyshell is guaranteed by references on the sun roof frame and by drillings in the bodyshell.
The bonding to the bodyshell guarantees the water tightness (before and after fatigue/ageing) and is resistant to a vertical force equal to that
produced by a pressure of 6000 N/m² applied to the perimeter of the bonded frame.
Whilst opening, the front glass panel slides horizontally above the rear panel sliding along outer side guides.
The colour of the glass used for the panels is grey and the light transmission is TL 5.6 % +/-3% and the energy transmission is TE 5.2% +/- 3%.
Operation
BLIND OPENING/CLOSING To
open the blinds: grab handle A and accompany it following the direction shown by the arrows until it is in the desired position. To close them, carry
out the procedure in reverse.
The opening of the front blind is linked to the position of the roof. When the glass opens, the blind opens too and cannot be closed unless the glass is closed.
The front blind can be opened and closed with the roof closed.
OPENING THE ROOF

The sun roof is operated by the ignition ON.
Press button A and keep it pressed, the front glass panel will assume the spoiler position, press button A again and, operating the control for more
than half a second, the roof glass will start moving and automatically assume an intermediate position (comfort position).
If the opening control is pressed again for more than half a second, the roof will automatically continue until it reaches the end of travel position; the
roof glass can be stopped in an intermediate position by operating the button again.
CLOSING THE ROOF
With the roof in the fully open position, press button B and, if the button is operated for more than half a second, the front roof glass will automatically
assume the intermediate position (comfort position).
If the button is operated again for about half a second the roof will assume the spoiler position. Lastly, if the closing button is pressed again, the roof
will assume the fully closed position.
The blind is closed manually.
Anti-pinch safety function

The sunroof has an anti-pinch safety system capable of detecting the presence of an obstacle whilst the roof is closing; when this happens, the system
stops and the movement of the glass is immediately reversed.
Initialisation procedure
The sunroof must be re-initialised after disconnecting the battery or if the relevant protection fuse is blown.
Proceed as
follows: - press button A until the roof is completely closed. Release
the button; - press button A and keep it pressed for at least 10 seconds and/or until the glass panel clicks forwards.
Release the button at this
point; - press button A within 5 seconds of this operation and keep it pressed: the glass panel will complete a full opening and closing cycle.
Only release the button at the end of this cycle.
Emergency operation
If the switch does not work, the sunroof can be operated manually as
follows: - remove the protective cap located on the central part of the
inner trim; - take the Allen key that comes with the vehicle located with the vehicle documentation or in the tool
box in the boot; - introduce the key provided into housing A and working on the engine B, turn clockwise to open the roof or anticlockwise to close the roof.
191 - Giulietta 2.0 JTDM GENERAL - OPEN ROOF/WINDOWS GENERAL - OPEN ROOF/WINDOWS
GENERAL
The car can be equipped with an exclusive sunroof consisting of two panes of glass; one fixed panel (the rear) and one electrically operated
movable panel.
The sunroof in the interior is equipped with two manually adjustable sunblinds, which can be moved independently to the front of the car.
It is possible to use the various options of the sunroof during the journey, whereby the sunroof can be opened or light can reach the interior,
even when the sunroof is closed.
The front sunshade opens at the same time as the roof. The screen must be closed by hand.
Structure
Components of the sunroof
The open roof consists of one whole that supports the various components.
The glass surface is divided into two panels. A fixed rear heat-insulating window and a movable front window panel that slides out and is
operated by a double switch next to the center ceiling light.
A rubber is mounted along the edges of the sliding part of the open roof, which forms the seal with the roof.
The control system consists of an electric motor with an integrated electronic control unit on the rear of the sunroof. Driven by the pinion of the
motor that drives two rack and pinion cables (bowden).
The front and rear awnings can be moved. They slide through the guides using Teflon sliding blocks. Rubber bearings are located between
the sliding blocks and the guide.
The awnings are operated manually.
The awning must be guided and can stop in any position.
The main subgroups of the open roof are:
- One-piece frame.
- A movement mechanism on the left and right in the aluminum guides in front of the window, operated by an electric motor via a
metal spiral cable. - 2 front aluminum slides for sliding: the front carriage, the metal spiral cable and the front sunshade. - 2 rear
aluminum guides, which are covered with moldings and the rear window panel, which allow the rear carriage to slide. - 2 rear guides
for sliding the rear sunshade.
- Polyester front sunshade with side lock, which is stowed open in the middle of the roof, allowing an unobstructed view to the outside from the
interior.
- Polyester rear sunshade with side lock, which is stowed open at the rear of the roof, allowing an unobstructed view to the outside from the
interior. - 2 glass panels with a thickness of 5 mm and a light transmission TL equal to 5.6% +/-3% and a heat transmission TE of 5.2% +/- 3%.
- Retractable aluminum windshield with plastic corners to prevent the effects of air turbulence (buffeting and passenger comfort) in all
driving conditions.
- Plastic molding on the side.
- Power window motor for the front window panel with control unit for the anti-injury function.
Characteristics
The water is drained through the gutters.

The correct position of the unit on the bodywork is achieved by markings on the sunroof frame and openings/cut-outs on the bodywork.
The glued mounting on the body guarantees watertightness (before and after loading/aging) and can withstand a vertical force equal to a pressure
of 6000 N/m² on the edge of the glued frame.
During the window movement, the front window panel slides horizontally over the rear panel in the outer side guides.
The gray pane panels have a light transmission TL of 5.6% +/-3% and a heat transmission TE of 5.2% +/- 3%.
Operation
OPENING/CLOSING SUNSHADES To open
the sunshades: hold the handle A and guide it in the direction indicated by the arrows until the desired position is reached. To close, perform the
operations in reverse order.
The opening of the front sunshade depends on the position of the sunroof. When the roof is opened, the sunshade also opens; however, the screen does not
close when the roof closes.
When the sunroof is closed, the front sunshade can be opened and closed.
ROOF OPENING
The sunroof can only be operated with the ignition switch set to MAR.
If button B is pressed and held, the front window panel will be moved to the tilt position; if button B is pressed again and held for longer than half a second, the
window panel will open automatically until an intermediate position is reached ("Comfort" position).
If the "open" button is pressed again for more than half a second, the window panel opens automatically to the extreme position; the window panel can be closed
in an intermediate position when the button is pressed again.
CLOSE ROOF
When the roof is in the fully open position, pressing button A for more than half a second will automatically move the front window panel to an intermediate
position ("Comfort" position).
If the button is pressed again for about half a second, the panel will return to the tilt position. Finally, pressing the "close" button again will close the panel
completely.
The sunshade must be closed manually.
Anti-injury function
The sunroof is equipped with an anti-injury function that is able to detect any obstacle during the closing of the sunroof; in the event of an obstacle, the
control unit interrupts the closing process and immediately reverses the movement.
Initialisatieprocedure
If the battery has been disconnected or a fuse has blown, the sunroof operation must then be re-initialized.
Proceed as follows:
- keep button A pressed until the roof is completely closed. Release the key;
- press and hold button A for at least 10 seconds and/or until a short forward movement of the sunroof is detected.
At that point, release the key; -
within 5 seconds of the previous work, press and hold button A: the roof performs a complete opening and closing cycle.
Release the button only after this cycle.
Emergency service
If the sunroof cannot be operated electrically in the event of a switch failure, it can also be operated manually; to do this, proceed as follows: - remove protective
plug A on the back of the inner lining; - take the hexagonal key supplied with the car, which is located in the on-board documentation holder or in the luggage
compartment; - insert the key into seat B and turn it clockwise to open the roof or counterclockwise to close the roof.
191 - Giulietta 1.4 Turbo MultiAir INTRODUCTION - BODY INTERIOR FITTINGS AND TRIM
INTERIOR FITTINGS
The style and design philosophy pursued for the interiors follows the same formal and aesthetic standards which embody the Alfa Romeo philosophy:
to convey to people who see an Alfa Romeo the same great passion and emotion as those who conceived, designed and produced it.
In the Giulietta, the main body of the dashboard extends vertically with the central console to emphasise the sporty cockpit concept that has always
exemplified the sporting spirit of Alfa Romeo cars and give the driver the impression of being in full control of all driving controls and info-telematic information.
This is expressed by the instrument dome and classic tubular instrument casings facing the driver. The main body of the dashboard is a horizontal
band that involves the central and passenger area, to give the overall volume an impression of greater dynamism.
The horizontal arrangement of a highly characteristic feature such as the dashboard forms part of the formal legacy of historical Alpha Romeo interiors.
Separating the dashboard from the tunnel console volume helps to emphasise the concept of lightness.
The horizontal facia made out of different materials, surface finishes and colours, defines the various trim levels in the elegant and sporty versions.
The dynamic effect has been further emphasised by extending the side heads of the dashboard toward the door panel volume so that the occupants
perceive an expanded space offering more room to enjoy a more comfortable environment.
The dashboard trim is fastened to the mounting crossmember underneath through an innnovative system for impact absorption.
The two side brackets have been designed to guarantee a progressive yield in the event of an accident, in order to absorb the impact of the passengers
against the dashboard trim, which can retract reducing the injury to the passengers themselves.
This solution make the adoption of passenger and driver's knee bag superfluous.
A - Programmed yielding anchorage

bracket Particular attention has been paid to defining all the elements that make up the interior to create the right level of aesthetic comfort.
The finish, roof panel trim, pillar trim and parcel shelf are perceived as one seamless piece and this enhances the homogeneous look of the
passenger compartment.
The boot trim has also undergone the same attention, though naturally without removing any useful space and optimising the opportunity of finding
space for small objects.
Overall, a high level of quality is perceived in the interaction between and matching of individual components, each of which has undergone great
attention at the design stage.
191 - Giulietta 2.0 JTDM GENERAL - SAFETY BELTS AND ACCESSORIES
SAFETY BELTS
The car is equipped with three-point inertia reel seat belts, including the center rear seat belt.
The front seat belts are fitted with electrically operated belt tensioners and traction limiters.
A second belt tensioner is used in this car, also of the electronically controlled pyrotechnic type. This tightens the hip belt section, so that the pelvis
and legs will slide forward much less vigorously and therefore the shins and knees will come against the lower part of the dashboard much less hard.
In addition, the combined action of the two pretensioners at different points prevents the belt from stretching almost completely, thus minimizing the
risk of the occupant slipping under the belt (so-called submarining).
The mechanism on the lap belt section "tightens" the seat belt in such a way that the passenger cannot move forward.
The front seat belts can be adjusted in height in 4 positions.
1 - Seat belt 2 -
Height adjustment
3 - Automatic retractor with belt
tensioner 4 - Belt tensioner for lap belt
section 5 - Closure The side rear seats
also have a three-point seat belt with automatic retractor in the stile and belt tension limiter (on the retractor), while the center seat is equipped of a
three-point belt with an inertia reel in the backrest of the rear seat.
Warning against unfastened seat belts ("basic" version indicating only the front seat belts)
The car is equipped with an SBR (Seat Belt Reminder) system, which consists of a warning buzzer which, together with the flashing "seat belt" -
warning light on the instrument panel warns the driver and front passenger if the appropriate seat belt is not fastened.
If the belt is fastened during the cycle, the warning cycle is automatically interrupted and only repeated if a new seat belt unfastened is
detected.
The warning cycle can be switched off temporarily or permanently using the diagnostic tool (Examiner) via a dialogue with the instrument panel.
Warning for seat belts that have not been fastened (complete version, also for the rear belts)
On some versions, a display is provided above the interior mirror, which visually and acoustically warns all occupants (including those in the rear
seats) if the seat belt has not been correctly fastened.
The two lights on the side are for the front seats, while the three lights in the center are for the rear passengers.
The lights are red and green and operate as follows: -
extinguished when the key is turned to MAR and the seat belts are already fastened; -
red if the front seat belts are not fastened; - flashing red (for rear seat belts only) if the
seat belts are not fastened - green if the seat belts are fastened.
If only the driver is in the car and no seat belts are fastened, the first four lights will turn red and the last green.
The three lights in the center will flash for about 30 seconds and then turn solid red.
The operation of the lights for the front and rear seats is different: Driver:
If only the driver is in the car, it starts, if you drive faster than 20 km/h or if
you maintain a speed between 10 km for more than 5 seconds /h and 20 km/h, there is a pre-seat warning cycle (an uninterrupted acoustic signal for the
first 6 seconds, then a further 90 seconds “beep” and the light starts to flash).
When the cycle is complete, the lights will remain solid until the engine is turned off.
The acoustic signal will stop immediately and the warning light will turn green as soon as the driver's seat belt is fastened.
If the seat belt is released again while driving, the acoustic signal will sound again and the warning lamp will flash again as described above.
Passenger:
The same situation applies to the front passenger, with the difference that the warning lamp lights up green and the acoustic signal is also interrupted
when the passenger leaves the car.
In the event that both seat belts are unfastened shortly after each other while a vehicle is moving, the acoustic signal refers to the most recently
unfastened seat belt, while the two lamps work independently of each other.
Rear seats: In the
rear seats, there is only a signal if one of the seat belts is unfastened. In this situation, the corresponding seat belt light will flash for approximately 30
seconds.
In addition, an acoustic signal sounds.
If more seat belts are unfastened, the lights give a visible signal independently of each other.
All lights will always remain on if at least one of the front seats is occupied with an unfastened seat belt.
All lights go off (30 seconds after the last seat belt is fastened) as soon as all front seats are occupied, regardless of whether the rear seat belts are
fastened or not.
All lights come on when at least one fastened seat belt is unfastened or vice versa. All lights will remain off if all seat belts are fastened when
starting.
Seat belts with pretensioners

The airbag activation control is also applied to the seat belt pretensioners. The belt tensioners absorb any stretching of the belt, so that the occupant is
held firmly in the seat during the first moments of the collision, reducing the displacement of the occupant in the passenger compartment.
The belt tensioners are mounted on the retractor and on the 3rd attachment point.
See descriptions 5580C AIRBAG SYSTEM
Retractor with traction limiter

In addition, all belts are equipped with tensile force limiters, which reduce the force of the belt on the upper body: the force at which the limiters act
ensures that the risk of fractures of the shoulder blades and ribs also in persons with fragile bones (e.g. the elderly days) is significantly reduced.
1 - Belt tensioner
2 - Rewinder
interior mirror
The electronically dimmable interior mirror contains an electronic system that automatically adjusts the anti-dazzle mode.
In the mirror, a photodiode sensor measures the strength of the light beam striking the mirror and sends a signal to the electronic control unit (also in the
mirror). This partially obscures the Liquid Crystal Diodes, making the mirror "matter"; in this way the anti-dazzle function protects the driver's view.
The automatic anti-dazzle mode is disabled when reverse gear is engaged.

See E3032 MIRROR ADJUSTMENT
The system can be switched on and off at the touch of a button.
A green LED indicates the system is armed, a red LED indicates a disarmed system.
1. Power On/Off
Button 2. Feature Enabled LED 3.
Feature Disabled LED
191 - Giulietta 2.0 JTDM GENERAL - FRONT DOORS
ACCESS TO INTERIOR
The "Vehicle Protection System" using the central locking of the doors/tailgate with remote control is designed in such a way that breaking into the
car is very difficult.
The Body Computer manages the electric locks and the associated commands and controls from the following
overview: - Lock/unlock motor - Motor with "dead-lock" anti-theft mechanism - Actuator for opening tailgate -
Switch only on driver's door lock cylinder for central door locking with mechanical key - Button in the passenger
compartment for locking/unlocking the doors - Button ("logo") on the tailgate for opening the luggage compartment
Remote control
The radio frequency remote control is equipped with a folding beard. The transmitter has a range of approximately twenty
meters. It operates the central door lock and has three buttons with the following functions:
1 - Unlock key
2 - Lock key
3 - Tailgate Button
unlock key
With a short press: unlock the doors and the tailgate remotely and at the same time deactivate the alarm (if equipped), the interior lighting comes on
with time control and the direction indicators flash twice.
With a longer press (more than 2 seconds): the windows open and the interior lighting is switched on; when the button is released, the windows
will stop in the position reached.
Lock key
With a short press: remotely lock the doors and tailgate and simultaneously activate the alarm (if equipped), the interior lighting switches off
and the direction indicators flash once.
If the button is pressed again soon after the first time, the "Dead-lock" function is activated.
If one or more doors are open, the locking will not take place. This is indicated by the rapid flashing of the direction indicator LED on
the instrument panel.
With a longer press (more than 2 seconds): the windows close and the interior lighting is switched off; when the button is released, the windows
will stop in the position reached.
When the battery is empty, the transmitter can be operated about 100 more times, during which the data is sent correctly.
Luggage compartment opening
When the corresponding button is pressed, the tailgate or remote unlocks (opens) even if the anti-theft alarm (if equipped) is activated.
Unlocking the tailgate is indicated by two flashes of the direction indicators; lock by flashing once (only with alarm enabled).
If the alarm is armed and the tailgate is opened, the alarm system will disable the motion detection and the tailgate perimeter protection sensor.
When the tailgate is closed again, the motion detection and perimeter protection sensor are reactivated.
TANK COVER:
The tank hatch can be opened by hand. The fuel cap can be opened using the mechanical key.
Mechanical key
There are two types of mechanical key: removable with lock or with fixed bit.
Removable key
A - Locked key
B - Open key
1 - Push Button Key Unlock
Mechanical key
Signaling link
On the switch panel in the center of the dashboard, there is a RED LED next to the lock/unlock button.
When the doors are locked, the LED lights up for a few seconds and then the LED flashes (monitoring function).
If one or more doors or the tailgate are not closed properly when the doors are locked, the LED and the direction indicators will flash quickly.
1 - Push button central locking/unlocking

2 - Signaling link
Operation
Door locking from the outside
When the doors are closed and the button on the remote control is pressed or the key is turned in the driver's door lock, the doors are locked.
The locking of the doors is indicated by the activation of the LED on the button in the center of the dashboard.
The doors are locked: - when

all doors are closed; - when all
doors are closed and with the luggage compartment open.
Door unlocking from the outside
This occurs when the appropriate button on the remote control is pressed or when the key is turned in the driver's door lock.
Locking/unlocking from the passenger compartment
This occurs when the button in the center of the dashboard is pressed.
The button has a status LED (doors locked or unlocked): LED lit: doors locked Pressing the button again unlocks the doors
centrally and turns off the LED. LED off: doors unlocked.
By pressing the button again, the doors are centrally locked.
The doors will only lock if all doors are properly closed.
If the doors are locked with the remote control or door lock, they cannot be unlocked with the button in the center of the dashboard.
When centrally locked and a door unlock button is pulled, the relevant door unlocks (if this is the passenger door, the LED on the button remains
lit).
If there is no power supply (blown fuse, disconnected battery, etc.), it is still possible to unlock the doors manually.
luggage compartment
The luggage compartment is unlocked electrically and cannot be performed while the vehicle is moving.
When the luggage compartment is unlocked, it can be opened from the outside using the button (Alfa Romeo logo); press the button until unlocking
is detected or press the appropriate button on the remote control.
When the luggage compartment is opened, the direction indicators flash twice and an interior lighting unit comes on: the lighting switches off
automatically when the luggage compartment is closed. If you forget to close the luggage compartment, the lighting switches off automatically after a few minutes.
Dead-lock function
This safety system prevents the operation of: -

interior handles - push button for central
locking/unlocking; this prevents the doors
from being opened from the inside in the event of an attempted break-in (for example, when a window is smashed).
It thus offers the best possible protection against burglary attempts.
The dead-lock function is activated by pressing the lock button on the remote control twice (within one second).
If one or more doors are not properly closed, the dead-lock function cannot be activated: this prevents a person from entering the car interior through
the open door and, if the door is subsequently closed, the car can't leave anymore.
The activation/deactivation of the dead-lock function is signaled by 3 flashes of the direction indicators and 1 flash of the signaling LED.
The system switches off automatically on all doors in the following cases:
- if the driver's door lock is turned twice using the key; - if the doors are
unlocked using the remote control; - when the ignition key is turned to
MAR.
The dead-lock function also blocks the operation of the lock/unlock button in the passenger compartment.
When the dead-lock function is switched on, the car can no longer be left.
If the battery is empty, defective or disconnected, the dead-lock function can only be deactivated from the outside with the mechanical key on the
door with lock cylinder; the dead-lock function remains on for the other doors!
Automatic central locking
Via the "Setup menu" of the instrument panel, you can set whether all doors should be locked automatically above a speed of 20 km/h.
Open / close windows
All door windows can be closed while the doors are locked by holding the key in the lock position or by pressing and holding the button on the
remote control.
The window movement continues as long as the key is kept turned.
ELECTRICALLY OPERATED WINDOWS

The controls for the power windows are located on the driver's door.
1 - Driver's door switch

2 - Passenger door switch
Power window operation

The windows can be opened/closed both manually and automatically based on the following logic: - if the
button is pressed between 60 and 300 milliseconds, the operation is manual: the window closes/opens as long as the button is pressed; -
if the button is pressed for more than 300 milliseconds, the operation is automatic: even if the button is released, the window will continue to open/close
until the maximum position is reached or the anti-injury function activates; - if the button is pressed again during opening/closing, the window stops
immediately; - a key operation shorter than 60 milliseconds is ignored (considered as an unintentional touch of the key).
All windows operate exclusively "via the ignition", with the following exception: after key-off the windows can be closed manually or automatically for 3
minutes. After this time has elapsed, the system will no longer be able to process new commands.
If a door is opened during the time control, the system will not execute any new commands, but will finalize the commands received before the door
was opened.
If at key-off a door has already been opened, the system will complete the commands received before the door was opened.
Central control of the windows

With this function, all windows can be completely closed with one action.
All door windows can be closed while the doors are locked by holding the key in the lock position or by pressing and holding the button on the remote
control.
Anti-injury protection
The anti-injury function reverses the motor movement of the window mechanism if an obstacle (eg thumb or hand) is detected during the movement of
the window. This prevents injury.
This provides a high degree of safety, even if accidentally operated by children in the interior.
This allows the central opening and closing of the windows to be used when leaving the car.
The anti-injury function is enabled during manual and automatic window operation.
There are two zones defined in the anti-injury function: "the reversal zone" and the "non-reversal
zone": - the "reversal zone" is an area between 200 mm below the top edge and the top edge -
the "non-reversal zone" is the remaining area.
If the system detects an obstacle in the "reversing zone" while closing the window, the closing movement is interrupted and immediately reversed.
If the system detects an obstacle in the "non-reversing zone", only the window movement of the closing window is interrupted.
No commands will be accepted during this period.
If the anti-injury function is activated 5 times in a row within a minute or if a fault persists, the system will disable the automatic closing and only
steps of 500 ms can be performed, each time releasing the button.
To restore the correct functioning of the system, one of the following remedial actions must be carried out: - switch
the ignition off and on (key-off - key-on) - open the relevant window completely by the driver.
The anti-injury function uses a Hall sensor that signals overload of the window motor: the switch-on threshold is calculated if the force on the obstacle
(eg a thumb or a hand) during the window movement exceeds 7-8 kg.
Initialize power windows
1. open the window in the driver's door completely and keep the button pressed for at least 3 seconds after the window has been fully opened
(lower stop); 2. close the window in the driver's door completely and keep the button pressed for at least 3 seconds after the window has been
completely closed (upper stop); 3. carry out the procedure in the same way on the passenger door; 4. check whether the initialization has been
performed correctly by checking the automatic working of the windows.
After this procedure, the "anti-injury function" and the automatic operation of the windows are again operational.
191 - Giulietta 2.0 JTDM GENERAL - PLATE PARTS AND FRAMES
General
The topics mainly deal with the technical innovations used to comply with the various tests and related to the new legislation. The
emphasis is on the explanatory and practical aspects related to knowledge, regulations and minimum requirements.
For repair procedures and technical data, please refer to the appropriate groups for the repair procedures.
APPLY SEALING KIT

Unless otherwise stated, heat curing sealant for internals must be used.
Detail images for applying sealant in areas 1 to 6

Detail images for the application of sealant in the areas 7 to 12
Detail images for applying sealant in areas 13 to 18


191 - Giulietta 2.0 JTDM SHEET PARTS AND FRAMES 72

DIMENSIONS OF THE BODYWORK

191 - Giulietta 1.4 Turbo MultiAir INTRODUCTION - PANELS AND FRAME
General information
The topics are covered with reference mainly to new technical features of the vehicle. Priority is given to descriptive and operational aspects with
minimal coverage of underlying principles, rules and precautions.
For information on repair methods and vehicle technical specifications, see the specific sections on repair procedures.
Materials
For the chassis of Giulietta high resistance materials have been used according to the current trends of the automotive sector.
A - Carbon
steel B - High strength steels UHSS
+ HSS C - Hot-printed D - Aluminium
E - Plastic The presence of important
aluminium and plastic elements
should be noted, with benefits for the weight of the vehicle.
A - Aluminium front crossmember

B - Aluminium third load line
C - Plastic front impact absorber (Xenoy)
D - Plastic rear crossmember (Xenoy)
SEALANT APPLICATION
When it is not specified, the sealant used is the hot hardening type for interiors.
Detailed application of sealant in areas 1 to 16
1 - Upper pillar for front suspension attachment with front suspension attachment cap
2 - Upper pillar for front suspension attachment with front suspension pillar and turret connection crossmember
3 - Lower pillar for front suspension attachment with upper dashboard
4 - Front strut with lower pillar for attachment of front suspension and upper dashboard
5 - Crossmember connecting turrets with upper dashboard
6 - Upper dashboard with strut connecting crossmember and crossmember
7 - Upper dashboard with reinforcement fixing the pedal assembly (right hand drive only)
8 - Front floor tunnel with lower dashboard
9 - Crossmember connecting struts with crossmember connection
10 - Rear crossmember lower dashboard front strut connection/strut crossmember connection
11 - Inner side panel with lower dashboard and lower pillar for front suspension attachment
12 - Front strut with rear strut and crossmember connection
13 - Rear section front strut with lower dashboard and strut crossmember connection
14 - Air intake chamber/windscreen lower crossmember
15 - Air intake chamber with upper strut box (rear section)
16 - Air intake chamber with upper strut box (front section)

17 - Front section rear floor with rear side member box

18 - Rear side member with rear side member reinforcement and front floor
19 - Lateral side member for rear section with rear side member
20 - Rear under-seat crossmember with rear side member
21 - Lateral side member for rear section with rear side
member 22 - Rear wheel arch with rear side member reinforcement and rear side member box (from outside the car)
23 - Rear floor for rear section/rear lower
trim 24 - Plate fixing crash box/rear lower
trim 25 - Rear lower trim/right side member
box 26 - Rear side member/floor/plate 27 -
Side member box/rear side member/lateral side member for the rear section
28 - Rear wheel arch with passenger compartment inner vehicle floor, right/left
side * Heat hardening high consistency filler.
29 - Front floor tunnel with front floor

30 - Handbrake bracket / tunnel on front floor
31 - Rear under-seat crossmember / under-seat crossmember box / right and left floor / tunnel
32 - Rear under-seat crossmember / rear crossmember box
33 - Rear under-seat crossmember / front section of the rear floor
34 - Front section of the rear floor / rear side member
35 - Suspension fastening reinforcement / rear section of the rear floor and side member connection crossmember
36 - Rear side member reinforcement / rear side member
37 - Rear section of the rear floor/rear side member connection crossmember

38 - Rear side member connection crossmember / front section of the rear floor
39 - Side member connection /rear side member / suspension attachment reinforcement / rear side member connection crossmember/ front section of
the rear floor
40 - Rear side member/ rear fastening reinforcement
41 - Rear wheel arch/rear side member
42 - Rear wheel arch/shock absorber attachment reinforcement
43 - Side front closing with front side and pillar reinforcement

44 - Front wing rear element with front pillar reinforcement
45 - Front pillar reinforcement with external side
46 - Front pillar reinforcement / internal side
47 - Front pillar reinforcement / internal side / lateral side member
48 - Windscreen lower crossmember with windscreen post side member
49 - Windscreen lower crossmember with windscreen post side member
50 - Front door frame / pillar reinforcement

51 - Front door external trim / front door frame
52 - Rear door frame / pillar reinforcement
53 - Rear door external trim / rear door frame
54 - Bonnet trim / bonnet frame

55 - Partition door exterior / light base
56 - Partition door frame / light base
57 - Partition door exterior / Partition door frame
58 - Roof external lining with external side / front crossmember

59 - Roof external lining with external side / rear crossmember
60 - Right / left side front pillar and roof
61 - Roof external lining / external side and upper duct
62 - Roof external lining / external side and upper duct
63 - Rear partition rear trim with lower trim

64 - Rear partition rear trim box with lower trim
65 - Rear frame (back of body) / light base (side) and lower frame / rear frame element (side frame)
66 - Lower element (back of chassis) with right lower frame (side frame)
67 - Lower duct / light base element / light base
68 - Light base element / upper back
69 - Light base element / light base / side
70 - Roof / duct
71 - Side / duct
72 - Side lower element / lower frame
73 - Side element / side frame

74 - Side / side element
75 - Side element / side frame
76 - Lower element / rear external wheel arch
77 - Lower element / external side
78 - Side frame with external wheel arch
79 - Lateral side member / rear external wheel arch
80 - Chassis lateral side member / lower connection frame
81 - Chassis lateral side member / lower connection frame
82 - Rear lower side frame / side
83 - Internal side / dashboard

84 - Internal side with front side lateral side member
85 - Front side lateral side member with rear side lateral side member
86 - Front/rear side lateral side member with front floor

87 - Under-floor side member with front floor
88 - Lower dashboard / right floor
89 - Rear side front strut / under-floor side member
90 - Air intake chamber - windscreen lower crossmember

91 - Rear side front strut / lower dashboard
92 - Rear side front strut / strut box
93 - Lower dashboard / air intake chamber
94 - Air intake chamber / internal side
95 - Lower dashboard / right / left side internal side
96 - Front floor with lower dashboard
97 - Internal reinforcement fixing under-floor side member lower mechanical crossmember with front floor
98 - Internal reinforcement fixing lower mechanical crossmember with internal reinforcement fixing upper mechanical crossmember
99 - Front floor and under-floor side member
191 - Giulietta 1.4 Turbo MultiAir GENERAL INFORMATION - TYPICAL MEASUREMENTS
ADJUSTMENT OF MOVING PARTS

Measurements for the adjustment of the moving parts
To facilitate and verify moving part disassembly operations, the existing gaps are shown (in millimetres) to allow appropriate adjustment.
The adjustment procedure is explained in the sections describing moving part removal and refitting procedures.
Front view of vehicle with position for measuring gaps between the moving parts (measuring
points from 1 to 5)
Side view of vehicle with position for measuring gaps between the moving parts (measuring
points from 6 to 15)
Rear view of vehicle with position for measuring gaps between the moving parts (measuring
Upper view of vehicle with position for measuring gaps between the moving parts (measuring
DIAGRAM FOR CHECKING THE UNDERBODY

This chapter shows the specified vehicle dimensions to ensure the best results are achieved when carrying out repair operations.
The comparison dimensions, expressed in millimetres, may be subject to differences (about 2 mm). Repairers must use their experience to decide
whether this is due to impact damage or manufacturing tolerances.
VALUE REFERRED TO PRIMARY POINT 01 VALUE REFERRED TO PRIMARY POINT 80
Re. Description X AND WITH X AND WITH
01 Main point 0 0 0 -2525 900 -236.6
02 Main point 0 -830 0 -2525 70 236.6
80 Main point 2525 -900 236.6 0 0 0
81 Main point 2525 70 236.6 0 970 0
10 Front suspension -491.3 -976.4 689.5 -3016.3 -76.4 452.8

11 Front suspension -440 -870.5 228.7 -2965 29.5 -8
12 Front suspension -163 -820 44.3 -2688 80 -192.3
13 Front suspension -48.5 -640.2 22.6 -2573.5 259.7 -214
14 Front suspension -491.3 146.4 689.5 -3016.3 1046.4 452.8
15 Front suspension -440 40.5 228.7 -2965 940.4 -8
16 Front suspension -163 -10 44.3 -2688 890 -192.3
17 Front suspension -48.5 -189.7 22.6 -2573.5 710.2 -214
20 Engine suspension -651 -889.2 413 -3276 10.8 176.3
22 Engine suspension -796 -847.7 352.4 -3321 52.3 115.4
24 Engine suspension -750 52.5 405 -3275 952.5 168.4
30 Rear suspension 1646.5 -1093.6 181.4 -878.4 -193.6 55.2
31 Rear suspension 1742 -998 181.4 -783 -98 -55.2
32 Rear suspension 1814.5 -744.5 219.4 -710.6 155.4 -17.2
33 Rear suspension 1948 -672.7 218 -576.8 227.3 -18.7
34 Rear suspension 1811.8 -618 218 -713 281.9 -18.7
35 Rear suspension 1812 -211.9 218 -713 688 -18.7
36 Rear suspension 1948 -157.3 218 -577 742.7 -18.6
37 Rear suspension 1814.4 -85.4 218 -710.6 814.5 -18.7
38 Rear suspension 1742 168 181.4 -783 1068 -55.2
39 Rear suspension 1646.5 263.6 181.4 -878.4 1163.6 -55.2
40 Rear suspension 2090 172 628.4 -435 1072 391.8
41 Rear suspension 2090 -1002 628.4 -435 -102 391.8
42 Rear suspension 1213.2 187.10 11.16 -1311.8 1087.10 -225.5
43 Rear suspension 2221.8 -949.03 214.5 -303.22 -49.03 -22.127
44 Rear suspension 2221.8 119.03 214.5 -303.22 1019.03 -22.12
45 Gearbox control 285 -512.5 147.8 -2240 387.5 -89
46 Gearbox control 485 -512.5 147.8 -2040 387.5 -89
47 Gearbox control 285 -317.5 147.8 -2240 582.5 -89
48 Gearbox control 485 -317.5 147.8 -2040 582.5 -89
50 Front left seat 539.7 -595 130.2 -1985.2 305 -106.4

51 Front left seat 539.7 -1005 130.2 -1985.2 -105 -106.4
52 Front left seat 578.7 -595 128.8 -1946.2 305 -107.8
53 Front left seat 879.7 -1005 118.4 -1648.2 -105 -118.2
54 Front left seat 946 -567.2 84.5 -1579 332.8 -152
55 Front right seat 539.7 -235 130.2 -1985.2 665 -106.4
56 Front right seat 539.7 175 130.2 -1985.2 1075 -106.4
57 Front right seat 578.7 -235 128.8 -1946.2 665 -107.8
58 Front right seat 876.7 175 118.4 -1648.2 1075 -118.2
59 Front right seat 946 -262.8 84.5 -1579 637.2 -152
60 Tank 1280 -807 149.2 -1244.9 93 -87.4
61 Tank 1241 -487 151.4 -1284 413 -85.2
62 Tank 1280 -23 149.2 -1245 877 -87.4
63 Tank 1800.7 -544.4 218 -724.3 355.6 -18.7
64 Tank 1795.2 -487 218 -729.7 413 -18.7
65 Tank 1800.5 -285.5 218 -724.6 614.5 -18.7
70 Right front-end -1116 89 422.7 -3641 989 186
71 Right front-end -1116 21.7 429 -3641 921.7 192
72 Right front-end -1116 21.7 277.4 -3641 921.7 40.7
73 Right front-end -1116 69.4 277.4 -3641 9969.4 40.7
74 Left front-end -1116 -914 422.7 -3641 -14 186
75 Left front-end -1116 -846.8 429 -3641 53.2 192.3
76 Left front-end -1116 -846.8 277.4 -3641 53.2 40.7
77 Left front-end -1116 -894.5 277.4 -3641 5.51 40.8
90 Dashboard -62 -1102.3 685.2 -2587 -202.3 448.5
91 Dashboard -67.1 -1102.3 476.4 -2592.1 -202.3 239.7
92 Dashboard -239.092 -759.959 791.210 -2764.09 140.040 554.571
93 Dashboard 44 -499 171.6 -2478 400.9 -65
95 Dashboard 78 -499.1 171.6 -2447 400.9 -65
96 Dashboard -62 272.3 685.2 -2587 1172.3 448.5
97 Dashboard -67.1 272.3 476.4 -2592 1172.3 239.7
98 Dashboard -239.0 -70.0 791.0 -2764.0 830.0 554.36
99 Dashboard 92 -281.1 126.1 -2433 618.8 -110.5
110 Rear backrest 1918.2 72 311 -606.8 972 74.5
111 Rear backrest 1918.2 -902 311 -606.8 -2 74.5

112 Rear backrest 1922.2 -247 312.8 -602.8 653 76.1
113 Rear backrest 1922.2 -325 312.8 -602.8 575 76.1
114 Rear backrest 1747 -221.2 247.2 -778 678.7 10.5
115 Rear backrest 1747 -322.8 247.2 -778 577.1 10.5
116 Rear cushion 1259.3 -102.6 202.7 -1265.4 797.4 -34
117 Rear cushion 1259.3 -727.4 202.7 -1265.4 172.6 -34
118 Rear backrest 1990.8 268.1 784.86 -534.2 1168.1 548.22
119 Rear backrest 1990.8 -1068.1 784.86 -534.2 -198.1 548.22
Rear crossmember
120 2626.9 130.5 328.3 101.9 908.3 91.6
spacer
Rear crossmember
121 2626.9 8.3 328.3 101.9 1030.5 91.6
spacer
Rear crossmember
122 2626.9 69.1 212.7 101.9 969 -24
spacer
Rear crossmember
123 2626.9 -838.3 328.3 101.9 61.7 91.6
spacer
Rear crossmember
124 2626.9 -960.5 328.3 101.9 -60.5 91.6
spacer
Rear crossmember
125 2626.9 -899.1 212.7 101.9 0.9 -24
spacer

2.0jtdm Engine Desc

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191 - Giulietta 2.0 JTDM INTRODUCTION - POWER UNIT SUPPORTS

1. Timing side flexible mounting

191 - Giulietta 2.0 JTDM INTRODUCTION - ENGINE BLOCK

191 - Giulietta 2.0 JTDM INTRODUCTION - CYLINDER HEAD(S)

191 - Giulietta 2.0 JTDM GENERAL - ENGINE OIL PAN

1. Oil level sensor

1. Engine oil pan

191 - Giulietta 2.0 JTDM GENERAL - SEALS ON CRANKSHAFT

191 - Giulietta 2.0 JTDM INTRODUCTION - CRANKSHAFT

191 - Giulietta 2.0 JTDM INTRODUCTION - ENGINE FLYWHEEL

191 - Giulietta 2.0 JTDM INTRODUCTION - PISTONS AND CONNECTING RODS

191 - Giulietta 2.0 JTDM GENERAL - BELT DRIVE DISTRIBUTION

1. High Pressure Pump Drive

191 - Giulietta 2.0 JTDM GENERAL - DISTRIBUTION DRIVE TENSIONERS

191 - Giulietta 2.0 JTDM GENERAL - FUEL TANK AND PIPES

The high-pressure circuit

191 - Giulietta 2.0 JTDM GENERAL - FUEL TANK AND COMPONENTS

DESCRIPTION OF THE COMPONENTS

Electric fuel pump

The advantages over the volumetric pump are:

191 - Giulietta 2.0 JTDM GENERAL - FUEL FILTERS

DESCRIPTION OF THE COMPONENTS

191 - Giulietta 2.0 JTDM GENERAL - AIR INTAKE SYSTEM

AIR INTAKE SYSTEM

1. Cold air filter intake 2.

191 - Giulietta 2.0 JTDM GENERAL - DIESEL INJECTION

The main features are:

very high maximum injection pressure available (1600

The system controls and monitors the following parameters:

fuel temperature control; control of

8. Fuel Pressure Sensor

18. Pressure sensor - air temperature

31. Catalyst 32.

The control unit uses the following parameters for this:

Control Unit Inputs and Outputs

1. Electric booster pump

11. Airflow meter 12.

DISPLAY OF FAULTS DURING START-UP:

warning light on for 4 seconds during the test phase; warning

DISPLAY OF TROUBLESHOOTING ENGINE RUNNING:

illuminated warning lamp indicates a malfunction;

Alpha code recognition

Coolant Temperature Control

limitation of the amount of fuel to be injected (engine power limitation); switching on

Controlling the amount of fuel to be injected

control of the pressure

change of the "main" injection time.

Idle speed control

control of the pressure regulator;

The battery voltage is taken into account within certain limits.

Injection interruption during deceleration (cut-off)

interrupt the actuation of the atomizers; partial

Limitation of efficiency differences between cylinders at idle speed

Attenuation of speed fluctuations

Limitation of exhaust smoke during acceleration

Exhaust gas recirculation (egr)

the opening time of the electric EGR valve.

Limiting the maximum torque

the maximum torque;

Where corrections are applied based on:

Limitation of maximum speed

The control unit applies two strategies: